5th Gen Datalink Comm 2014SW 11 21 14

SUBJECT: Datalink Communications for 2014 Software Releases
PRODUCT COVERAGE: 1000, 2000, 3000, and 4000 Series

— B141 and C141 releases, January 2014
— B142 and C142 releases, July 2014
TC10 Series
— D141 release, May 2014
H3000 Series
— E141release, November 2014
PUBLICATION DATE: November 21, 2014 (see Change History for revisions)
CONTENT LINKS: Section A: General Information
Section B: SAE J1939
Section C: Proprietary Protocols
Section D: Network Assembly
QUICK LINKS: TCM Network Configuration
J1939 Message & Parameter Broadcasts
J1939 Message & Parameter Reception
J1939-Based Functions
Copyright © 2014 Allison Transmission, Inc. All Rights Reserved.

TABLE OF CONTENTS
SECTION A: GENERAL INFORMATION ................................................................................7

A.1. INTRODUCTION ........................................................................................................................................ 7
A.1.1. Document Purpose ............................................................................................................................. 7
A.1.2. Notice of Allison Transmission Responsibility .................................................................................... 7
A.1.3. Description of WARNING, CAUTION and NOTE ............................................................................... 7
A.1.4. Tips on Using this Document ............................................................................................................. 8
A.2. COMMUNICATION INTERFACES & PROTOCOLS .............................................................................. 10
A.2.1. Available Interfaces & Protocols ....................................................................................................... 10
A.2.2. Interfaces & Protocols Not Supported .............................................................................................. 10
A.2.3. Applicable Standards........................................................................................................................ 11
A.3. FACTORS DETERMINING COMMUNICATION SUPPORT................................................................... 12
A.3.1. Transmission Series ......................................................................................................................... 12
A.3.2. TCM Model ....................................................................................................................................... 12
A.3.3. TCM Calibration Configuration (VEPS & ACCT) .............................................................................. 13
A.3.4. TCM Readiness State & Factory Mobility Mode .............................................................................. 13
A.3.5. Network Configuration ...................................................................................................................... 14
A.3.6. Auto-Detection .................................................................................................................................. 16
A.3.7. J1939 Network Management ........................................................................................................... 17
A.4. ACRONYMS, ABBREVIATIONS & DEFINITIONS ................................................................................. 18
A.5. DOCUMENT CHANGE HISTORY ........................................................................................................... 21
A.5.1. November 21, 2014 .......................................................................................................................... 21
A.5.2. September 29, 2014 ......................................................................................................................... 25
A.5.3. January 13, 2014 .............................................................................................................................. 25
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ATI 5 Gen Controls Datalink Communications – November 21, 2014 General Information – 2
SECTION B: SAE J1939 .......................................................................................................28
B.1. J1939 SYSTEM INTEGRATION APPROACH & RESPONSIBILITIES .................................................. 28
B.1.1. Allison Approach and Expectations .................................................................................................. 28
B.1.2. Failure Analysis ................................................................................................................................ 29
B.1.3. Allison Error Indication and DTC Timing .......................................................................................... 31
B.1.4. Diagnostic Grace Period at Power Up.............................................................................................. 31
B.1.5. Using a Communication Heartbeat .................................................................................................. 32
B.1.6. Network Interconnection ................................................................................................................... 33
B.1.7. Reprogramming ................................................................................................................................ 33
B.1.8. Attempts to Convert Allison Wire-Based Functions to J1939 Operation .......................................... 34
B.1.9. J1939 Source Address (SA) Misuse ................................................................................................ 35
B.1.10. Range Displays – General Information ............................................................................................ 36
B.2. J1939 MESSAGE & PARAMETER OVERVIEW (2014) ......................................................................... 37
B.2.1. J1939 Reception – Allison TCMs and Shift Selectors ...................................................................... 37
B.2.2. J1939 Broadcasts – Allison TCMs and Shift Selectors .................................................................... 41
B.2.3. J1939 Message and Parameter Overview Table Guide .................................................................. 44
B.2.4. J1939 Source Address Listing .......................................................................................................... 45
B.3. J1939-BASED FUNCTION OVERVIEW ................................................................................................. 46
B.4. J1939-BASED FUNCTION REQUIREMENTS ........................................................................................ 49
B.4.1. Accelerator Pedal Input .................................................................................................................... 49
B.4.2. Accelerator Pedal Input – Dual Mode OFS ...................................................................................... 51
B.4.3. Alternate Gear Start (AGS) Input ..................................................................................................... 55
B.4.4. Anti-Lock Brake System (ABS) Input ............................................................................................... 57
B.4.5. Automatic Traction Control (ATC or ASR)........................................................................................ 59
B.4.6. Automatic Neutral – Brake-Based (BBAN) Input .............................................................................. 61
B.4.7. Automatic Neutral – Dual Input w/Automatic Return to Range ........................................................ 65
B.4.8. Automatic Neutral – Single Input (ANSI) .......................................................................................... 67
B.4.9. Automatic Neutral – Single Input with Shift Selector Override ......................................................... 69
B.4.10. Auxiliary Function Range Inhibit – Single Input ................................................................................ 71
B.4.11. Check Trans Indicator ...................................................................................................................... 74
B.4.12. Cruise Control, Standard .................................................................................................................. 79
B.4.13. Cruise Control, Adaptive (ACC or Headway Control) ...................................................................... 81
B.4.14. Cruise Control, via Engine PTO Governor ....................................................................................... 82
B.4.15. Diagnostic Communication with Allison Tools .................................................................................. 83
B.4.16. Diagnostic Communication for OEM Use ......................................................................................... 84
B.4.17. Direction Change Enable Input ........................................................................................................ 91
B.4.18. Dynamic Shift Sensing ..................................................................................................................... 94
B.4.19. Electronic Braking Systems (EBS) ................................................................................................... 97
B.4.20. Emission Control Systems (DPF / SCR) .......................................................................................... 98
B.4.21. Engine Brake Interface ................................................................................................................... 103
B.4.22. Engine Management – Acceleration Rate Management (ARM) .................................................... 108
B.4.23. Engine Management – Shift Energy Management (SEM) ............................................................. 109
B.4.24. Engine Management – Lower Range Torque Protection (LRTP) .................................................. 113
B.4.25. Engine Management – Neutral-to-Range Assist (NRA) ................................................................. 117
B.4.26. Engine Management – Output Torque Limiting (OTL) ................................................................... 119
B.4.27. Engine Management – PTO Torque Limiting (PTL) ....................................................................... 120
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B.4.28. Engine Speed Input ........................................................................................................................ 122
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B.4.29. FuelSense Indicator ...................................................................................................................... 124
B.4.30. High N/V Ratio Input ....................................................................................................................... 125
B.4.31. Hybrid Engine Stop-Start Interlock ................................................................................................. 127
B.4.32. Hybrid Engine Stop Interface – ePTO ............................................................................................ 128
B.4.33. Hybrid Engine Stop Interface – Road Mode ................................................................................... 129
B.4.34. Hybrid Powertrain Interface ............................................................................................................ 130
B.4.35. Hybrid Regeneration Indicator ........................................................................................................ 131
B.4.36. Kickdown Input ............................................................................................................................... 132
B.4.37. Lockup Indicator ............................................................................................................................. 134
B.4.38. Neutral At Stop ............................................................................................................................... 135
B.4.39. Neutral Indicator ............................................................................................................................. 137
B.4.40. Neutral Start ................................................................................................................................... 138
B.4.41. Oil Level Display ............................................................................................................................. 142
B.4.42. Power Divider Input ........................................................................................................................ 145
B.4.43. Preselect Request Input ................................................................................................................. 146
B.4.44. PTO Drive Interface 1 & 2 .............................................................................................................. 149
B.4.45. Range Display – Range Attained ................................................................................................... 152
B.4.46. Range Display – Requested Range ............................................................................................... 154
B.4.47. Range Inhibit Indicator (RII) ........................................................................................................... 157
B.4.48. Range Selection Mode (“Tap Up, Tap Down”’) .............................................................................. 160
B.4.49. Retarder Active Indicator ................................................................................................................ 162
B.4.50. Retarder Capacity Reduction ......................................................................................................... 164
B.4.51. Retarder Control ............................................................................................................................. 165
B.4.52. Retarder Temperature Indicator ..................................................................................................... 171
B.4.53. Reverse Inhibit With Preselect Request Interface .......................................................................... 175
B.4.54. Reverse Warning Indicator ............................................................................................................. 179
B.4.55. Road Speed Limiting ...................................................................................................................... 180
B.4.56. Secondary Mode Indicator ............................................................................................................. 181
B.4.57. Secondary Mode Input ................................................................................................................... 183
B.4.58. Service Brake Status Input ............................................................................................................. 185
B.4.59. Shift Actuator System with Allison Shift Selector: 1000/2000 Series ............................................ 187
B.4.60. Shift Actuator System with Non-Allison Selector: 1000/2000 Series ............................................ 190
B.4.61. Shift Selectors, Allison: 3000/4000 Series, H3000 & TC10 .......................................................... 192
B.4.62. Shift Selectors, Non-Allison: 3000/4000 Series ............................................................................ 196
B.4.63. Shift Selector Dimming ................................................................................................................... 200
B.4.64. Sump Temperature Indicator .......................................................................................................... 201
B.4.65. Transmission Service Indicator ...................................................................................................... 205
B.4.66. Vehicle Acceleration Rate Limiting ................................................................................................. 211
B.5. J1939 MESSAGE & PARAMETER USE .............................................................................................. 213
B.5.1. PGN 0 – Torque / Speed Control 1 (TSC1) ................................................................................... 213
B.5.2. PGN 256 – Transmission Control 1 (TC1) ..................................................................................... 218
B.5.3. PGN 34560 – Engine State Requests (ESR) ................................................................................. 221
B.5.4. PGN 53248 – Cab Illumination Message (CL) ............................................................................... 222
B.5.5. PGN 55808 – Reserved for ISO 15765 (KWP2) ............................................................................ 222
B.5.6. PGN 56064 – Reserved for ISO 15765 (KWP1) ............................................................................ 222
B.5.7. PGN 56832 – Reset ....................................................................................................................... 223
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B.5.8. PGN 57088 – Stop / Start Broadcast (DM13) ................................................................................ 224
B.5.9. PGN 59392 – Acknowledgment ..................................................................................................... 228
B.5.10. PGN 59904 – Request (PGN) ........................................................................................................ 229
B.5.11. PGN 60160 – Transport Protocol Data Transfer Message (TP.DT) .............................................. 230
B.5.12. PGN 60416 – Transport Protocol Connection Management (TP.CM) BAM .................................. 230
B.5.13. PGN 60928 – Address Claimed / Cannot Claim ............................................................................ 231
B.5.14. PGN 61184 – Proprietary “A” ......................................................................................................... 232
B.5.15. PGN 61440 – Electronic Retarder Controller 1 (ERC1) ................................................................. 233
B.5.16. PGN 61441 – Electronic Brake Controller 1 (EBC1) ...................................................................... 238
B.5.17. PGN 61442 – Electronic Transmission Controller 1 (ETC1) .......................................................... 240
B.5.18. PGN 61443 – Electronic Engine Controller 2 (EEC2) .................................................................... 243
B.5.19. PGN 61444 – Electronic Engine Controller 1 (EEC1) .................................................................... 248
B.5.22. PGN 64712 – Electronic Engine Controller 13 (EEC13) ................................................................ 259
B.5.23. PGN 64839 – Transmission Mode Labels (TML) ........................................................................... 260
B.5.24. PGN 64892 – Diesel Particulate Filter Control 1 (DPFC1)............................................................. 262
B.5.25. PGN 64899 – Transfer Case Information (TCI) ............................................................................. 262
B.5.26. PGN 64906 – SAE J2012 DTC Display (J2012) ............................................................................ 263
B.5.27. PGN 64912 – Advertised Engine Torque Curve (AETC) ............................................................... 265
B.5.28. PGN 64917 – Transmission Fluids 2 (TRF2) ................................................................................. 267
B.5.29. PGN 64932 – PTO Drive Engagement (PTODE) .......................................................................... 268
B.5.31. PGN 65099 – Transmission Configuration 2 (TCFG2) .................................................................. 274
B.5.32. PGN 65226 – Active Diagnostic Trouble Codes (DM1) ................................................................. 275
B.5.33. PGN 65228 – Diagnostic Data Clear / Reset of Previously Active DTCs (DM3) ........................... 279
B.5.34. PGN 65235 – Diagnostic Data Clear / Reset for Active DTCs (DM11) .......................................... 279
B.5.35. PGN 65241 – Auxiliary Input/Output Status 1 (AUXIO1) ............................................................... 280
B.5.36. PGN 65242 – Software Identification (SOFT) ................................................................................ 280
B.5.37. PGN 65247 – Engine Controller 3 (EEC3) ..................................................................................... 282
B.5.38. PGN 65249 – Retarder Configuration (RC).................................................................................... 283
B.5.39. PGN 65250 – Transmission Configuration (TCFG) ....................................................................... 286
B.5.40. PGN 65251 – Engine Configuration 1 (EC1).................................................................................. 287
B.5.41. PGN 65259 – Component ID (CI) .................................................................................................. 290
B.5.42. PGN 65262 – Engine Temperature (ET1) ...................................................................................... 291
B.5.43. PGN 65265 – Cruise Control / Vehicle Speed 1 (CCVS1) ............................................................. 291
B.5.44. PGN 65266 – Fuel Economy (Liquid) (LFE1) ................................................................................ 294
B.5.45. PGN 65272 – Transmission Fluids (TRF1) .................................................................................... 295
B.5.46. PGN 65275 – Retarder Fluids (RF) ................................................................................................ 297
B.6. APPENDIX A: REQUIRED ENGINE GOVERNOR CHARACTERISTICS FOR ENGINE
MANAGEMENT ..................................................................................................................................... 298
B.6.1. Fundamental Design Premise of Automatic Transmissions........................................................... 298
B.6.2. Optimum Engine Governor Characteristics for Automatic Transmissions ..................................... 298
B.7. APPENDIX B: REQUIRED ENGINE RESPONSE CHARACTERISTICS FOR ENGINE MANAGEMENT301
B.7.1. General TSC1 Torque Limit Command Response ........................................................................ 301
B.7.2. Speed Control Conditions .............................................................................................................. 301
B.7.3. Torque Accuracy ............................................................................................................................ 302
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B.7.4. Torque Response during Shifts in Cruise Control or Road Speed Governing ............................... 303
B.7.5. Torque Response ........................................................................................................................... 305
B.7.6. Speed Response ............................................................................................................................ 305
SECTION C: PROPRIETARY PROTOCOLS ......................................................................306

C.1.1. IES-CAN and PT-CAN.................................................................................................................... 306
C.1.2. GMLAN ........................................................................................................................................... 306
SECTION D: NETWORK ASSEMBLY ................................................................................307

D.1. ALLISON COMPONENT CONNECTIONS ........................................................................................... 307
D.1.1. Allison TCM Connections ............................................................................................................... 307
D.1.2. Allison Shift Selector Connections ................................................................................................. 309
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D.1.3. Allison DOC Connections.............................................................................................................. 310
D.2. VEHICLE NETWORK WIRING .............................................................................................................. 311
D.2.1. General Requirements ................................................................................................................... 311
D.2.2. Shielding ......................................................................................................................................... 311
D.2.3. Cable Routing ................................................................................................................................. 312
D.2.4. Impedance Matching ...................................................................................................................... 312
D.2.5. Termination Resistors..................................................................................................................... 312
D.2.6. Cable Length Requirements ........................................................................................................... 312
D.2.7. SAE J2284-3 Wiring Requirements................................................................................................ 313
D.2.8. Network Wiring Examples .............................................................................................................. 313
D.2.9. CAN Cable & Connectors ............................................................................................................... 317
D.3. NETWORK SIGNAL INFORMATION.................................................................................................... 319
D.3.1. J1939 Bus Loading ......................................................................................................................... 319
D.3.2. CAN Bit Timing ............................................................................................................................... 319
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SECTION A: GENERAL INFORMATION
A.1. INTRODUCTION
This section contains general information for all A.1.2. NOTICE OF ALLISON
users of the Allison Transmission Datalink TRANSMISSION
Technical Data package. Users should be familiar
with this information before using the Technical
RESPONSIBILITY
Data. This manual provides application and installation
guidelines for operation of the transmission. These
A.1.1. DOCUMENT PURPOSE guidelines should be considered the minimum
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This document explains Allison Transmission 5 under normal vocational usage.
Generation Controls support and utilization of serial
communication links for 2014 software releases. Allison Transmission assumes responsibility only
The exact products, software release levels and for the transmission products it provides and only in
maturity (production vs. preliminary) are listed on accordance with its standard limited warranty.
the cover page.
It is the responsibility of the vehicle manufacturer to
For 1000 – 4000 Series products, changes integrate the transmission into the vehicle design so
highlighted are relative to the September 29, 2014 that it meets all applicable government regulations
publication of Allison 5th Generation Controls and customer requirements in all operating
Datalink Tech Data. environments to which the vehicle will be subjected.
For H3000 and TC10 products, changes highlighted
are relative to the October 13, 2013 publication of
A.1.3. DESCRIPTION OF WARNING,
Allison 5th Generation Controls Datalink Tech Data. CAUTION AND NOTE
The intent is to provide vehicle and control module WARNING is used when a procedure,
manufacturers with the information necessary to be practice, etc. could, if not correctly
compatible with Allison 5th Generation Controls and followed, result in personal injury or loss of
properly implement datalink-based vehicle life.
functions.
CAUTION is used when a procedure,
WARNING: This document describes practice, etc. could, if not strictly observed,
information being sent by the transmission result in damage to or destruction of
using serial communication data links. In equipment.
addition, for the information that is being
transmitted by other components on
various serial communication links, it NOTE when a procedure, practice, etc. is
describes how that information is used by essential to highlight.
the transmission.
The Vehicle Builder (OEM) has overall

system responsibility for proper
implementation of these messages and
appropriate use by other vehicle
components in order to achieve a desired
vehicle feature.
Allison Transmission is not responsible

for improper or inappropriate use of the
data and information that is sent from
the transmission control module (TCM).
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A.1.4. TIPS ON USING THIS A.1.4.1. NAVIGATION
DOCUMENT Most information can be found within several
mouse-clicks by following the hyperlinks on the
Every effort has been made to make this rather cover page. As shown below, information can be
sizeable document as clear and easy-to-use as tracked down by either the J1939 parameter of
possible. If you have any feedback on how to make interest (yellow path) or by the Allison Function
this document better, please forward your (green path) in which the parameter is used:
suggestions on to your Allison Application Engineer.
J1939 MESSAGE AND

PARAMETER OVERVIEW
: J1939 MESSAGE AND

PARAMETER 1 PARAMETER USE
PARAMETER 2
PARAMETER 3
:
PARAMETER PARAMETER 1
PATH
USED IN:
TECHNICAL DATA FUNCTION D
J1939 Message and

Parameters
J1939-Based
Functions J1939-BASED
FUNCTION
REQUIREMENTS
J1939-BASED
FUNCTION OVERVIEW FUNCTION ‘D’
FUNCTION J1939 PARAMETER &

PATH : SA REQUIREMENTS:
FUNCTION A PARAMETER 1
FUNCTION B PARAMETER 2
FUNCTION C PARAMETER 3
FUNCTION D
:
TYPICAL NAVIGATION PATHS
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A.1.4.2. HIGHLIGHTED AREAS Failure Modes and Responses
PRELIMINARY… These sections reflect:
Blue highlights identify TCM functionality
— how the Allison TCM will respond when it fails to
that is still under development, and may be
receive required information or a required
subject to change in an upcoming
response from another controller or device on the
publication.
vehicle network,
OEMs who utilize the given parameter or
— how other controllers on the vehicle network
function should monitor future publications
should respond to situations where they are not
for final revisions to the item.
receiving required information or response from
the TCM, and
NEW FOR…
— typical responses that are seen due to more
Yellow highlights identify (a) new or
common implementation or system design errors.
improved TCM functionality for the given
software release, or (b) a Datalink Tech SAE Excerpts
Data documentation improvement that is
new for the given publication. These areas state the J1939 Parameter and
Parameter Group Number (PGN) assignments, and
OEMs who utilize the given parameter or message update periods.
function should review it thoroughly to
verify that the changes will not negatively Text is lifted verbatim from the most current SAE
impact their system design. source. This is the same information by which the
Allison software has been structured. For complete
information, refer to the appropriate SAE document.
A.1.4.3. HEADINGS
In some cases, the excerpts will be from a balloted
Parameter and SA Use SAE document not yet readily available to the
These sections describe parameters that must be general public. This is necessary as Allison
broadcast or received by the Transmission Control implementations often outpace the SAE publication
Module (TCM) or other controller on the network. process.
Driver Interface Allison Implementation
These sections convey specific content and / or Component-specific implementation details for
physical implementation requirements necessary J1939 messages and parameters are found under
for the given function to work with the vehicle headings:
operator.
— TCM and / or Selector Message Broadcast
Other Requirements or Restrictions — TCM and / or Selector Parameter Broadcast
These sections list other vehicle components, — TCM and / or Selector Message Reception
messaging, etc. that may interfere with the intended — TCM and / or Selector Parameter Reception
operation of the defined function.
These sections convey:
Normal Operation
These sections define how the relevant controllers — how broadcast information is determined, and its’
interact on the network and how various parameters intended use,
are / should be used during normal operation of the
— received information requirements, and how the
given function.
information is utilized, and
— specific functions that use the given parameter.
A.1.4.4. UNITS
All numbers are assumed to be in decimal form
unless noted otherwise.
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A.2. COMMUNICATION INTERFACES & PROTOCOLS
Communication interfaces allow the digital exchange A.2.1.3. SSF 14230 AND ISO 15765-3 (UDS)
of information between Allison transmission control PROTOCOLS
modules (TCMs) and other vehicle components or SSF 14230 is a Swedish refinement of the ISO
diagnostic tools. Common uses include: 14230 (Keyword Protocol 2000) diagnostic protocol.
ISO 15765-3 (UDS on CAN) is a successor of ISO
— General information sharing for driver displays, 14230 and is used for diagnostic communication.
instrument clusters, and vehicle management,
Both protocols use J1939 PGNs reserved for ISO
— Diagnostic information sharing with Allison or use; see DIAGNOSTIC COMMUNICATION FOR
after-market diagnostic code readers, and OEM USE. These PGNs are fully J1939-compatible,
while message content is defined by the given
— Open and closed-loop powertrain control with standard. Details on specific mode support can be
other vehicle components including the engine
found in the ALLISON TRANSMISSION OFF-
and vehicle brake systems.
VEHICLE COMMUNICATION SPECIFICATION.
A.2.1. AVAILABLE INTERFACES & A.2.1.4. GMLAN PROTOCOL
PROTOCOLS GMLAN combines General Motor’s version of the
ISO 14230 (Keyword Protocol 2000) diagnostic
NOTE: Allison 5th Generation Controls do protocol and their proprietary on-vehicle protocol.
not support the SAE J1587 or ISO 9141 GMLAN applications also support a limited amount
protocols; the TCM is no longer equipped of J1939 communication; see SECTION C:
with SAE J1708 hardware. PROPRIETARY PROTOCOLS.
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Allison 5 Generation Control support the following A.2.1.5. IES-CAN AND PT-CAN PROTOCOLS
datalink interfaces (physical connections) and IES-CAN and PT-CAN are proprietary Mercedes
protocols (message and data content): Benz protocols; see SECTION C: PROPRIETARY
PROTOCOLS.
A.2.1.1. SAE J1939 INTERFACE & PROTOCOL
SAE J1939 is a CAN-based, all-encompassing A.2.2. INTERFACES & PROTOCOLS
Recommended Practice which defines not only NOT SUPPORTED
messages and data content, but the hardware,
wiring and connector requirements as well. This A.2.2.1. RV-C PROTOCOL
high speed interface allows for open- and closed- The Recreational Vehicle Industry Association
loop control amongst vehicle engine, transmission, (RVIA) has introduced their own CAN-based
and brake systems, as well as off-vehicle tools communication protocol for interconnecting RV
communication. J1939 can be configured to operate components. This protocol, dubbed “RV-C”, is
at 250 kbps or 500 kbps depending on OEM needs. loosely structured on the J1939 Recommended
Practice. However, it is not compatible with J1939,
Allison J1939 support is covered in SECTION B:
as some RV-C message and parameter locations
SAE J1939.
overlap with those pre-existing in J1939. As such,
A.2.1.2. SAE J2284-3 INTERFACE an Allison TCM cannot be connected to an RV-C
network.
SAE J2284-3 is a CAN-based Recommended
Practice that covers the physical and datalink layers
for a high speed 500 kbps interface. Note that WARNING: Connecting Allison
J2284 does not define message content or format transmission components to an RV-C
outside of being compatible with CAN 2.0b. network is strictly prohibited, as J1939
protocol conflicts may result in unintended
Allison supports the J2284-3 interface specifically for vehicle or transmission operation.
cases where a TCM CAN port is only wired to a
diagnostic connector. See SAE J2284-3 WIRING
REQUIREMENTS.
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A.2.3. APPLICABLE STANDARDS SAE documents are available from:
In addition to the standards listed below, readers are SAE World Headquarters
strongly urged to review Allison Technical Data for 400 Commonwealth Drive
the 1000 – 4000 Series, H3000 Series and TC10 Warrendale, PA 15096-0001 USA
product families. These documents have further Phone: 1-877-606-7323
information on the intended use and implementation Web: www.SAE.org
of Allison features, and detail wiring and other
requirements necessary in addition to the A.2.3.2. INTERNATIONAL ORGANIZATION
communication link information discussed here. FOR STANDARDIZATION (ISO)
ISO 2575 Road vehicles — Symbols for controls,
A.2.3.1. SOCIETY OF AUTOMOTIVE
indicators and tell-tales, Sixth Edition, published
ENGINEERS (SAE)
2000-03-15.
SAE J1939 Serial Control and Communications
Vehicle Network – Top Level, published August ISO 15765 Diagnostics on Controller Area Networks
2013.. (CAN)
SAE J1939-01 On-Highway Equipment Control and ISO documents are available from:
Communication Network, published November
2012. American National Standards Institute (ANSI)
25 West 43rd Street
SAE J1939-11 Physical Layer, 250K bits/s, Twisted New York, NY 10036-8002
Shielded Pair, published September 2012. Phone: 212-642-4900
Web: www.ansi.org
SAE J1939-13 Off-Board Diagnostic Connector,
published October 2011. A.2.3.3. ALLISON TRANSMISSION DATALINK
COMMUNICATION TECHNICAL DATA
SAE J1939-14 Physical Layer, 500Kbps, published
October 2011. The latest Datalink Communications Tech Data
publication can be found in the Extranet portal of
SAE J1939-15 Reduced Physical Layer, 250K www.allisontransmission.com. The documents are
bits/sec, Un-Shielded Twisted Pair (UTP), published located under ENGINEERING  TECH DATA
May 2014. BOOKS  DATALINK COMMUNICATIONS.
Contact your Allison Transmission representative if
SAE J1939-21 Data Link Layer, published you do not have access to the Allison Transmission
December 2010. Extranet.
SAE J1939-31 Network Layer, published April 2014. A.2.3.4. ALLISON TRANSMISSION OFF-
VEHICLE COMMUNICATION
SAE J1939-71 Vehicle Application Layer, published SPECIFICATION
April 2014. The Allison Off-Vehicle Communication Specification
defines all J1939-73, SSF 14230 and ISO 15765-3
SAE J1939 Digital Annex, published November (UDS) tool modes supported by Allison, and is
2014. software release specific. It is available through
your Allison Application Engineer.
SAE J1939-73 Application Layer – Diagnostics,
published July 2013.
SAE J1939-81 Network Management, published

June 2011.
SAE J1962 Diagnostic Connector Equivalent to

ISO/DIS 15031-3: December 14, 2001, published
April 2002.
SAE J2284-3 High Speed CAN (HSC) for Vehicle

Applications at 500 KBPS, published May 2010
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A.3. FACTORS DETERMINING COMMUNICATION SUPPORT
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Allison 5 Generation Controls offer a wide variety NOTE: A59 TCMs, scheduled for release
of serial communication options. Several factors in the 2014 timeframe, are not covered in
determine if a given: this document.
— Physical Datalink Connection, While A59 TCMs are 5th Generation
— Communication Protocol, TCMs, they contain software and hardware
— Message and / or Parameter, or that allows them to service applications
— Datalink-based Function built with Allison 4th Generation Controls.
For information on A59 datalink
…is supported in a particular Allison transmission
configuration or operation, see the latest
application. These factors include:
Allison 4th Generation Controls Datalink
— Transmission Series or Family Tech Data document.
— Transmission vocational model
— TCM model
— TCM software level
— TCM calibration configuration
— TCM readiness state
— TCM Auto-Detection logic
A.3.1. TRANSMISSION SERIES

— GMLAN is only supported on 1000/2000 Series
transmissions.
— IES-CAN is available on 1000 – 4000 Series

transmissions, while PT-CAN is currently only
available on the 3000/4000 Series.
— SAE J1939 is available on all products; however,

message and parameter support varies between
product families due to hardware differences.
A.3.2. TCM MODEL

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Allison 5 Generation Controls utilize three unique
chassis-mount TCM models. While communication
hardware and protocol support is identical, the TCM
have the following differences:
— A61 TCMs only support 12V, 6-speed

applications without a driveline retarder.
— A62 TCMs add support for driveline retarder, 7-

speed, and off-highway applications.
— A63 TCMs add 24V capability.
TC10 transmissions utilize the A65 transmission-

mount TCM.
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A.3.3. TCM CALIBRATION A.3.4. TCM READINESS STATE &
CONFIGURATION (VEPS & FACTORY MOBILITY MODE
ACCT)
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A.3.4.1. ROAD-READY TCMS
Three methods are available to configure Allison 5 Traditionally, Allison TCMs arrive at an OEM in a
Generation TCM calibrations: “Road-Ready” state; the TCM as received is ready
to operate the transmission and related features
1. A Vehicle Electronic Programming Station
once installed in the vehicle. This remains true for
(VEPS) can be used on vehicle OEM assembly th
Allison 5 Generation TCMs that are configured at
lines to finish calibrating VEPS-Ready TCMs.
the Allison factory or local distributor.
2. For Road-Ready TCMs to be fully programmed
A.3.4.2. VEPS-READY TCMS
at the Allison factory, the web-based Allison
Calibration Configuration Tool (ACCT) is Vehicle OEMs utilizing VEPS for TCM end of line
used. programming will receive TCMs in a “VEPS-Ready”
state. A VEPS-Ready TCM contains software and
®
3. Allison DOC can be used to configure TCMs a Vocational Model base calibration loaded by
at distributors or smaller OEMs, although a Allison. TCM calibration must be completed via
much smaller subset of options is available. VEPS prior to being Road-Ready.
Each J1939-based function in this document has a In a VEPS-Ready state, TCM CAN ports are only
section which explains the VEPS and ACCT options capable of communication with Allison service tools
impacting that function. or VEPS stations equipped with the Allison Vendor
Component Program (VCP).
For datalinks, VEPS and the ACCT share the same
questions and answers. However, ACCT users can All other CAN communication is disabled until
only access Datalink Tailoring questions after VEPS programming is completed. This prevents
gaining approval through their Allison Application TCM interference when connected to a network of
Engineer. Once approval is granted, ACCT users unknown protocol, and eliminates all TCM bus
can then answer “Yes” to the DATALINK loading contributions until programmed via VEPS.
TAILORING question and access additional
datalink communication options. VEPS programming can occur on any of the three
TCM CAN ports, however, the VEPS station must
be connected to a CAN port with a matching
NOTE: In this document, the term “VEPS” network speed: CAN1 defaults to 250 kbps, while
is used to denote questions and answers CAN2 and CAN3 default to 500 kbps.
available through either VEPS or the
ACCT. A.3.4.3. FACTORY MOBILITY MODE
Factory Mobility Mode is an Allison feature closely
Some VEPS / ACCT answers will flag a TCM tied to the TCM readiness state. It allows severely
calibration for Allison Application Engineering restricted vehicle operation with a VEPS-Ready (i.e.
review. Such items are denoted in this document. not fully programmed) TCM. This capability is
Once reviewed and approved for a given vehicle useful for driving a partially completed vehicle
OEM, the AE review requirement may be removed chassis from one plant location to another.
for future calibration requests from that OEM.
Since the TCM does not support on-vehicle
Regardless of the calibration configuration method, communication in a VEPS-Ready state, the OEM
an Allison “Calibration Summary Report” is the best must either employ the dedicated-wire Neutral Start
way to understand the detailed datalink support for or provide a method to manually override J1939-
a given calibration. based Neutral Start implementations. In addition,
3000/4000 Series and TC10 applications rely solely
on the Allison shift selector Direction Signal Wire
input for desired direction input.
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A.3.5. NETWORK CONFIGURATION [18040] NETWORK SPEED: CAN1
— 250 KPBS, WITH 75% SAMPLE POINT
The TCM has three CAN ports whose protocol and
— 250 KBPS, WITH 81% (J1939) SAMPLE POINT
network speed can be assigned via VEPS. (1, 2)
— 500 KBPS, WITH 75% SAMPLE POINT

A.3.5.1. ON-VEHICLE COMMUNICATION
On-vehicle communication protocol support for
each CAN port is set via these VEPS options: [18050] NETWORK SPEED: CAN2
— 250 KPBS, WITH 75% SAMPLE POINT
[18010] ON-VEHICLE PROTOCOL: CAN1
— OFF (2)
(5) — 500 KBPS, WITH 75% SAMPLE POINT
— SAE J1939, LIMITED FUNCTIONALITY
(1, 2) — 500 KBPS, WITH 81% (J1939) SAMPLE POINT
— SAE J1939, FULL FUNCTIONALITY (1, 3)
[18020] ON-VEHICLE PROTOCOL: CAN2 [18060] NETWORK SPEED: CAN3

— OFF
(1) — 250 KPBS, WITH 75% SAMPLE POINT
— SAE J1939, LIMITED FUNCTIONALITY (1)
(2, 5) — 500 KBPS, WITH 75% SAMPLE POINT
— SAE J1939, FULL FUNCTIONALITY
(6)
— SAE J1939, HYBRID COMPONENT (1)
Default answer.
(2, 3, 4)
— GMLAN
(2)
Fixed value in GM L96 VMCs.
(1)
Allison 4th Gen TCM configuration equivalent. (3)
Fixed value in H3000 applications.
(2)
This is a “Primary On-Vehicle Protocol”; only one
may be used in a given application. If selected, Other Restrictions
the TCM will use this network’s data for any TC10 applications may only use selections with
Input, Output or Interface function configured to 81% sample points as recommended by J1939.
use the PRIMARY ON-VEHICLE PROTOCOL.
(3) A.3.5.3. J1939-BASED SHIFT SELECTORS
Only allowed in 1000/2000 Series applications.
Shift selector communication must be directed to a
(4)
Fixed value unique to GM L96 VMCs. specific CAN port.
(5)
Not allowed in TC10 applications. [19020] SHIFT SELECTORS: J1939-Based
(6) Selector Connection
Fixed value unique to H3000 applications.
(1)
— CAN1
Other Restrictions — CAN2
No more than one CAN port may be set to SAE (1)
J1939, FULL FUNCTIONALITY or SAE J1939, Default answer.
LIMITED FUNCTIONALITY.
Other Restrictions
SAE J1939, LIMITED FUNCTIONALITY means The selected CAN port must have its ON-VEHICLE
only Allison J1939-based selectors, customer- PROTOCOL set to one of the SAE J1939 options.
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supplied selectors using the Allison 4 Generation
proprietary interface, or J1939-73 diagnostic Customer-supplied selectors using public J1939
communication can be assigned to that port. data may only be connected to a CAN port where
ON-VEHICLE PROTOCOL = SAE J1939, FULL
In GMLAN applications, CAN1 communication is FUNCTIONALITY.
restricted to a unique subset of J1939 support; see
J1939 MESSAGE AND PARAMETER SUPPORT When dual J1939-based shift selectors are used,
IN GMLAN APPLICATIONS. both must connect to the same TCM CAN port.
A.3.5.2. NETWORK SPEED A.3.5.4. DIAGNOSTIC COMMUNICATION

Communication baud rate and sample point for The following VEPS options set the diagnostic
each CAN port is set via the VEPS options below. protocol and CAN port for reading and clearing
Answers with 75% sample points have been DTCs with non-Allison tools. They do not impact
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retained so Allison 4 Generation Controls settings Allison DOC communication.
can be duplicated. New applications are advised to
use the 81% setting as recommended by J1939. Also, regardless of the options selected below,
J1939 DM1 broadcast is supported on the CAN port
set to SAE J1939, FULL FUNCTIONALITY. See
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DIAGNOSTIC COMMUNICATION FOR OEM USE
for further details.
[18070] DIAGNOSTICS: Protocol

— SAE J1939-73
(1)
— UDS WITH SAE J2012 DTC FORMAT
— SSF14230 WITH SAE J2012 DTC FORMAT
[18080] DIAGNOSTICS: J1939-73 Connection

(1)
— CAN1
— CAN2
— CAN3
(1)
Default answer.
Other Restrictions
If DIAGNOSTICS: Protocol = SAE J1939-73, then
DIAGNOSTICS: J1939-73 Connection must be set
to a CAN port that uses a compatible ON-VEHICLE
PROTOCOL (i.e. is assigned to one of the J1939
answers, or NONE).
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A.3.6. AUTO-DETECTION A.3.6.1.2. Multiplexed Example
NEW TO THIS PUBLICATION:

Clarified unique Engine Brake Interface
behavior after the auto-detect period Engine
expires. Controller
EEC2 from SA 00
Auto-detection reduces the number of customer
Allison Percent Load at
modifiable parameters that must be set by the
TCM Current Speed
vehicle OEM. When the TCM is powered up after a
vehicle is assembled, auto-detection logic looks for
various input sources and locks onto the most
Vehicle
preferred of those available for a given input.
Controller
By definition, J1939 is a multiplexed network, as
one wire pair carries many different messages. EEC2 from SA 33
Message multiplexing furthers this concept, where Accelerator Pedal
multiple copies of a given message come from Position
multiple network sources. In this case, some
Parameters now split; the same message is sent,
parameters in the given message may be
but from two different sources.
supported by one source, while other parameters in
that message may come from other source(s).
Here, the accelerator pedal sensor is wired to an
A.3.6.1.1. Non-Multiplexed Example intermediate device like a body controller. Since
the body controller receives the physical input, it
broadcasts its own EEC2 message (the second
network instance) containing the accelerator pedal
position parameter. The engine still broadcasts the
Engine first EEC2 instance containing the load parameter.
Controller The TCM must receive both EEC2 instances, and
Accelerator pull the correct parameter information from each.
Pedal
A.3.6.1.3. Source Address (SA) Detection
EEC2 from SA 00 Process
Allison  Accelerator Pedal Messages, Parameters and SAs Impacted
TCM Position
Where applicable, the J1939-based functions in this
 Percent Load at
document list the acceptable multiplexed source
Current Speed
addresses and their order of TCM preference.
Both parameters in the same message are Timing

coming from the same source. Unless the OEM specifies an SA through VEPS
(where available), the TCM looks for the most-
preferred source address for approximately 25
Here, only the Engine Control Module (ECM) engine start cycles.
broadcasts the EEC2 message, and populates both
the load and accelerator pedal position parameters. SA Selection during Auto-Detect Period
The load parameter is determined internally through During the SA auto-detect period, the TCM looks for
engine fueling algorithms, while an analog sensor multiplex-capable parameters from their calibrated
provides the accelerator pedal information. The lists of acceptable source addresses.
TCM simply listens to the single EEC2 broadcast to
obtain both parameter values. When a “more preferred” source is found for a given
multiplexed parameter, the TCM will lock onto that
source and ignore parameter instances coming
from “less preferred” sources.
For example, if on the first key switch cycle the

parameter CCVS1 Brake Switch is found coming
from SA 00 -- and only SA 00 -- the TCM will use
this parameter source. If, during a subsequent
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cycle within the SA auto-detect window, the CCVS1 address that traditionally broadcast that parameter
Brake Switch is found coming from both SA 00 and before a multiplexed system was implemented.
SA 33, the TCM will lock onto SA 33 as the source,
as it is higher in terms of calibrated source Per SAE J1939, parameter broadcasts should
preference, per the SERVICE BRAKE STATUS originate from the controller that receives or
function. generates the physical input. For example, the
controller connected to the accelerator pedal sensor
If the most preferred source is found for a given input should likely be the one to broadcast EEC2
parameter, the auto-detect process for that Accelerator Pedal Position 1.
parameter is stopped immediately, and all lesser
sources are ignored for that parameter. Echoing is not recommended because:
While the auto-detect process ignores parameters — echoed data may involve a time lag that could
indicating “Not Available”, parameters indicating affect closed loop control in the vehicle system.
“Error” are included. Per SAE J1939, “Error”
indicates that the broadcasting controller supports — different devices on the network may utilize the
the parameter, but a temporary problem prevents a same parameter from different sources, leading
correct value from being broadcast. to interaction problems.
— echoed parameters may not reflect all of the

When the SA auto-detect process is complete, the
SA for each multiplexed parameter is locked in to diagnostic capability of the originating device.
the most preferred source seen during the auto-
A.3.6.1.5. Failure Modes and Responses
detect period.
Most source address detection problems stem from:
SA Selection after Auto-Detect Period Expires
— vehicle controllers broadcasting inappropriate
If a multiplexed parameter is not received from any
data (Error or Not Available),
acceptable SA during the auto-detect period, the
TCM will lock onto the first acceptable SA it — devices not connected to the J1939 network
receives for that parameter, and use it for all before the auto-detect process completes, or
subsequent key switch cycles.
— devices whose source address is changed via a
TCM reception of ERC1 Actual Retarder – Percent service tool either during or after completion of
Torque (used for the ENGINE BRAKE INTERFACE the auto-detect process.
function) is an exception. If the parameter(s) are
not received from a valid SA within the auto-detect In any case, a source may be incorrectly detected,
period, the parameter(s) are ignored, and the and functions may not operate as desired.
Engine Brake Interface will not function.
Resetting the SA Auto-Detect Process

A.3.7. J1939 NETWORK
®
The Allison DOC service tool can reset the
MANAGEMENT
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detection process by selecting the “Reset Auto- All Allison 5 Generation TCMs and shift selectors
Detect” option and cycling the key switch. The auto- support the J1939 address claim message.
detect process is not reset until after the TCM goes
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through a power down / power up cycle. All Allison 5 Generation components utilize fixed
addressing, as is reflected in their address claims
A.3.6.1.4. Parameter Echoing broadcast at power-up and on request. Source
When multiple controllers broadcast the same addresses used by the TCM are not alterable, while
message, the possibility exists that a parameter the source addresses (SA 05 and SA 06) used by
may be echoed -- sent out by one controller, Allison shift selectors are configured via a jumper
received by another, and then re-broadcast in a wire.
second message instance. The source address
most likely to echo a parameter is the source
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A.4. ACRONYMS, ABBREVIATIONS & DEFINITIONS
1K, 2K ........ 1000 or 2000 Series B134 .......... 1000/2000 Series software version
released in July 2014.
3K, 4K ........ 3000 or 4000 Series
B141 .......... 1000/2000 Series software version
2WD........... Two-Wheel Drive
released in January 2014.
4WD........... Four-Wheel Drive
BAM........... SAE J1939 Broadcast Announce
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A4GC ......... Allison 4 Generation Controls Message
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A5GC ......... Allison 5 Generation Controls BBAN......... Brake-Based Auto Neutral; Allison input
function
ABS ........... Anti-Lock Brake System
C132 .......... 3000/4000 Series software version
ACC ........... Adaptive Cruise Control, also known as
Headway Control
C134 .......... 3000/4000 Series software version
ACCT ......... Allison Calibration Configuration Tool
th released in July 2014.
used with Allison 5 Generation
Controls. C141 .......... 3000/4000 Series software version
AE .............. Allison Application Engineering
CAN ........... Controller Area Network
AETC ......... SAE J1939 message Advertised Engine
Torque Curve CAN1/2/3 ... The three physical CAN network
connections or “ports” available on
AFRI .......... Auxiliary Function Range Input – Single th
Allison 5 Generation TCMs.
Input; Allison input function
CCVS1 ...... SAE J1939 message; Cruise Control /
AGS ........... Alternate Gear Start; Allison input Vehicle Speed 1
function.
CL .............. SAE J1939 message; Cab Illumination
ANDI .......... Automatic Neutral – Dual Input; Allison
Message
input function.
CRC........... Allison Calibration Review Committee
ANSI .......... Automatic Neutral – Single Input; Allison
input function. CSS ........... Customer Specification Sheet
ANSISSO... Automatic Neutral – Single Input with CTS ........... Clear To Send
Shift Selector Override; Allison input
D ................ Drive
function.
D134 .......... TC10 software version associated with
AP .............. Accelerator Pedal
the 2013 TC10 release.
APP1 ......... SAE J1939 parameter; Accelerator
D141 .......... TC10 software version associated with
Pedal Position 1
the May 2014 TC10 release.
ARM ........... Acceleration Rate Management; Allison
D-x ............. “x” forward range positions lower than
J1939-based function.
the Drive position on an Allison lever
ASCII ......... American Standard Code for Information shift selector.
Interchange
DA ............. SAE J1939 Destination Address
ASR ........... Anti-Slip Regulation or Acceleration Slip
DCE ........... Direction Change Enable; Allison input
Regulation; Traction Control
function
ATA............ American Trucking Association
DDT ........... SAE J1939 parameter; Driver’s Demand
ATC ........... Automatic Traction Control Engine – Percent Torque
® ®
ATI ............. Allison Transmission, Incorporated DOC ......... Allison DOC for PC; the standard
Allison service tool
AVIT ........... Allison Vehicle Interface Tool; box used
to connect Allison service or engineering DPF ........... Diesel Particulate Filter
tools to J1587 or CAN networks.
DTC ........... Diagnostic Trouble Code
B132 .......... 1000/2000 Series software version
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DSS ........... Dynamic Shift Sensing; Allison function, GMLAN...... General Motors Local Area Network;
previously referred to as Load-Based proprietary communication protocol
Shift Scheduling (LBSS)
GPI ............ General Purpose Input; associated with
DSW .......... Direction Signal Wire; input signal used the wired implementation of an input
with Allison shift selectors if J1939 function.
communication fails.
GPIO ......... General Purpose Input / Output function;
E141 .......... H3000 software version associated with wired function that uses at least one
the November 2014 H3000 software input and one output.
release
GPO .......... General Purpose Output; associated
EBS ........... Electronic Braking System with the wired implementation of an
output function.
EC1 ............ J1939 message; Engine Configuration 1
ISO ............ International Organization for
eCSS ......... Allison Electronic (web-based)
Standardization
Calibration Specification System, used
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with Allison 4 Generation Controls. kbps ........... Kilobits Per Second (baud rate)
ECLR ......... Enhanced Converter Load Release; kph............. Kilometers Per Hour
Allison engine load reduction function.
LBSS ......... Load-Based Shift Schedule; Allison
Beginning with B/C142 and D141
J1939-based function. Beginning with
software releases, function is known as
B/C142 and D141 software releases,
Neutral At Stop Premium.
function is known as Dynamic Shift
ECU ........... Electronic Control Unit Sensing.
ECM ........... Engine or Electronic Control Module LSB............ Least Significant Byte
EDT ........... SAE J1939 parameter; Engine Demand LSG ........... Limiting Speed Governor
– Percent Torque
LRTP ......... Lower Range Torque Protection
EEC1 ......... SAE J1939 message; Electronic Engine System; Allison feature
Controller 1
ms.............. Milliseconds
EEC2 ......... SAE J1939 message; Electronic Engine
MSB........... Most Significant Byte
Controller 2
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JAN2011.... Allison 4 Generation Controls software
EEC3 ......... SAE J1939 message; Electronic Engine
release introduced in December 2010.
Controller 3
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JAN2013.... Initial release of Allison 5 Generation
EM ............. Engineering Memorandum
Controls software in January 2013.
ERC1 ......... SAE J1939 message; Electronic
N ................ Neutral
Retarder Controller #1
N/V ............ Ratio of engine RPM (N) to vehicle
ETC1 ......... SAE J1939 message; Electronic
speed (V).
Transmission Controller 1
NA ............. Not Available
Transmission Controller 2 NIPTO ....... Allison GPO function S, Neutral
Indicator for PTO; not available via
J1939.
Transmission Controller 7
OD ............. Overdrive
Transmission Controller 8 OEM .......... Original Equipment Manufacturer
EVS ........... Emergency Vehicle Series; Allison OFS ........... Oil Field Series; Allison Vocational
vocational model Model
FMI ............ Failure Mode Identifier OTL ........... Output Torque Limiting; Allison Engine
Management function
FMVSS ...... Federal Motor Vehicle Safety Standard
P ................ Park
GE ............. SAE J1939 Group Extension
th PCCS ........ Allison Production Calibration
GEN ........... Short for “Generation”, e.g. 5 Gen
Configuration System, used with Allison
controls th
4 Generation Controls.
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PDU ........... SAE J1939 Protocol Data Unit SIP ............. SAE J1939 parameter; Shift In Process
PF .............. SAE J1939 PDU Format SOFT ......... SAE J1939 message; Software
Identification
PGN ........... SAE J1939 Parameter Group Number;
defines a J1939 message SPN ........... SAE J1939 Suspect Parameter Number
(V)
PS .............. SAE J1939 PDU Specific .............. Items marked by this symbol can be
modified in some manner via VEPS and
PSI ............. Parameter Specific Indicator
possibly ACCT.
PSR ........... Preselect Request; Allison function.
TC.............. Torque Converter
PTL ............ PTO Torque Limiting; Allison Engine
TC1............ SAE J1939 message; Transmission
Management function
Control 1
DPFC1 ....... J1939 message; Diesel Particulate Filter
TCFG......... SAE J1939 message; Transmission
Control 1
Configuration
PTODE ...... SAE J1939 message; Power Take-Off
TCFG2....... SAE J1939 message; Transmission
Drive Engagement
Configuration 2
PWM .......... Pulse Width Modulated
TES ........... Technical Engineering Specification
R ................ Reverse
TCM........... Transmission Control Module
RII .............. Range Inhibit Indicator; Allison output
TML ........... SAE J1939 message; Transmission
function
Mode Label
RP .............. Recommended Practice, as in SAE
TSI ............. Transmission Service Indicator; Allison
RC ............. J1939 message Retarder Configuration output function
RCFG ........ Obsolete J1939 message acronym for TP.CM ....... SAE J1939 message; Transport
RC Protocol – Connection Management
RELS ......... Reduced Engine Load at Stop; Allison TP.DT ........ SAE J1939 message; Transport
engine load reduction function. Protocol – Data Transfer
Beginning with B/C142 and D141
TRF1 ......... SAE J1939 message; Transmission
software releases, function is known as
Fluids 1
Neutral At Stop Standard.
TRF2 ......... SAE J1939 message; Transmission
RIWSPR .... Reverse Inhibit with Preselect Request;
Fluids 2
Allison input function
TSC1 ......... SAE J1939 message; Torque / Speed
RMR .......... Retarder Modulation Request
Control 1
RSG ........... Road Speed Governor
VAC ........... Vehicle Acceleration Control; Allison
RSM ........... Range Selection Mode; Allison input J1939-based function. Beginning with
function. B/C142 and D141 software releases,
function is known as Acceleration Rate
RTS ........... Ready To Send
Management (ARM).
RV-C .......... CAN-based protocol developed by
VEPS ......... Vehicle Electronic Programming Station;
RVIA; not compatible with J1939.
Method by which Vocational Model
RVIA .......... Recreational Vehicle Industry Calibration are trimmed for a given
Association application.
s ................. Seconds VMRS ........ Vehicle Maintenance Recording
Standard, as specified by the American
SA .............. SAE J1939 Source Address Trucking Association
SBS ........... Service Brake Status; Allison input VSG ........... Variable Speed Governor
function
WATCH ..... Worldwide Allison Transmission
SAE ........... Society of Automotive Engineers Communication Hotline
SEM ........... Shift Energy Management; Allison
feature
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A.5. DOCUMENT CHANGE HISTORY
For complete details on the changes or additions, refer to the appropriate heading listed here.
A.5.1. NOVEMBER 21, 2014

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A.5.1.2.2. J1939-Based Function Overview
Allison 5 Generation Control System Datalink Tech New for B/C142 Software Release:
Data updated for: Changes to function availability include:
— 1000 – 4000 Series production software release — AUTOMATIC NEUTRAL (BBAN) INPUT is again
(B142 and C142 software versions) introduced in available in 1000 – 4000 Series applications.
July 2014
®
— FUELSENSE INDICATOR is now supported in
— TC10 Series production software release (D141) 1000 – 4000 Series applications.
introduced in May 2014
New To This Publication:
— Preliminary information for H3000 Series software Two new SHIFT ACTUATOR SYSTEM functions
release (E141) introduced November 2014 have been added to explicitly discuss shift-by-wire
systems used in 1000/2000 Series applications.
B and C changes listed are relative to the
September 29, 2014 Allison 5th Generation Controls A.5.1.2.3. J1939-Based Function
Datalink Tech Data for 2014 software releases. Requirements
D and E changes listed are relative to the October AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)
13, 2013 Allison 5th Generation Controls Datalink INPUT
Tech Data for 2013 software releases.
New for B/C142 Software Release:
A.5.1.1. SECTION A: GENERAL INFORMATION Function is again available in 1000 – 4000 Series
applications.
A.5.1.1.1. Factors Determining
Communication Support New To This Publication:
Clarified anti-rollback device requirements and
AUTO-DETECTION synchronized with those on the GPI schematics.
New To This Publication: Expanded the Neutral At Stop interaction section to
Clarified unique Engine Brake Interface behavior cover both versions of Neutral At Stop. Clarified
after the auto-detect period expires. PTO engagement requirements only apply to GPI
CA1 implementations. Clarified transmission
A.5.1.2. SECTION B: SAE J1939 response to brake switch input failures. Added
detail to the installation checklist. Clarified when
A.5.1.2.1. J1939 Message & Parameter BBAN preselect activates.
Overview
New For B/C142 Software Release: AUTOMATIC NEUTRAL – SINGLE INPUT (ANSI)
AETC reception and use has been disabled. New To This Publication:
Clarified that J1939-based ANSI cannot be used to
New To This Publication: satisfy the ANSI requirement of GPI AW (2ND
Previous publications incorrectly stated that the REVERSE INPUT).
TC10 Series supported ETC8 Transmission Clutch /
Converter Input Speed and TML message AUXILIARY FUNCTION RANGE INHIBIT –
broadcast; it does neither. Previous publications SINGLE INPUT
failed to indicate the TC10 does support ETC8 New To This Publication:
Transmission Torque Converter Ratio broadcast. C132 through C142 software has a deficiency with
the EVS Application Response. During J1939 brake
New To This Publication: switch communication failures, the TCM correctly
Previous publications failed to state that 1000/2000 allows AFRI operation, but does not indicate the
Series and TC10 Series support TRF2 Transmission failure; DTC U0400 is not set, and neither the
Oil Filter Restriction Switch broadcast. Check Transmission nor Transmission Service
Indicator is activated. This deficiency will be
New For B/C142 Software Release:
addressed in an upcoming software release.
ETC7 Transmission Mode 10 Indicator broadcast is
now supported.
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DIAGNOSTIC COMMUNICATIONS FOR OEM USE ENGINE MANAGEMENT – NEUTRAL-TO-RANGE
DTC changes are highlighted & footnoted in the SAE ASSIST (NRA)
J2012 DTC AND J1939 SPN/FMI OVERVIEW table. New To This Publication:
In the Normal Operation section, clarified that NRA
DIRECTION CHANGE ENABLE control will only occur for a maximum of 3 seconds.
New for B/C142 Software Release: ®
Deficiency Fixed: For EVS applications, C142 FUELSENSE INDICATOR
software now correctly reports DTC U0400 and New For B/C142 Software Release:
activates both the Check Transmission and Function is new.
Transmission Service Indicators during J1939 brake
switch communication failures. C132 to C141 HYBRID ENGINE STOP-START INTERLOCK
software incorrectly report DTC P0703, and do not New for E141 Software Release:
activate the indicators. In all cases, the TCM does Entire function is new.
allow direction changing shifts during the
communication failure. HYBRID ENGINE STOP INTERFACE
New for E141 release:
DYNAMIC SHIFT SENSING Due to new unique implementation options, this
New To This Publication: function has been split into two separate functions:
The function previously called Load-Based Shift HYBRID ENGINE STOP INTERFACE: ePTO, and
Scheduling (LBSS) is now known as Dynamic Shift HYBRID ENGINE STOP INTERFACE: Road Mode.
Sensing (DSS). Clarified that Primary and secondary
mode shift masks must match in order to use DSS. NEUTRAL AT STOP
New For B/C142 Software Release: Neutral At Stop activation criteria considers vehicle
AETC message reception and use has been grade.
disabled. A deficiency associated with its use will be
addressed in a future software release, and AETC New To This Publication:
support will resume at that time. D141 and E141 are The function previously referred to as Reduced
unaffected, as neither product is currently sold Engine Load at Stop (RELS) is now known as
behind any engines that support AETC. Neutral At Stop Standard. Enhanced Converter
Load Reduction (ECLR) is now known as Neutral At
New For B/C142 Software Release: Stop Premium. Neutral At Stop Premium requires
ENGINE MANAGEMENT – LRTP support is no use of a “Plus” or “Max” FuelSense® package. The
longer required for new engine makes and models Normal Operation section includes the impact of
validated by the Allison Engine Integration group ABS activity on Neutral At Stop operation.
after B/C142 introduction. Engine makes and
models validated prior to B/C142 introduction PRESELECT REQUEST INPUT
required LRTP support, and must maintain LRTP New To This Publication:
support until re-validation by Allison. Contact your Additional VEPS / ACCT trim options are discussed
Allison Application Engineer for details. under the Configuration section. Differences J1939-
based vs. GPI-based preselect requests are
ENGINE BRAKE INTERFACE discussed under Normal Operation.
Clarified: TC10 applications cannot receive ERC1 RANGE DISPLAY – REQUESTED RANGE
Actual Retarder – Percent Torque from SA 00. In New To This Publication:
the future, Allison intends to cease support of SA 00 Previously publications failed to note an ETC7
for this purpose. Transmission Requested Range Display Flash State
deficiency. At power up, the parameter incorrectly
ENGINE MANAGEMENT – ACCELERATION indicates 01b (Active) for 1-2 seconds even though
RATE MANAGEMENT (ARM) no inhibit exists; it should indicate (00b). All Allison
New To This Publication: 5th Gen Controls software releases are affected.
The function previously called Vehicle Acceleration This deficiency will be addressed in a future
Control (VAC) is now known as Acceleration Rate software release.
Management (ARM).
SHIFT ACTUATOR SYSTEM WITH ALLISON
SHIFT SELECTOR: 1000/2000 SERIES
While the interface described here has been
available since the introduction of Allison 5th
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Generation Controls, it has now been split out into A.5.1.2.4. J1939 Message and Parameter Use
its own separate function. Additional requirements
have been added for shift actuator system response PGN 0 – Torque / Speed Control 1 (TSC1)
to TC1 Transmission Requested Gear states, and New To This Publication:
for communication failure modes. Clarified that Previous 2014 publications incorrectly indicated that
installation of the 1000/2000 Series Range Inhibit 1000/2000 Series SEM applications would issue
Indicator is still required even though an Allison shift TSC1 speed commands during Neutral Tracking
selector is being used. Shifts. This TSC1 functionality was actually disabled
beginning with B134 software in 2013.
SHIFT ACTUATOR SYSTEM WITH NON-ALLISON
SELECTOR: 1000/2000 SERIES New To This Publication:
New To This Publication: Previous publications failed to indicate that Engine
While the interface described here has been Requested Torque (Fractional) broadcast has been
available since the introduction of Allison 5th supported since the introduction of Allison 5th Gen
Generation Controls, it has now been split out into Controls.
its own separate function. Additional requirements
have been added for shift actuator system response New For B/C142 & D141 Releases:
to TC1 Transmission Requested Gear states, and Previous publications failed to indicate that B/C141
for communication failure modes. and D134 software releases included new TSC1
functionality. In LRTP applications, the TCM would
SHIFT SELECTORS, ALLISON: 3000/4000 issue torque limits to minimize rapid increases in
SERIES, H3000 & TC10 engine torque. This functionality has been disabled
New To This Publication: in B/C142 and D141 software.
Implementation requirements for using an Allison
PGN 57088 – Stop / Start Broadcast (DM13)
J1939-based shift selector in 1000/2000 Series
applications have been extracted and re-located to a New To This Publication:
new function, SHIFT ACTUATOR SYSTEM The deficiency noted below has been expanded to
W/ALLISON SELECTOR: 1000/2000 SERIES: cover all B/C141, B/C142 & D141 software releases.
1000/2000 SERIES. Added failure mode discussion
for situation where prognostics are enabled but PGN 64712 – Electronic Engine Controller 13
selector does not support prognostics indication. (EEC13)
New For E141 Release:
SHIFT SELECTORS, NON-ALLISON: 3000/4000 Message support is new.
SERIES
New To This Publication: PGN 64912 – Advertised Engine Torque Curve
Clarified DTC set when secondary shift selector is (AETC)
found to be incompatible with the TCM calibration. New For B/C142 Software Release:
AETC message reception and use has been
TRANSMISSION SERVICE INDICATOR disabled. A deficiency associated with its use will be
New To This Publication: addressed in a future software release, and AETC
The DM1 indications have had the following support will resume at that time. D141 and E141 are
deficiencies since Allison 5th Generation Controls unaffected, as neither product is currently sold
introduction: behind any engines that support AETC.
When the Oil Life or Filter Life indications initially PGN 65226 – Active Diagnostic Trouble Codes
activate, DM1 Amber Warning Lamp Status (DM1)
incorrectly indicates 01b (On); it should indicate 00b New To This Publication:
(Off). Amber Warning Lamp Status should only DM1-based Transmission Service indications have
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come on after an additional period of operation when had the following deficiencies since Allison 5 Gen
the Check Transmission Indicator activates. Controls introduction:
When the Transmission Health Monitor TM initially When the Oil Life or Filter Life indications initially
activates, the DM1 message does not contain SPN activate, DM1 Amber Warning Lamp Status
4178. SPN 4178 only appears in the DM1 after an incorrectly indicates 01b (On); it should indicate 00b
additional period of operation when the Check (Off).
Transmission Indicator activates. TM
When the Transmission Health Monitor initially
These deficiencies will be addressed in a future activates, the DM1 message does not contain SPN
software release. 4178. SPN 4178 only appears after an extended
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period of operation with low transmission health deficiency, which will be corrected in a future
(when the Check Transmission Indicator also release.
activates).
SPN 191 – Transmission Output Shaft Speed
These deficiencies will be addressed in a future New To This Publication:
software release. Correction: Previous publications incorrectly stated
0xFEFE is sent during Error conditions. 0xFEFF is
PGN 65241 – Auxiliary Input / Output Status 1 actually sent in these instances.
(AUXIO1)
New For E141 Release: SPN 524 – Transmission Selected Gear
Message support is new. New To This Publication:
Section added to describe parameter relationship
PGN 65250 – Transmission Configuration (TCFG) with Automatic Neutral functions.
Previous publications failed to note a deficiency in SPN 526 – Transmission Actual Gear Ratio
B/C132 to B/C142 software. When the TCM is New To This Publication:
configured with a shift mask of less than 6 forward Added text noting the Error broadcast value.
ranges, the TCFG message incorrectly conveys that
there are still 6 forward ranges supported. This SPN 703 – Auxiliary I.O #03
deficiency will be addressed in a future software New For E141 Release:
release. Parameter support is new.
SPN 161 –Transmission Input Shaft Speed SPN 1849 – Transmission Requested Range
New To This Publication: Display Flash State
Correction: Previous publications incorrectly stated New To This Publication:
0xFEFE is sent during Error conditions. 0xFEFF is Previously publications failed to note an ETC7
actually sent in these instances. Transmission Requested Range Display Flash State
deficiency. At power up, the parameter incorrectly
SPN 177 – Transmission Oil Temperature 1 indicates 01b (Active) for 1-2 seconds even though
New To This Publication: no inhibit exists; it should indicate (00b). All Allison
Correction: Previous publications incorrectly stated 5th Gen Controls software releases are affected.
0xFEFE is sent during Error conditions. 0xFEFF is This deficiency will be addressed in a future
actually sent in these instances. software release.
New To This Publication: SPN 3359 – Transmission Oil filter Restriction
Previous publications failed to note B/C132, B/C134, Switch
B/C141 and D134 software deficiencies: When New To This Publication:
VEPS/ACCT question ENGINE COOLANT Previous publications failed to indicate that this
TEMPERATURE SOURCE = None, the TCM would parameter may be supported in any Allison
broadcast -10°C during sump temperature faults; it application, including 1000/2000 Series and TC10.
should have indicated Error. D141 software still has
this deficiency; it will be corrected in a future release. New To This Publication:
Previous publications failed to note a deficiency in
New for B/C142 Release: B132 to B/C142 software. When the Filter Life
Deficiency fixed: B/C142 software now correctly Monitor prognostics are disabled, this parameter
conveys Error during sump temperature sensor indicates 00b (No restriction); it should indicate 11b
faults, regardless of the ENGINE COOLANT (Not Available). This deficiency will be addressed in
TEMPERATURE SOURCE answer. a future software release.
New To This Publication: SPN 5795 – Engine Fueling Inhibit Allowed
Previous publications failed to note B/C132, B/C134,
New For E141 Release:
B/C141 and D134 software deficiencies: During
Parameter support is new.
sump temperature circuit faults P0712 or P0713, the
TCM broadcast would broadcast 0xFB00; it should SPN 6568 – Transmission Mode 10 Indicator
have indicated Error (0xFEFF).
New for B/C142 Release: Parameter support is new.
Deficiency fixed: B/C142 software now correctly
conveys Error as 0xFEFF. Note D141 still has the
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A.5.1.3. SECTION C: PROPRIETARY A.5.3.2.2. J1939-Based Function Overview
PROTOCOLS New for B/C141 Software Release:
Changes to function availability include:
IES-CAN AND PT-CAN
New for B/C142 Software Release: BBAN via PT- — AUTOMATIC NEUTRAL – SINGLE INPUT is now
CAN is now available. available in 1000 – 4000 Series applications.
A.5.2. SEPTEMBER 29, 2014 — AUTOMATIC NEUTRAL – DUAL INPUT

W/AUTOMATIC RETURN TO RANGE is now
Changes listed are relative to the January 13, 2014 available in 1000/2000 Series applications.
Allison 5th Generation Controls Datalink Tech Data
for 2014 software releases. — AUTOMATIC NEUTRAL – BRAKE-BASED
(BBAN) INPUT is currently not available with
A.5.2.1. A.5.1.1. SECTION B: SAE J1939 B/C141 software.
New For September 29, 2014 Publication:
Section B.1.3, ALLISON ERROR INDICATION AND A.5.3.2.3. J1939-Based Function
DTC TIMING was added to clarify timing differences Requirements
between Allison 4th and 5th Generation Controls in
terms of indicating Error states and setting ACCELERATOR PEDAL INPUT
Diagnostic Trouble Codes. New For January 13, 2014 Publication:
Previous publications incorrectly stated that the TCM
A.5.3. JANUARY 13, 2014 will log a DTC and activate the Check Trans
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Indicator if an Accelerator Pedal Position 1 value of
Allison 5 Generation Control System Datalink Tech 254 (Error) is received. The TCM will only log a
Data updated for: DTC and activate the Check Trans Indicator when
parameter reception is lost or a value of 255 (Not
— 1000 – 4000 Series production software release Available) is indicated.
(B141 and C141 software versions) introduced in
January 2014 ACCELERATOR PEDAL KICKDOWN INPUT
Changes listed are relative to the October 1, 2013
This function has been renamed KICKDOWN
Allison 5th Generation Controls Datalink Tech Data
INPUT, as the function can now be triggered by
for 2013 software releases.
either the accelerator pedal or the MODE button,
A.5.3.1. SECTION A: GENERAL INFORMATION depending on TCM configuration.
A.5.3.1.1. Factors Determining ALTERNATE GEAR START

Communication Support New for January 13, 2014 Publication:
Under Normal Operation section, corrected the
NETWORK CONFIGURATION maximum TOSS for AGS activation to 40 rpm.
New for B/C141 Software Release: Corrected the maximum throttle position for AGS
B/C132 and B/C134 software incorrectly allowed deactivation to 10%.
TCM calibrations with SHIFT SELECTORS: J1939-
based Selector Connection = CAN2 and ON- ANTI-LOCK BRAKE SYSTEM (ABS) INPUT
VEHICLE PROTOCOL: CAN2 = OFF. For the New for January 13, 2014 Publication:
B/C141 software release, a VEPS / ACCT rule now Previous publications incorrectly stated that when
prevents calibrations from being made that assign Anti-Lock Braking (ABS) Active reception is lost, the
selector communication to a disabled CAN port. TCM will retain and act on the last valid parameter
state. The TCM will actually revert back to normal
A.5.3.2. SECTION B: SAE J1939 operation if the J1939 parameter signal is lost.
A.5.3.2.1. J1939 Message & Parameter AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)
Overview INPUT
New For January 13, 2014 Publication: New for B/C141 Software Release:
Previous publications incorrectly stated that ERC1 The BBAN function is not available; availability will
Retarder Selection, Non-Engine was received by return in a future software release.
1000 – 2000 Series products and not 3000 – 4000
Series products. The parameter is in fact received New for January 13, 2014 Publication: Clarified:
by 3000 – 4000 Series but not 1000 – 2000 Series.
— Automatic Neutral function incompatibilities
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— Operation of the BBAN preselect ENGINE LOAD REDUCTION (RELS & ECLR)
— Interactions with AFRI, RELS & ANSI functions INPUTS
AUTOMATIC NEUTRAL – DUAL INPUT ECLR may also be activated by GPI AS.
W/AUTOMATIC RETURN TO RANGE
New for B141 Software Release: ENGINE MANAGEMENT – VEHICLE
The ANDI w/ARTR function is now available with ACCELERATION CONTROL (VAC)
1000/2000 Series applications. New for B/C141 Software Release:
Deficiency Fixed: To prevent possible interference
AUTOMATIC NEUTRAL – SINGLE INPUT (ANSI) between VAC and Vehicle Acceleration Rating
New for B/C141 Software Release: Limiting, B/C141 software will disable VAC if it sees
Entire function is new. an EEC2 Vehicle Acceleration Limit Status value
other than 11b (Not Available). B/C132 and B/C134
AUTOMATIC NEUTRAL – SINGLE INPUT WITH software did not prevent this interaction.
SHIFT SELECTOR OVERRIDE
New for January 13, 2014 Publication: New for B/C141 Software Release:
Clarified additional Automatic Neutral functions that VAC is now available on all vocational models; it is
are not compatible with ANSISSO. Clarified that no longer restricted to certain VMCs.
THROTTLE LOAD AND SOURCE must be
PRIMARY ON-VEHICLE PROTOCOL in order to ENGINE MANAGEMENT – NEUTRAL-TO-RANGE
use this function. Revised the list of VEPS / ACCT ASSIST (NRA)
trims that interact with ANSISSO. New for January 13, 2014 Publication:
Under the Normal Operation section it was noted
DIAGNOSTIC COMMUNICATION FOR OEM USE that shift selector manipulation can also impact
New for B/C141 Software Release: when the NRA response is invoked.
Table data now indicates DTC impact on the Check
Trans Indicator and DM1 Amber Warning Lamp HIGH N/V RATIO INPUT
Status broadcast. Noted that table contents do not New for January 13, 2014 Publication:
reflect SPN/FMI support of G60 (GMLAN) VMCs. Previous Datalink Tech Data publications have all
incorrectly stated that HIGH N/V RATIO INPUT was
DTCs P0659, P0658, P0657, P2671, P2670, P2669, defaulted to DISABLED in all applications; in fact, in
P2686, P2685, P2684: SPN values corrected in the B/C132 and B/C134 software, 1000-2000 Series
B/C141 release; see DATALINK COMMUNICATION applications were defaulted to GPI CC IF DEFINED
FOR 2013 SOFTWARE RELEASE document for the IN SELECTED GPIO PACKAGE and 3000-4000
previous values. Series applications were defaulted to PRIMARY ON-
VEHICLE PROTOCOL. All applications are
DTC P0607: 1000 – 4000 Series SPN/FMI values defaulted to DISABLED as of the B/C141 software
corrected in B/C141 release; see the DATALINK release.
COMMUNICATION FOR 2013 SOFTWARE
RELEASE document for the previous values. OIL LEVEL DISPLAY
New for January 13, 2014 Publication:
DTC P0711: Support disabled in B/C141 release. th
Previous 5 Generation publications incorrectly
stated that transmission fluid temperature must be
DTC P0643: Support disabled in B/C141 release; it
above 60°C for a valid reading to be taken; the
has been merged with DTC P0642, whose
correct value is 40°C.
description and FMI have been modified to reflect a
more general Sensor Reference Voltage "A" Circuit
fault.
TCM software revised to provide a more stable
DTC P1870: 2013 publications of Datalink Tech TRF1 Transmission Oil Level 1 High / Low broadcast
Data incorrectly stated that this DTC was enabled for value.
1000 – 4000 Series; it was and is not enabled.
PRESELECT REQUEST INPUT
DTC P081A: Support is new with B/C141 release.
New for C141 Software Release:
DTC P0603: Support is new with B/C141 release. Deficiency Fixed: C141 3000/4000 Series 7-speed
DTC is currently mapped to a manufacturer-defined applications will now preselect the exact range
SPN; value will be updated when an appropriate requested. C132 and C134 software would
J1939 SPN has been approved by the SAE J1939 incorrectly yield an actual preselect of one range
committee. above that requested. Deficiency Fixed: C141
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3000/4000 Series 7-speed applications can now broadcast” state are responded to after the TCM
st
preselect 1 range. C132 and C134 software would exits the “stop broadcast” state.
nd
incorrectly limit minimum preselects to 2 range.
PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE
RANGE DISPLAY – REQUESTED RANGE CODES (DM1)
New for B/C141 Software Release: New for C141 Software Release:
The table indicating which preselects are reflected in Deficiency Fixed: Retarder-specific DTCs now only
ETC2 Transmission Requested Range has been appear in the SA16 DM1 message broadcast. With
updated to account for the availability of Grade C132 and C134 software, retarder-specific DTCs
Braking in 1000-4000 applications. incorrectly appeared in both SA03 and SA16 DM1
broadcasts.
REVERSE INHIBIT WITH PRESELECT REQUEST
INTERFACE PGN 64839 – TRANSMISSION MODE LABELS
New for B/C141 Software Release: (TML)
Answer 3 [EITHER GPI AM OR J1939 INTERFACE] New for B/C141 Software Release:
has been removed for VEPS/ACCT question Deficiency Fixed: B/C141 software now correctly
REVERSE INHIBIT WITH PRESELECT REQUEST. reports the text associated with the MODE button
This function may only be accomplished by one when TML Transmission Mode Label, Mode 4 is
input, either GPI AM or the J1939 interface. enabled for broadcast. C132 and C134 software
would incorrectly report a blank value.
SHIFT SELECTOR, ALLISON
New for B141 Software Release: New for January 13, 2014 Publication:
Deficiency Fixed: The MODE button interface is OEMs currently using the TML message or
now functional in 1000/2000 Series applications considering its use should contact their Allison
running B141 software; it was not functional with Application Engineer. Allison is considering the
B132 or B134 software. discontinuation of TML message support at some
point in the future.
Deficiency Fixed: B/C141 software now has a VEPS SPN 70 – PARKING BRAKE SWITCH
/ ACCT rule to prohibit calibrations that assign New for B/C141 Software Release:
selector communication to a disabled CAN port. Parameter can be used to activate the Automatic
B/C132 and B/C134 software incorrectly allowed Neutral – Single Input (ANSI) function.
TCM calibrations with SHIFT SELECTORS: J1939-
based Selector Connection = CAN2 and ON- SPN 162 – TRANSMISSION REQUESTED RANGE
VEHICLE PROTOCOL: CAN2 = OFF. New for B/C141 Software Release:
The table indicating which preselects are reflected in
New for January 13, 2014 Publication: ETC2 Transmission Requested Range has been
Clarified that Allison J1939-based shift selectors with updated to account for the availability of Grade
built-in displays are not to be used with 1000/2000 Braking in 1000-4000 applications.
Series applications equipped with an internal park
pawl. A.5.3.3. SECTION C: PROPRIETARY
PROTOCOLS
TRANSMISSION SERVICE INDICATOR
New for January 13, 2014 Publication: IES-CAN AND PT-CAN
Deficiency Noted: When prognostics are disabled, New for B/C141 Software Release:
the TCM continues to broadcast TRF2 Transmission The TCM is now capable of supporting BBAN via
Oil Filter Restriction Switch with a value of 00b; it PT-CAN, however, it is not yet available in
should indicate 11b (Not Available). This will be production calibrations.
fixed in an upcoming software release.
A.5.3.4. SECTION D: NETWORK ASSEMBLY
A.5.3.2.4. J1939 Message and Parameter Use
J1939 BUS LOADING
PGN 57088 – STOP / START BROADCAST New for January 13, 2014 Publication: The TCM
(DM13) bus loading contribution during TISC events has
New for January 13, 2014 Publication: been updated.
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Deficiency Noted: Previous 5 Generation Controls
publications failed to note that the TCM will not
respond to PGN requests during the “stop
broadcast” state. Requests made during the “stop
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SECTION B: SAE J1939
B.1. J1939 SYSTEM INTEGRATION APPROACH &

RESPONSIBILITIES
B.1.1. ALLISON APPROACH AND
— Coordinate software schedules by sharing vision
EXPECTATIONS and timing of future datalink plans.
Effective integration of the various systems using the
datalink is important. In order to support the system — Have access to necessary facilities for change
integration process, Allison strives to adhere to the evaluation, including engines, transmissions,
following principles: vehicles, and test cells. Use these facilities to test
the changes.
— Maintain compliance with the SAE J1939
Recommended Practice and its intent. — Provide support equipment and assistance for
bench, test cell and vehicle operations to those
— Avoid involvement with implementations that doing change evaluation or system integration.
violate SAE J1939 and its intent.
— Provide electronic control and software updates
— Avoid modifying Allison requirements in order to for development purposes to those doing change
compensate for controllers that do not comply with evaluation and / or system integration.
SAE J1939.
— Review system validation recommendations and
— Test all TCM broadcast parameters, and TCM jointly develop test requirements for change
responses to all received parameters. verification.
— Convey clear, detailed integration requirements. — Check interactions of electronic features and
options for conflicts between the engine, vehicle
— Strive to make all Allison products “transparent” at and transmission.
the J1939 interface for OEMs and customers.
— Provide understanding of datalink content and
— Inform vehicle OEMs and other integration system response during failure modes.
partners of the development work schedule,
including cut-off dates. — Identify configuration control methods.
— Include datalink changes with other planned

changes to Allison software.
— Minimize special implementations.
Allison engages in activities to improve the

electronic integration process, and recommends that
other datalink integration participants support these
same activities:
— Specify primary and backup technical contacts for

communication.
— Share documented J1939 message and

parameter use. Provide timely updates on
changes that will affect J1939 communication or
response.
— Evaluate all changes that will affect J1939

communication or response.
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ATI 5 Gen Controls Datalink Communications – November 21, 2014 SAE J1939 – 28
B.1.2. FAILURE ANALYSIS — A sender broadcasts bad data.
B.1.2.1. OVERVIEW — A receiver misinterprets or misuses good data.

The system integrator is responsible for overall
— A receiver does not have a planned response for
system operation and all vehicle component
when it fails to receive valid data.
interactions. This responsibility includes the analysis
of system failure modes. The system integrator has B.1.2.2. FAILURE ANALYSIS REQUIREMENTS
this responsibility because only they have access to FOR RECEIVERS
all vehicle components and therefore all component
The CAN system virtually eliminates the possibility of
interactions. Typically, the vehicle builder is the
a controller receiving a message containing data
system integrator.
corrupted by the wiring integrity or environment. The
Each component manufacturer, including Allison, is remaining failure modes into one of two categories:
responsible for providing the system integrator with
B.1.2.2.1. Error or Not Available Indications
an understanding of their component’s datalink
content and system response during failure modes. These situations are usually an intentional choice by
the sender. In one case, the sender is aware of a
This section is not intended as a substitute for any problem in the determination of its broadcast
system integrator’s own rigorous analysis. This parameter, and instead of broadcasting potentially
section provides the following: false or misleading data it chooses to send an
“Error” indication. In the other case, a parameter in
— Basic background for those new to datalink a message is not supported, so a “Not Available”
implementations. indication is sent. In either case, the receiver does
not obtain normal data and therefore must have a
— Minimum failure modes that every sender and planned response.
receiver of datalink information should consider.
B.1.2.2.2. Missing or intermittent J1939
System failure modes must be considered differently messages
for network-based inputs and outputs than for These situations are typically unintentional. The
general purpose (wired) inputs and outputs. sender is broadcasting valid data, but the receiver
doesn’t get the data due to issues such as bus
B.1.2.1.1. Analog Wire Failure Modes overloading, wiring integrity failures or electrical
A key difference between GPIO wires and datalinks interference. Again, the receiver does not obtain
is the detection of signal corruption between the normal data and therefore must have a planned
communicating devices. response.
An analog electrical signal generated properly by a B.1.2.2.3. Receiving Device Responsibility

sender may be corrupted during transmission to the
receiver by such problems as electrical noise or WARNING: If an Allison datalink broadcast
shorts to ground or power. This corruption may or parameter is used as an input for a vehicle
may not affect the value received. function or feature, the OEM is responsible
for completing a Failure Mode and Effects
B.1.2.1.2. CAN Datalink Failure Modes Analysis. The OEM must evaluate the
CAN communication links are much more robust, as consequences of the failure response
wiring integrity cannot change the values being sent. when any or all datalink information
Wiring faults can only prevent messages from expected from Allison is not received.
arriving at their destination. The CAN datalink layer
protocol ensures that a message is accepted only --
and exactly -- as the sending node generated the
message. CAN chips will reject messages affected
by electrical noise or wire faults.
If the physical aspects of communication are working

properly, the problems that occur in datalink-based
systems typically fall into one of these categories:
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B.1.2.3. FAILURE ANALYSIS REQUIREMENTS The receiver can determine message integrity only
FOR SENDERS through redundant sensing and calculation. This
System failures or unexpected vehicle operation can redundancy may or may not be possible, and
result if a network device broadcasts bad data or defeats the purpose of having a network of shared
incorrect indications. As such, it is very important information.
that all network devices broadcast correct data.
In order to avoid broadcasting incorrect data, the
B.1.2.3.1. SAE Parameter Data States sender must thoroughly understand its own failure
SAE J1939 documents typically define normal, Not modes.
Available, and Error states for each parameter as
Broadcast Data used to Shift from Neutral or
follows:
Change Vehicle Direction
— Unsupported broadcast parameters should WARNING: In 3000/4000 Series
indicate “Not Available” per their definition. applications, TC1 Transmission Requested
Gear is the primary transmission input that
— When a broadcast parameter is supported and determines the range and vehicle direction
valid information is available, the parameter desired by the operator.
should be populated with that data.
The TCM will make every effort to do what
— When a broadcast parameter is supported, but is asked of it via the J1939 TC1
valid information is currently not available, that Transmission Requested Gear parameter.
parameter should indicate “Error” per its definition.
Manufacturers and vehicle OEMs utilizing
B.1.2.3.2. “Error” versus “Not Available” customer-supplied selectors assume sole
The difference between Not Available and Error is and full responsibility of ensuring their
significant. design conveys no unintentional requests
or parameter values to the TCM via J1939,
“Not Available” indicates a parameter is not during normal operation or any failure
supported. “Error” indicates a parameter is modes.
supported, but the value is currently not known.
Receivers often rely on correct support of these
states during “hand shaking” sequences that may
occur on the assembly line or during normal
component power up when the vehicle is in service.
B.1.2.3.3. Default Algorithm Values

When a sensor component fails, it is not unusual for
the controller involved to assume a default value
(and possibly set a DTC) to continue vehicle
operation.
The default value chosen might be suitable for that

controller’s algorithms, but it may not be suitable for
other controllers on the datalink. Senders should
consider the implications of broadcasting these
assumed default values. In most cases, the default
value should not be broadcast. Instead, an Error
indication should be sent.
B.1.2.3.4. Incorrect Data Broadcast

The most difficult failure mode to detect is the case
where a device broadcasts incorrect data.
The sender is in the best position to determine the

integrity of the information that it broadcasts over the
datalink. The sender is the only device certain to
have access to all of the inputs and logic used to
generate its messages and parameters.
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B.1.3. ALLISON ERROR INDICATION B.1.4. DIAGNOSTIC GRACE PERIOD
AND DTC TIMING AT POWER UP
Per SAE J1939-71, parameter Error states allow the Several factors necessitate a longer communication
sender to immediately convey an issue: “grace period” when a key switch is first turned on,
or an engine is first started:
“…“error indicator” provides a means for a module
to immediately indicate that valid parametric data — Controller initialization timing: By design,
is not currently available due to some type of error different network nodes will “come on line” at
in the sensor, sub-system, or module.” different times after they first receive voltage.
When a problem affecting broadcast parameter — Electrical power distribution: Physical factors
validity is detected, Allison strives to set the Error like node location, wiring length and variances in
indication as soon as possible. This is important, as electrical relay operation can result in network
the TCM does not know how the receiver is using nodes receiving power at slightly different times.
the data. Too much delay in setting the Error state
may result in the receiver making a bad decision — Controller resets during engine cranking:
based on bad data. Network nodes of different manufacturer will vary
in the level of input voltage where their
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Allison 4 Generation TCM capability was such that communication links will “drop out”, or their
the TCM could not set an Error state until a fault was controllers will reset completely.
confirmed. The Error state broadcast would coincide
very closely to the DTC set point and DM1 broadcast As such, Allison recommends other network nodes
of that DTC. wait at least 5 seconds after power up before
detecting the loss of any received Allison message.
Allison 5th Generation TCMs are more capable, and The goal is to wait long enough to avoid false
will broadcast an Error indication as soon as a fault indications of communication loss, while also
becomes pending. As a result, one of two things avoiding unnecessary delay in detecting actual
may happen: communication link problems.
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1. The pending fault may clear on its own; normal Allison 5 Generation TCMs typically broadcast the
parameter data broadcast resumes, and no DTC first J1939 message within 110 ms of the TCM
is set. receiving key switch voltage.
2. The Error indication may appear for up to 2

seconds before the fault is confirmed and a DTC
is set. Once confirmed, the DTC will appear in
the subsequent DM1 broadcast.
Receivers of Allison data should consider this timing

when developing their diagnostic strategies.
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B.1.5. USING A COMMUNICATION value, that receiver may be required to or opt to
HEARTBEAT notify the operator of a communication failure.
Some Allison functions require an instrument cluster, B.1.5.2.1. Physical Implementation

engine or other J1939 device to monitor TCM The physical “Communication Failure” indicator
communication integrity for diagnostic purposes. In implementation is left to the discretion of the vehicle
other functions, such monitoring may be optional. OEM. Acceptable examples include a lamp or text
display with phrasing such as:
Receiving devices (“receivers”) can monitor Allison
datalink presence by listening for a TCM “heartbeat” — “Communication Fault”
– a continuously broadcast J1939 message present — “Vehicle Electrical Fault”
whenever the TCM is powered up. Regular — “Vehicle Electronic Fault”
heartbeat reception tells the receiver that TCM
communication is occurring properly. Exact wording is not specified, as Allison realizes
vehicle OEMs may already have a method to convey
Heartbeats are required with communication-critical such issues to the operator. Your Allison Application
functions, where unknown loss of communication Engineer must review all implementations.
between the TCM and another device may result in
transmission component damage or unexpected
NOTE: Actuating the Check Trans
vehicle operation. Heartbeats are also helpful with
Indicator is not an acceptable means to
indicator functions, as they help assure that the
represent a communication problem with
given indicator is available to the operator.
the TCM. If only the Check Trans Indicator
Where applicable, the required or optional use of a is active, service technicians may assume
heartbeat is noted for each function in the J1939- there is a transmission problem, when it is
BASED FUNCTION REQUIREMENTS section. most likely a vehicle network or wiring
issue.
B.1.5.1. RECOMMENDED HEARTBEAT
MESSAGES & TIMEOUT VALUES B.1.5.2.2. Length of Indication
NOTE: Any specific heartbeat The Communication Failure indication shall remain
requirements listed under J1939-BASED active until either a valid heartbeat message is
FUNCTION REQUIREMENTS supersede received, or cycling the key switch resets the
the general recommendations listed here. receiver and heartbeat reception returns. This logic
informs the operator of a vehicle system issue that
may not allow proper communication with the TCM.
Receivers should consider TCM communication
“lost” if a designated heartbeat has not been heard
within a timeout period, which is dependent upon the
message being used. Allison recommends:
SAE J1939
Heartbeat Broadcast Multiplier Timeout
Message Rate “Cushion” Value
ETC1 10 ms 10x 100 ms
ETC2 100 ms 10x 1s
ETC7 100 ms 10x 1s
DM1 1s 5x 5s
ETC1 is preferred, as it is in the group of fastest

continuous broadcast TCM messages, meaning
receivers can sense communication failures quickly.
Also, most OEMs utilizing J1939 already receive
ETC1 for other purposes, so its use as a heartbeat
requires minimal additional software logic.
B.1.5.2. OPERATOR NOTIFICATION

If a receiver fails to see a heartbeat message for a
period of time greater than or equal to its timeout
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B.1.6. NETWORK INTERCONNECTION B.1.7. REPROGRAMMING
B.1.6.1. OVERVIEW B.1.7.1. DATALINK CONTENT DURING TCM
Per J1939-31, Network Interconnection ECUs REPROGRAMMING
(NIECUs) exist primarily for interconnecting During TCM reprogramming, normal message and
networks or sub-networks. Specific implementations parameter support ceases; the TCM only receives
for “forwarding” messages: and broadcasts messages necessary for the
reprogramming.
— A Repeater regenerates the data signal to & from
another segment of media. Devices which continually monitor TCM broadcasts
may log fault codes during this period, as these
— A Bridge stores and forwards messages between devices have no way of knowing that TCM
two or more network segments. broadcasts have ceased due to reprogramming. As
such, fault codes may need to be cleared from one
— A Router allows segments with independent or more devices on the vehicle after the TCM has
address spaces, data rates, and media to been reprogrammed.
exchange messages.
B.1.7.2. TCM START / STOP BROADCAST
— A Gateway permits data transfer between two SUPPORT
networks with different protocols or message sets.
Reducing unnecessary bus loading can significantly
shorten the time required to reprogram engine or
NIECUs are also sometimes generically referred to
other ECUs. To assist the programming of other
as “datalink translators”.
ECUs, Allison TCMs support reception of the DM13
B.1.6.2. ALLISON POSITION Start / Stop Broadcast message.
General recommendations: Through use of this message, vehicle manufacturer
download stations and other service tools can
— Accomplishing Allison transmission functions with
request that the TCM temporarily cease J1939
information traveling through an interconnection
broadcasts and diagnostics.
ECU is not recommended.
For details on the required DM13 request content
— It may be acceptable for an NIECU to “step down”
and TCM response, see PGN 57088 Stop / Start
TCM broadcast information from a high speed
Broadcast (DM13) in the J1939 MESSAGE AND
network (J1939) to a low-speed network (J1587)
PARAMETER USE section of this document.
for instrument cluster or display use.
— Allison has not and does not evaluate NIECUs;

determination of acceptable operation is the
responsibility of the system integrator (vehicle
OEM and / or body builder).
Specific requirements:
— In applications using Allison Engine Management

functions, messages and parameters involved in
these functions may not be conveyed through a
NIECU, as they will likely interfere with the closed-
loop control between the engine and transmission.
— Messages and parameters involved in Allison shift

scheduling and modulation (such as throttle,
engine load, engine torque, etc.) may not be
conveyed through a NIECU, as their timing
directly impacts transmission shift quality,
performance, and durability.
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B.1.8. ATTEMPTS TO CONVERT — SAE J1939 message and / or parameter
ALLISON WIRE-BASED development for function robustness
FUNCTIONS TO J1939 — Protection of transmission hardware over a wide
OPERATION range of operation & circumstances
Allison understands that many OEMs are eager to — Susceptibility to warranty issues or “false problem”
transfer wire-based functions to the J1939 datalink, reports
and intends to eventually offer equivalent or
improved versions of all these functions via J1939. — Failure Mode differences between GPIO wires
Currently the transition is still underway, but we and the datalink (FMEA work)
continue to introduce more datalink-based
functionality with each new software release. — Compatibility with other existing Allison wire- &
datalink-based functions, as well as those under
As J1939 use has increased, Allison has fielded development
complaints that stem from a vehicle OEM or body
builder attempting to independently duplicate an — Compatibility with an extensive array of datalink
entire or partial Allison wire-based function over devices (engines, ABS, etc.) and their functions
J1939 -- functions that Allison itself has not yet
made available via J1939. — Preservation of Allison standards for shift quality &
vehicle operation as related to the transmission
Such implementations are not approved for use with
Allison products. As always, the only approved — Interaction with existing diagnostics, or creation of
methods for implementing vehicle functions that new diagnostic trouble codes for the function
interface with Allison products are found in:
These steps and others are necessary to provide the
— the “traditional” Allison Tech Data package, for high quality that our OEM partners and end
wire-based IO functions, and customers expect of Allison products, and are
especially critical for functions that may shift the
— this Allison Datalink Tech Data package, for transmission in and out of range or result in
J1939 or other CAN-based functions. directional changes. Since much of the information
required for this development is proprietary to Allison
Each function in Datalink Tech Data states whether Transmission, it’s unfeasible for a company outside
or not it can be directly substituted for a wire-based of Allison to independently develop a robust J1939-
function. This information is summarized in the based function involving our transmission.
J1939 Function Overview table and listed at the
beginning of each J1939-based function. If Allison becomes aware of customer complaints or
warranty issues on such vehicles already in service,
NOTE: If a desired J1939-based function we will advise the customer or OEM to implement
is not found in Datalink Tech Data, then the approved wire-based version of the function until
Allison currently does not offer that such a time as Allison offers a fully-engineered
function via J1939. equivalent function via the J1939 datalink.
As always, the preferred path for requesting new

Allison Tech Data function requirements are datalink-based functionality is through your Allison
developed through significant engineering and Application Engineer.
testing to ensure the functions work as described.
WARNING: Mixing parts of Allison wire-

based and J1939-based functions beyond
what is published in Tech Data can result
in damage to equipment or property,
personal injury, or loss of life. Allison is
not liable for the consequences of such
implementations.
Depending on its complexity, converting a wire-

based function to J1939 operation can be a
significant engineering project. Beyond basic
functionality, Allison must consider many other
design factors:
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B.1.9. J1939 SOURCE ADDRESS (SA) B.1.9.1.2. Impersonating an Allison Selector
MISUSE In this case, an impostor issues commands from SA
05 in order to override commands coming from the
Integrating electronic controllers in heavy-duty actual Allison shift selector. This may cause the
vehicles is a complex affair. Fortunately, SAE J1939 Allison selector to appear to malfunction, or cause
Recommended Practices help ensure that multiple unexpected vehicle operation. Again, transmission
components from various manufacturers can or other vehicle component damage may occur.
productively co-exist on a J1939 network. Per these
recommended practices, Allison uses the following B.1.9.2. ALLISON POSITION
SAs to uniquely identify Allison controllers on J1939
networks: 1. Allison strives to follow SAE J1939
Recommended Practices, and expects other
— SA 03 (Transmission #1) identifies Allison TCMs. manufacturers of J1939 devices to do the same.
— SA 05 (Shift Console #1) and SA 06 (Shift 2. Allison strictly prohibits other J1939 devices
Console #2) identify Allison shift selectors. from using SAs claimed by Allison components
unless specifically authorized in the Allison
— SA 16 (Retarder – Driveline) identifies retarder- Datalink Tech Data package.
related content from Allison TCMs.
3. If a non-Allison device impersonates an Allison
Per SAE J1939-81, there are limitations on source component on a J1939 network, Allison will not
address use: accept responsibility for damages incurred in
these applications, and transmission warranty
"…a controller is made up of the software and the may be voided.
hardware within an Electronic Control Unit (ECU)
that performs a particular control function. The 4. Allison considers the vehicle OEM and / or body
software within a particular controller is the builder to be the true vehicle system integrator.
"Controller Application" (CA)." As such, it is their responsibility to avoid
installation or recommendation of components
"An address is a one-byte value identifying a that do not follow J1939 recommended practice,
particular CA in a network. The address of a CA is or may jeopardize J1939 network operation.
incorporated into the identifier of every message
sent by that CA and is used to provide uniqueness 5. Companies that desire new, non-existing
to messages that are sent by the CA." transmission integration functionality should
contact Allison Application Engineering to submit
"Source addresses shall be unique within a a formal request. Allison is continually involved
particular vehicle or vehicle sub-network." in ongoing integration development and
standardization with the SAE J1939 committee
B.1.9.1. EXAMPLES OF SA MISUSE
and other heavy duty industry members.
Despite the SAE J1939-81 text, Allison is aware of
devices that issue J1939 commands while posing as 6. Allison may opt to revise its TCM and shift
Allison components: selector software to detect impostors and restrict
vehicle operation until they are removed from
B.1.9.1.1. Impersonating an Allison TCM the J1939 network.
In this case, an impostor issues commands from the
Allison TCM source address in order to modify
engine operation. Such activity may interfere with
Allison Shift Energy Management and other engine
integration functions, resulting in degraded
transmission performance. In addition, transmission
or other vehicle component damage may occur.
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B.1.10. RANGE DISPLAYS – GENERAL — A transmission in low range may simultaneously
INFORMATION broadcast Transmission Current Range = 76
(ASCII “L”) and Transmission Current Gear = 1.
All Allison-manufactured shift selectors have their
own self-contained range displays. Vehicles utilizing — A transmission in neutral may simultaneously
mechanical shift selectors, OEM-exclusive J1939- broadcast Transmission Current Range = 78
based shift selectors, or auxiliary range displays may (ASCII “N”) and Transmission Current Gear = 0.
use J1939 to obtain range data for operator display.
These seemingly minor differences are significant;
OEM requirements for implementing range displays the ASCII character in Transmission Current Range
based on J1939 data, and the limitations associated relies on interpretation, while Transmission Current
with doing so, are defined in functions: Gear does not.
RANGE DISPLAY – REQUESTED RANGE By SAE definition, when Transmission Current Gear
= 0, the transmission is in Neutral; there is no room
RANGE DISPLAY – RANGE ATTAINED for misinterpretation. In contrast, when
Transmission Current Range = ASCII 78 (“N”), the
B.1.10.1. INTENDED USE OF J1939 RANGE person or component reading this letter has to make
AND GEAR PARAMETERS the association that “N” stands for Neutral.
The ETC2 byte definitions are as follows:
Transmission Current Range gives the sender
flexibility as to how the information is conveyed to
Byte Content the vehicle operator. Transmission Current Gear
1 Transmission Selected Gear has rigid definitions that are more suitable for control
2,3 Transmission Actual Gear Ratio system purposes, where misinterpretation of data
4 Transmission Current Gear could have unpleasant results.
5,6 Transmission Requested Range
7,8 Transmission Current Range For example: If a control system is designed around
Transmission Current Range = ASCII 78 (“N”), that
system may not respond identically (or acceptably)
Bytes 1 through 4 are recommended for use in to reception of Transmission Current Range = ASCII
vehicle or control decisions. Caution should be 110 (“n”). Basing a control system on the definition
exercised, particularly for functions occurring at “Current Gear = 0 = neutral” eliminates any chance
vehicle key-on, as message latency may delay or for misunderstanding.
otherwise affect the intended operation. It is the
vehicle builder’s responsibility to properly validate Beyond interpretation issues, “range” and “gear”
any functions based on this information. parameter failure modes may differ among
transmission manufacturers. Allison “range”
The ASCII characters in bytes 5 through 8 are parameter failure modes are tailored for displays –
intended for display purposes only; no vehicle not for vehicle control. For these reasons, Allison
decisions are to be based on this information. strongly discourages use of Transmission
Requested Range or Transmission Current Range
B.1.10.2. DIFFERENCES BETWEEN RANGE for any use beyond driver displays.
AND GEAR PARAMETERS
Interchangeability of seemingly identical parameter B.1.10.3. ALLISON VS. SAE TERMINOLOGY
pairs such as Transmission Requested Range and The table below lists commonly used Allison range
Transmission Selected Gear, or Transmission terminology and the equivalent SAE parameter(s):
Current Range and Transmission Current Gear, is
often questioned. Content within these pairs is not
the same, and systems receiving these parameters Allison Terminology SAE Terminology
should not assume they are interchangeable. Range Selected .......... Transmission Requested
Consider the latter pair: Range (ASCII)
Transmission Current Range is an ASCII character Range Commanded ... Transmission Selected
that the transmission manufacturer associates with a Gear (numeric)
particular range or ranges for operator display
Range Attained ........... Transmission Current Gear
purposes. Transmission Current Gear defines a
(numeric), Transmission
specific numeral for every transmission range. For
Current Range (ASCII)
example:
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B.2. J1939 MESSAGE & PARAMETER OVERVIEW (2014)
Please see the table at the end of this section for a color key and footnote guide.
B.2.1. J1939 RECEPTION – ALLISON TCMS AND SHIFT SELECTORS
Selector
Acceptable SAs
1K– 2K
3K– 4K
H3000
TC10
Message Expected (order of preference may differ
PGN Received Rate Byte Bits Parameters Received vs. function or product family)
00000 TSC1 50 ms -- -- See text for details -- -- S -- -- Any of 33, 17, 00, 11, 39, 42
(F) (V)
00256 TC1 50 ms or 1 8,7 Trans. Reverse Gear Shift Inhibit Request -- -- O O O One of 49, 23, 05, 33
as needed 3 -- Transmission Requested Gear -- S
(1)
S S S 05, 06, 42, 33, 23
(4)
(s) (s)
6 8,7 Transmission Mode 4 -- -- S S -- 05, 06
(F) (s) (s) (s) (V)
6,5 Transmission Mode 3 -- -- S S S 05, 00, 33
(V)
4,3 Transmission Mode 2 -- O O O O One of 49, 05, 33, 00
7 8,7 Trans. Shift Selector Display Mode Switch -- S S S S 05, 06
(F) (V)
6-3 Transmission Requested Launch Gear -- -- S -- S One of 49, 23, 05, 33
(V)
53248 CL 5 s and on 1 -- Illumination Brightness Percentage S -- -- -- -- Must specify via VEPS / ACCT
change
(F)
56832 RESET As needed 2 -- Service Component Identification -- S S S S Any
57088 DM13 As needed 1 8,7 Current Data Link -- S S S S Any
2,1 J1939 Network #1, Pri. Vehicle Network
4 8-5 Hold Signal
4-1 Suspend Signal
59904 Request (PGN) As needed 1-3 -- PGN of Requested Message S S S S S Varies
(s) (s) (s) (s)
61184 Proprietary A 100 ms 1-8 -- Proprietary shift selector information S S S S S Selectors: 03. TCM: 05, 06
(V) (F)
61440 ERC1 100 ms 1 6,5 Retarder Enable – Brake Assist Switch -- O O O O One of 15, 41, 00
2 -- Actual Retarder – Percent Torque -- S S S S Two of 15, 41, 00
(2)
7 -- Retarder Selection, Non-Engine -- -- S S S One of 49, 23, 33
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Selector
Acceptable SAs
1K– 2K
3K– 4K
H3000
TC10
(F) (V)
61441 EBC1 100 ms 1 8,7 EBS Brake Switch -- O O O O 11
(F) (1)
6,5 Anti-Lock Braking (ABS) Active -- S S S S 11
4,3 ASR Brake Control Active -- S S S S 11
2,1 ASR Engine Control Active -- S S S S 11
2 -- Brake Pedal Position -- O O -- O One of 45, 11
(V) (F) (V)
5 -- Engine Retarder Selection -- S -- -- S One of 49, 23, 33, 00
61443 EEC2 50 ms 1 6,5 Road Speed Limit Status -- S S S S 00
(F) (V)
4,3 Accelerator Pedal Kickdown Switch -- O O O O One of 17, 49, 33, 00
(V)
2 -- Accelerator Pedal Position 1 -- S S R R One of 17, 49, 33, 00
3 -- Engine Percent Load at Current Speed -- S S R R 00
(F) (V)
4 -- Remote Accelerator Pedal Position -- -- O -- -- One of 49, 33, 00
(F) (V)
5 -- Accelerator Pedal Position 2 -- -- O -- -- One of 49, 00
(V) (V)
6 8,7 SCR Thermal Management Active -- S S R S 00
(V) (V)
6,5 DPF Thermal Management Active -- S S R S 00
(V) (V)
2,1 Vehicle Acceleration Rate Limit Status -- S O O O 00
7 -- Act. Max. Available Engine – Pct. Torque -- -- -- R -- 00
8 -- Estimated Pumping – Percent Torque -- -- -- R -- 00
61444 EEC1 Varies with 1 4-1 Engine Torque Mode -- S S R S 00
engine 2 -- Driver’s Demand Engine – Percent Torque -- -- -- R --
speed
3 -- Actual Engine – Percent Torque -- E E R R
4-5 -- Engine Speed -- -- -- R R
6 -- SA of Controlling Device for Engine Ctrl -- E E R R
8 -- Engine Demand – Percent Torque -- E E R --
64712 EEC13 1 s and on 1 4,3 Engine Fueling Inhibit Allowed -- -- -- O -- 00
change
(V)
64892 DPFC1 1 s and on 2 4,3 Aftertreatment Diesel Particulate Filter Active -- S S S S One of 61, 00
(V)
change
(V)
64899 TCI 1 s and on 1 3-1 Transfer Case Status -- O O -- -- One of 04, 49, 33, 00
change
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Selector
Acceptable SAs
1K– 2K
3K– 4K
H3000
TC10
(5) (5) (V)
64912 AETC On request 1 8-5 Number of AETC Data Points -- -- -- E E 00
4-1 AETC Data Collection Standard
Multi -- AETC Speed Value
Multi -- AETC Torque Value
(F) (1) (V)
64932 PTODE 100 ms 1 8,7 Enable Switch – Trans. Input Shaft PTO 1 -- O O O O One of 49, 23, 33
(F)
6,5 Enable Switch – Trans. Input Shaft PTO 2
(F)
4,3 Enable Switch – Trans. Output Shaft PTO
(s)
65098 ETC7 100 ms 1 4,3 Transmission Service Indicator S -- -- --- -- 03
2 4,3 Active Shift Console Indicator
3 2,1 Transmission Mode 4 Indicator
(F)
65228 DM3 On request -- -- Not applicable -- O O O O Any
(F)
65235 DM11 On request -- -- Not applicable -- O O O O Any
65241 AUXIO1 100 ms 1 3,4 Auxiliary I/O #03 -- -- -- R -- 33
65242 SOFT On request 1 -- Number of Software Identification Fields -- S S S S Any of 05, 06
2-N -- Software Identification
65247 EEC3 250 ms 1 -- Nominal Friction – Percent Torque -- E E R R 00
5 -- Est. Engine Parasitic Losses – % Torque -- O O O O
(F)
65249 RC Request 17,18 -- Retarder Reference Torque -- S S S S Two of 15, 41, 00
65251 EC1 5 s and on Multi -- Engine Percent Torque Points (See text) -- S S R R 00
request Multi -- Engine Speed Points (See text) -- S S R R
20,21 -- Engine Reference Torque -- S S R R
31,32 -- Engine Moment of Inertia -- S S S S
33,34 -- Engine Default Torque Limit -- E E R R
(F)
65262 ET1 1s 1 -- Engine Coolant Temperature -- S S R S 00
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Selector
Acceptable SAs
1K– 2K
3K– 4K
H3000
TC10
(F) (V)
65265 CCVS1 100 ms 1 4,3 Parking Brake Switch -- O O O O One of 17, 49, 39, 23, 33, 00
(F) (V)
2,3 -- Wheel-Based Vehicle Speed -- S S R R One of 17, 33, 00
(F) (V)
4 6,5 Brake Switch -- O O S S One of 232, 23, 49, 17, 33, 00
(V) (V)
2,1 Cruise Control Active -- O O O O 00
6 -- Cruise Control Set Speed -- O -- -- -- One of 17, 49, 33, 00
(V) (V)
7 8-6 Cruise Control States -- S S S S One of 17, 49, 33, 23, 00
5-1 PTO Governor State -- S S S S One of 39, 17, 00
65266 LFE1 100 ms 1-2 -- Engine Fuel Rate -- -- -- R -- 00
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B.2.2. J1939 BROADCASTS – ALLISON TCMS AND SHIFT SELECTORS
Selector
1K–2K
3K–4K
H3000
Message
TC10
PGN Broadcast SA Rate Byte Bits Parameters Broadcast
(F)
00000 TSC1 03 10 ms -- -- See text for details -- S S S S
00256 TC1 05 50 ms or 3 -- Transmission Requested Gear S -- -- -- --
06 as 6 8,7 Transmission Mode 4 S
(s)
-- -- -- --
needed (s)
6,5 Transmission Mode 3 S -- -- -- --
(s)
7 8,7 Transmission Shift Selector Display Mode Switch S -- -- -- --
34560 ESR 03 1 s & on 1 2,1 Desired Engine Fueling State -- -- -- O --
change
59392 Acknowledgment 03 As req’d -- -- See text for details -- S S S S
(V)
59904 Request (PGN) 03 As req’d 1-3 -- Parameter Group Number Being Requested -- S S S S
60928 Address Claimed All As req’d -- -- See text for details S S S S S
(F) (s) (s) (s)
61184 Proprietary A 03 100 ms 1-8 -- Proprietary shift selector information S S S S S
(2) (V)
61440 ERC1 16 100 ms 1 4-1 Retarder Torque Mode -- -- S -- --
(V)
2 -- Actual Retarder – Percent Torque -- -- S -- --
(V)
3 -- Intended Retarder – Percent Torque -- -- S -- --
(V)
4 4,3 Retarder Requesting Brake Light -- -- S S --
(V)
2,1 Engine Coolant Load Increase -- -- S -- --
(V)
5 -- SA of Controlling Device for Retarder Control -- -- S -- --
(V) (F)
7 -- Retarder Selection, Non-Engine -- -- S -- --
(V)
8 -- Actual Maximum Available Retarder – Percent Torque -- -- S -- --
(F)
61441 EBC1 03 100 ms 4 6,5 Engine Auxiliary Shutdown Switch -- -- -- O --
(V)
61442 ETC1 03 10 ms 1 8,7 Transmission TC Lock-Up Transition in Process -- -- S S --
(V) -- (1)
6,5 Transmission Shift In Process S S S S
(F) -- (1)
4,3 Transmission Torque Converter Lock up Engaged S S S S
(V) -- (1)
2,1 Transmission Driveline Engaged S S S S
(V) -- (1)
2,3 -- Transmission Output Shaft Speed S S S S
(V) -- (1)
5 4,3 Progressive Shift Disable S S S S
(V) -- (1)
6,7 -- Transmission Input Shaft Speed S S S S
(V) -- (1)
8 -- SA of Controlling Device for Transmission Control S S S S
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Selector
1K–2K
3K–4K
H3000
Message
TC10
(V) -- (1)
61445 ETC2 03 100 ms 1 -- Transmission Selected Gear S S S S
(V) -- (1)
2,3 -- Transmission Actual Gear Ratio S S S S
(V) -- (1)
4 -- Transmission Current Gear S S S S
(V) -- (1)
5,6 -- Transmission Requested Range S S S S
(V) -- (1)
7,8 -- Transmission Current Range S S S S
(V) --
61452 ETC8 03 Varies 1,2 -- Transmission Torque Converter Ratio S S S S
(V) --
3,4 -- Transmission Clutch / Converter Input Speed S S S --
Varies (V)
64839 TML 03 On -- Transmission Mode Label, Mode 1 -- O O O --
request -- Transmission Mode Label, Mode 2
(V)
-- O O O --
(V)
-- Transmission Mode Label, Mode 4 -- O O O --
64906 J2012 03 On 1 -- Number of SAE J2012 DTCs -- S S S S
request Varies -- SAE J2012 DTC -- S S S S
Varies -- SAE J2012 DTC Status -- S S S S
(V)
64917 TRF2 03 1 s 1 2,1 Transmission Oil Filter Restriction Switch -- P P P P
(V) --
6,5 Transmission Overheat Indicator S S S S
(V) -- (1)
4 -- Transmission Oil Life Remaining P P P P
(F) -- (1)
64932 PTODE 03 100 ms 3 8,7 Engagement Consent – Transmission Input Shaft PTO 1 O O O O
(F) -- (1)
6,5 Engagement Consent – Transmission Input Shaft PTO 2 O O O --
(F) -- (1)
4,3 Engagement Consent – Transmission Output Shaft PTO O O O O
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Selector
1K–2K
3K–4K
H3000
Message
TC10
(V) --
65098 ETC7 03 100 ms 1 8,7 Transmission Requested Range Display Flash State S S S S
(V) --
6,5 Transmission Requested Range Display Blank State S S S S
(F) -- (1)
4,3 Transmission Service Indicator S S S S
(F) -- (1)
2 8,7 Transmission Shift Inhibit Indicator S S S S
(V) --
6,5 Transmission Engine Crank Enable S S S S
(V)
4,3 Active Shift Console Indicator -- -- S S --
(F) --
3 8,7 Transmission Mode 1 Indicator S S S S
(F) --
6,5 Transmission Mode 2 Indicator S S S S
(V) (S) (S)
2,1 Transmission Mode 4 Indicator -- -- S S --
(V)
4 -- Transmission Requested Gear Feedback -- -- S S --
(V)
6 8,7 Transmission Mode 10 Indicator -- S S -- --
(V) --
4,3 Transmission Warning Indicator S S S S
(F)
2,1 Transmission Reverse Gear Shift Inhibit Status -- O O O --
(F) (V) --
65099 TCFG2 03 Varies 1,2 -- Transmission Torque Limit E E E E
(M) -- (1)
65226 DM1 03 1 s 1 4,3 Amber Warning Lamp Status S S S S
16 Multi -- Suspect Parameter Number
Multi -- Failure Mode Identifier
(M) 03
65242 SOFT On 1 -- Number of Software Identification Fields S S S S S
05
06
request 2-N -- Software Identification
(2) (V)
65249 RC 16 5 s and 1 8-5 Retarder Location -- -- S TBD --
on 10% 4-1 Retarder Type
(V)
-- -- S TBD --
map (V)
change 2 -- Retarder Control Method -- -- S TBD --
(V)
Multi -- Torque & Speed Map (See text for details) -- -- S TBD --
(V)
17,18 -- Retarder Reference Torque -- -- S TBD --
(M) --
65250 TCFG 03 On 1 -- Number of Reverse Gear Ratios S S S S
request 2 -- Number of Forward Gear Ratios
Multi -- Transmission Gear Ratio
(M) --
65259 CI 03 On 1-5 -- Make S S S S
request Multi -- Model
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Selector
1K–2K
3K–4K
H3000
Message
TC10
(V) -- (1)
65272 TRF1 03 1 s 5,6 -- Transmission Oil Temperature 1 S S S S
(3) (V)
7 -- Transmission Oil Level 1 High / Low -- -- S S S
(3) (V)
8 8-5 Transmission Oil Level 1 Measurement Status -- -- S S S
(3) (V)
4-1 Transmission Oil Level 1 Countdown Timer -- -- S S S
(2) (V)
65275 RF 16 1 s 2 -- Hydraulic Retarder Oil Temperature -- -- S -- --
(V)
3 2,1 Driveline Retarder Overheat Indicator -- -- S -- --
B.2.3. J1939 MESSAGE AND PARAMETER OVERVIEW TABLE GUIDE

Footnotes
(1)
In GMLAN applications, parameter broadcast or reception is supported on the CAN port assigned to SAE J1939, LIMITED FUNCTIONALITY.
(2)
Only supported in applications equipped with an Allison driveline retarder.
(3)
Only supported in applications equipped with an Allison oil lever sensor.
(4)
SAE J1939-71 allows intermittent message broadcast; Allison functions require it to be broadcast continuously.
(5) (F)
Message support disabled for the B/C142 release. Parameter broadcast or reception is tied to the VEPS / ACCT answer for an Input, Output or
Interface function.
(M)
Message broadcast or reception is tied to a specific VEPS / ACCT question that controls its enabling or disabling.
(P)
Parameter broadcast is dependent VEPS / ACCT answers that enable prognostics functionality.
(S)
Support dependent on selector configuration.
(V)
Parameter broadcast or reception is tied to a specific VEPS / ACCT question that controls its enabling or disabling. Source Addresses marked with
this footnote may be set to an OEM-specified value via VEPS.
Message / Parameter Enabling

(S)
Message / parameter broadcast or reception is standard with this product.
(O)
Message / parameter broadcast or reception is optional with this product, and controlled by a VEPS / ACCT answer.
(R)
Message / parameter reception is required by this transmission family in all applications.
(E)
Message / parameter broadcast or reception is dependent on the ENGINE MAKE AND MODEL specified via VEPS / ACCT.
Other
Yellow highlights indicate changes in availability. Refer to parameter definition sections or related functions.
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B.2.4. J1939 SOURCE ADDRESS
LISTING
While not a comprehensive list of all J1939 source
addresses, the following is provided for reference;
see SAE J1939 Top Level document appendices
for a full listing.
Allison does not use all SAs listed below; refer to

each J1939-based function for specific source
address use.
SA Controller Application
00 Engine #1
03 Transmission #1
04 Transmission #2
05 Shift Console – Primary
06 Shift Console – Secondary
07 Power Take Off – Main or Rear
11 Brakes – System Controller
15 Retarder – Engine (Compression Brake)
16 Retarder – Driveline
17 Cruise Control
23 Instrument Cluster #1
24 Trip Recorder
33 Body Controller
39 Management Computer #1
40 Cab Display #1
41 Retarder, Exhaust, Engine #1
42 Headway Controller
43 On-Board Diagnostic Unit
45 Endurance Braking System
49 Cab Control – Primary
50 Cab Control – Secondary
61 Exhaust Emission Controller
90 Powertrain Control Module
232 Forward Road Image Processor
249 Off Board Diagnostic – Service Tool #1
250 Off Board Diagnostic – Service Tool #2
251 On-Board Data Logger
255 Global (All – Any Node)
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B.3. J1939-BASED FUNCTION OVERVIEW
Yellow highlights indicate changes in availability since the previous publication; click on the appropriate function
name for more information. Additional footnotes are found at the bottom of the table.
1K–2K
3K–4K
H3000
TC10
2014 J1939-Based Equivalent GPIO Function
Input, Output or Interface Function or Dedicated Wire
ACCELERATOR PEDAL INPUT S S R R TPS or PWM (1K–4K)

ACCELERATOR PEDAL INPUT – DUAL MODE OFS -- O -- -- TPS or PWM (3K–4K)
ALTERNATE GEAR START (AGS) INPUT -- S O S GPI CP (TC10), Shift mask
(1)
ANTI-LOCK BRAKE SYSTEM (ABS) INPUT S S S S GPI Y
AUTOMATIC TRACTION CONTROL (ATC OR ASR) S S S S None
AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR O O S S GPI CN
(4)
AUTOMATIC NEUTRAL – BBAN INPUT O O -- -- GPI CA required
AUTOMATIC NEUTRAL – SINGLE INPUT O O O -- GPI L, GPI CH
AUTOMATIC NEUTRAL – SI W/SS OVERRIDE O O O O GPI CD
AUXILIARY FUNCTION RANGE INHIBIT (AFRI) – SI O O O O GPI E
CHECK TRANS INDICATOR S S S S Dedicated TCM wire
CRUISE CONTROL, STANDARD S S S S None
CRUISE CONTROL, ADAPTIVE S S S S None
CRUISE CONTROL, VIA ENGINE PTO GOVERNOR S S S -- None
DIAGNOSTIC COMMUNICATION W/ALLISON TOOLS R R R R None
DIAGNOSTIC COMMUNICATION FOR OEM USE O O O O Allison selector display
DIRECTION CHANGE ENABLE INPUT O O O O GPI W (3K–4K)
DYNAMIC SHIFT SENSING (DSS) O O -- S None
(4)
ELECTRONIC BRAKING SYSTEMS (EBS) O O S -- None
EMISSION CONTROL SYSTEMS (DPF / SCR) S S S S None
ENGINE BRAKE INTERFACE S S S S GPI H/I & GPO A (1K–4K)
(4)
ENGINE MANAGEMENT – ARM E E R R None
(4)
ENGINE MANAGEMENT – SEM E E E R None
(4)
ENGINE MANAGEMENT – LRTP E E E R None
ENGINE MANAGEMENT – NEUTRAL-TO-RANGE ASSIST O O O S None
ENGINE MANAGEMENT – OUTPUT TORQUE LIMITING
(4)
O O O O None
ENGINE MANAGEMENT – PTO TORQUE LIMITING (PTL) O O O O None
ENGINE SPEED INPUT -- -- R R TCM sensor input (1K–4K)
®
FUELSENSE INDICATOR O O -- -- Allison selector display
HIGH N/V RATIO INPUT O O -- R GPI CC
Continued on next page
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1K–2K
3K–4K
H3000
TC10
HYBRID ENGINE STOP-START INTERLOCK -- -- R -- None

HYBRID ENGINE STOP INTERFACE: ePTO -- -- O -- None
HYBRID ENGINE STOP INTERFACE: Road Mode -- -- R -- None
HYBRID POWERTRAIN INTERFACE -- -- R -- None
HYBRID REGENERATION INDICATOR -- -- S -- GPO BS
KICKDOWN INPUT O O O O GPI AH
(1)
LOCKUP INDICATOR S S S S GPO K
(4)
NEUTRAL AT STOP O O S O GPI AS
(1)
NEUTRAL INDICATOR S S S S None
NEUTRAL START S S S S Dedicated TCM wire
(3)
OIL LEVEL DISPLAY -- S S S Allison selector display
(5)
POWER DIVIDER INPUT -- O -- -- None
(1)
PRESELECT REQUEST INPUT S S S S GPI AR, CB1 and CB2
PTO DRIVE INTERFACES 1 & 2 O O O O GPI C1/C2 & GPO G1/G2
(1)
RANGE DISPLAY – RANGE ATTAINED S S S S Allison selector display
(1)
RANGE DISPLAY – REQUESTED RANGE S S S S Allison selector display
(1)
RANGE INHIBIT INDICATOR (RII) S S S S Dedicated TCM wire (1K-2K)
RANGE SELECTION MODE (“TAP UP, TAP DOWN”) O -- -- -- None

(2)
RETARDER ACTIVE INDICATOR -- S -- -- Part of GPO Q (3K–4K)
(2)
RETARDER CAPACITY REDUCTION -- O -- -- Wire 135 (3K–4K)
(2)
RETARDER CONTROL -- S -- -- GPI Z (3K–4K)
(2)
RETARDER TEMPERATURE INDICATOR -- S -- -- GPO B (3K–4K)
REVERSE INHIBIT WITH PRESELECT REQUEST O O O -- GPI AM
(1)
REVERSE WARNING INDICATOR S S S S Dedicated TCM wire
ROAD SPEED LIMITING S S S S None
SECONDARY MODE INDICATOR S S S S GPO N
SECONDARY MODE INPUT O O O O GPI A
SERVICE BRAKE STATUS INPUT O O S S GPI AA
SHIFT ACTUATOR SYSTEM W/ALLISON SELECTOR O -- -- -- NA
SHIFT ACTUATOR SYSTEM W/NON-ALLISON SELECTOR O -- -- -- NA
SHIFT SELECTORS, ALLISON: 3000/4000, H3000 & TC10 -- S S S NA
(4)
SHIFT SELECTORS, NON-ALLISON: 3000/4000 SERIES -- O -- -- NA
SHIFT SELECTOR DIMMING O O O O Dedicated selector wire
SUMP TEMPERATURE INDICATOR S S S S GPO B (1K-4K)
Continued on next page
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1K–2K
3K–4K
H3000
TC10
(1)
TRANSMISSION SERVICE INDICATOR S S S S GPO O
(4)
VEHICLE ACCELERATION RATE LIMITING S O O O None
Function Overview Table Footnotes

(1)
Available in GM L96 gas engine applications.
(2)
Retarder-equipped applications only.
(3)
OLS-equipped applications only.
(4)
Application Engineering review required.
J1939-Based Function Enabling
S = Standard with this product family.

O = J1939 option available with this product family.
R = J1939 support is required for this product family.
E = Dependent on ENGINE MAKE AND MODEL.
-- = J1939 option not applicable to this product family.
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B.4. J1939-BASED FUNCTION REQUIREMENTS
This section lists requirements necessary to support certain vehicle or Allison functions via the J1939 datalink.
Datalink parameters are shown in Italics; detailed descriptions of each are listed further in this document. Some
functions may be accomplished by other methods; see each function for the alternative methods.
B.4.1. ACCELERATOR PEDAL INPUT B.4.1.4.1. Required Support

The J1939 network is required to provide EEC2
WARNING: The following sections Accelerator Pedal Position 1 from one of the
describe the intended use of a specific following SAs, in order of TCM preference:
function which has been validated in the
configuration(s) described. 1. SA 17 (Cruise Control) (V)
Implementations or use of this feature 2. SA 49 (Cab Controller)
which differ from that described could 3. SA 33 (Body Controller)
result in damage to equipment or property, 4. SA 00 (Engine #1)
serious personal injury, or loss of life.
B.4.1.5. OTHER REQUIREMENTS /
Allison Transmission is not liable for RESTRICTIONS
consequences associated with
incorrect implementation or unintended B.4.1.5.1. Signal Filtering
use of this feature. Per SAE, accelerator pedal parameters should
reflect the actual, physical position of the accelerator
B.4.1.1. OVERVIEW pedal. If an engine or other controller algorithm
modifies the pedal input beyond normal A/D filtering,
All installations require at least one source of
these modifications should be reflected in other
Accelerator Pedal Position. See the Allison 5th
parameters where appropriate, such as J1939
Generation Controls Installation Manual for
Driver’s Demand Engine – Percent Torque or
information on TPS or PWM implementations.
Engine Demand – Percent Torque.
B.4.1.2. AVAILABILITY
B.4.1.5.2. Secondary or Remote Accelerator
TCM use of datalink-based Accelerator Pedal input Pedals
is standard in all 1000 – 4000 Series applications,
In applications with more than one accelerator pedal
and required in H3000 and TC10 applications.
installed -- such as with two driving stations -- it is
B.4.1.3. CONFIGURATION (VEPS / ACCT) critical that the TCM receive information from the
pedal actively controlling vehicle movement.
[18020] ON-VEHICLE PROTOCOL: CAN2 Vehicle configuration must be such that switching of
Parameters are only received on the CAN port set to the throttle source occurs upstream of the single
SAE J1939, FULL FUNCTIONALITY. point of input into the Allison control system.
[18000] THROTTLE AND LOAD SOURCE For example, if the TCM has been configured to
Must be set to PRIMARY ON-VEHICLE PROTOCOL receive throttle on the J1939 datalink, and an engine
to enable EEC2 Accelerator Pedal Position 1 ECM receives two throttle pedal inputs, then the
reception. engine ECM must reflect the state of the active
throttle pedal in the same Accelerator Pedal Position
B.4.1.4. J1939 PARAMETER AND SA USE 1 parameter.
SAs marked (V) may be set to an OEM-specified There are two exceptions to the above requirement:
value via VEPS. See AUTO-DETECTION for SA
selection details. 1. Implementations are acceptable where the
secondary throttle control is implemented via the
engine’s PTO governor, and the PTO Governor
State parameter is supported per CRUISE
CONTROL, VIA ENGINE PTO GOVERNOR.
2. 3000/4000 Series Oil Field Service applications

may utilize function ACCELERATOR PEDAL
INPUT – DUAL MODE OFS.
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B.4.1.5.3. Stationary Applications Controlling B.4.1.7. INSTALLATION CHECKLIST:
Engine Speed via TSC1 Speed ACCELERATOR PEDAL
Commands Allison Application Engineering will review new
Allison realizes stationary applications exist where implementations for the following minimum
engine operation is controlled completely via TSC1 functionality. While vehicle OEMs may use this list
speed commands. These commands are often to assist implementation development, it is not a
issued from a Programmable Logic Controller (PLC) substitute for requirements described previously.
or other device. Even though there is no traditional
accelerator pedal input connected to the engine or Acceptable implementations will answer “yes” to the
the J1939 network, a valid accelerator pedal signal following questions:
to the TCM is required:
 Is the TCM calibration configured properly?
Allison requires the PLC or controlling device to
broadcast a simulated EEC2 Accelerator Pedal  Is Accelerator Pedal Position 1 broadcast from
Position 1 signal. It is recommended that a source one of the acceptable source addresses?
address other than SA 00 (engine #1) is used, such
as SA 33 (Body Controller).  Is the parameter span at least 3 – 98% as the
pedal is depressed & released? (0-100% range
Doing so avoids issues in the event the engine (SA is ideal.)
00) broadcasts invalid data (such as a constant 0%,
regardless of engine operation) in EEC2 Accelerator
Pedal Position 1. The TCM SA auto-detection logic
will lock onto the more preferred (and in this case,
correct) parameter from SA 33.
B.4.1.5.4. Applications with Road Speed

Limiting and / or Cruise Control
If functions such as Road Speed Limiting or Cruise
Control are employed, the necessary information
must be supplied on the J1939 datalink per the
function descriptions in this section of the document.
B.4.1.6. TCM FAILURE MODES & RESPONSES

If Accelerator Pedal Position 1 reception is lost or
indicates 255 (Not Available), the TCM logs a DTC
and activates the Check Trans Indicator. A default
value is assumed for accelerator pedal position, and
shifting is restricted. The TCM diagnoses these
conditions as the sender may not be aware of a
network issue (causing communication loss) nor a
sender configuration issue (parameter indicates Not
Available).
If Accelerator Pedal Position 1 indicates 254 (Error),

the TCM does not log a DTC nor activate the Check
Trans Indicator. A default value is assumed for
accelerator pedal position, and shifting is restricted.
In this case, the sender knows it has an issue, and
therefore it should indicate the fault so that the
problem can be resolved at the appropriate non-
Allison repair center.
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B.4.2. ACCELERATOR PEDAL INPUT – [23000] OFS PUMP MODE: Throttle Input
DUAL MODE OFS Answer must match the implementation used:
WARNING: The following sections — SAME AS ROAD MODE THROTTLE SOURCE

describe the intended use of a specific — J1939 EEC2 Accelerator Pedal Position 2
function which has been validated in the — J1939 EEC2 Remote Accelerator Pedal Position
configuration(s) described.
Implementations or use of this feature B.4.2.4. J1939 PARAMETER AND SA USE –
which differ from that described could result ROAD MODE REQUIREMENTS
in damage to equipment or property, In Road Mode, the J1939 network is required to
serious personal injury, or loss of life. provide EEC2 Accelerator Pedal Position 1 as
described under ACCELERATOR PEDAL INPUT.
Allison Transmission is not liable for
consequences associated with incorrect B.4.2.5. J1939 PARAMETER AND SA USE –
implementation or unintended use of PUMP MODE REQUIREMENTS
this feature. Pump Mode activation is controlled by GPI BZ
(SHIFT SELECTOR TRANSITION AND OIL FIELD
B.4.2.1. OVERVIEW PUMPING). In Pump Mode, the TCM can receive
the information necessary to modulate shifts via:
OFS (Oil Field Series) units may be used in either
stationary or dual mode applications. Stationary 1. EEC2 Accelerator Pedal Position 2
units are often skid-mounted and have only a single
accelerator pedal or hand throttle input to the power 2. EEC2 Remote Accelerator Pedal Position
unit. Dual mode applications use the transmission
to propel the vehicle in “Road Mode”, and power a 3. EEC2 Accelerator Pedal Position 1 and an A/B
split-shaft PTO pump unit while in “Pump Mode”. switch
Dual Mode OFS units use two shift selectors and up 4. PTO governor controls (not preferred)
to two throttle controls. For dual throttle applications,
use this function; for single throttle applications see SAs marked (V) may be set to an OEM-specified
function ACCELERATOR PEDAL INPUT. value via VEPS. See AUTO-DETECTION for SA
selection details.
Input combination options for Dual Mode OFS units:
B.4.2.5.1. Engine Speed Control via TSC1
Speed Command
Road Mode Pump Mode Accelerator
Some applications may control the engine via TSC1
Accelerator Input or Throttle Input
speed commands during Pump Mode operation.
(1) (2)
EEC2 APP1 EEC2 APP2 Commands are often issued from a Programmable
(3)
EEC2 APP1 EEC2 RAPP Logic Controller (PLC) or other device.
EEC2 APP1 EEC2 APP1 with A/B Switch
EEC2 APP1 PTO switch control Even though the engine has no traditional
accelerator pedal input, a TCM accelerator pedal
(1) signal is required during Pump Mode operation.
APP1 = EEC2 Accelerator Pedal Position 1 Therefore, the controller must broadcast a simulated
(2)
APP2 = EEC2 Accelerator Pedal Position 2 signal in one of the above EEC2 parameters.
(3)
RAPP = EEC2 Remote Accelerator Position
A source address other than SA 00 (engine #1) is
B.4.2.2. AVAILABILITY recommended, such as SA 33 (Body Controller).
The J1939-based implementation is optional in This avoids issues if SA 00 broadcasts invalid data
3000/4000 Series dual mode OFS applications. (such as a constant 0%, regardless of operation) in
EEC2 Accelerator Pedal Position 1. TCM SA auto-
B.4.2.3. CONFIGURATION (VEPS / ACCT) detection logic will lock onto the more preferred (and
in this case, correct) parameter from SA 33.
[18000] THROTTLE AND LOAD SOURCE
Must set to PRIMARY ON-VEHICLE PROTOCOL. B.4.2.5.2. PUMP MODE OPTION 1 – EEC2
Accelerator Pedal Position 2 (APP2)
[18010] ON-VEHICLE PROTOCOL: CAN1 As a second instance of an accelerator pedal, APP2
[18020] ON-VEHICLE PROTOCOL: CAN2 is typically associated with a second pedal located
Parameters are only received on the CAN port set to inside the cab used to the drive the vehicle, like
SAE J1939, FULL FUNCTIONALITY. those seen in “dual station” refuse vehicles.
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However, Allison realizes that some engines utilize OWS rating only. Contact Caterpillar for other ADEM
this parameter to represent a second throttle source 4 release dates.
outside of the driver’s cab.
Detroit Diesel Engine Requirements
J1939 Parameter and SA Requirements
NOTE: DDEC IV & V applications must
In Pump Mode, the J1939 network is required to use Pump Mode Option 1, as these
provide EEC2 Accelerator Pedal Position 2 from one software levels only support EEC2
of the following SAs, in order of TCM preference: Accelerator Pedal Position 2 (APP2).
(V)
1. SA 49 (Cab Controller)
2. SA 00 (Engine #1) DDEC support of EEC2 Remote Accelerator Pedal
Position was released with the introduction of their
Detroit Diesel Engine Requirements EPA 2007 engines, which coincides with the
introduction of DDEC VI controls.
NOTE: DDEC VI applications are required
to use Pump Mode Option 2, as it only Normal Operation – Pump Mode
supports EEC2 Remote Accelerator Pedal Shift scheduling and modulation are controlled by
Position (RAPP). RAPP. Parameters below are ignored by the TCM:
DDEC IV ECMs are required to use R40.0 or later — EEC2 Accelerator Pedal Position 1
software. DDEC V ECMs are required to used — EEC2 Accelerator Pedal Position 2
T2.03 or R3.0 or later software. — CCVS1 Cruise Control States
— CCVS1 PTO Governor State
Per the DDEC Application and Installation Guide, — EEC2 Percent Load at Current Speed
the accelerator pedal used during Road Mode
operation should be connected to the LSG ECM B.4.2.5.4. PUMP MODE OPTION 3 – EEC2
inputs, and the pump mode throttle should be Accelerator Pedal Position 1 with
connected to the VSG ECM inputs. an A/B Input Switch
If APP2 or RAPP cannot be supported as a Pump
Normal Operation – Pump Mode Mode throttle source, then the vehicle configuration
Shift scheduling and modulation are controlled by must switch throttle sources upstream of the single
APP2. Parameters below are ignored by the TCM: point of input into the Allison control system. An A/B
switch is required between the engine ECM and the
— EEC2 Accelerator Pedal Position 1 Road Mode and Pump Mode throttle inputs.
— EEC2 Remote Accelerator Pedal Position
— CCVS1 Cruise Control States J1939 Parameter and SA Requirements
— CCVS1 PTO Governor State During pump mode operation:
— EEC2 Percent Load at Current Speed
— EEC2 Accelerator Pedal Position 1 must reflect
B.4.2.5.3. PUMP MODE OPTION 2 – EEC2 the Pump Mode throttle position.
Remote Accelerator Pedal Position
(RAPP) — If present, EEC2 Road Speed Limit Status must
A “remote accelerator” is a pedal or hand throttle not indicate that road speed limiting is active; if it
typically located outside of the cab used to drive the is not present, then EEC1 Engine Torque Mode
vehicle. By definition, this parameter is well suited to must not indicate road speed limiting is active.
convey operator input from the pumping platform.
— If present, CCVS1 Cruise Control States must not
J1939 Parameter and SA Requirements indicate that cruise control is active; if it is not
In Pump Mode, the J1939 network is required to present, then EEC1 Engine Torque Mode must
provide EEC2 Remote Accelerator Pedal Position not indicate cruise control is active.
from one of the following SAs, in order of TCM
preference: — If present, CCVS1 PTO Governor State must not
indicate that PTO is active.
(V)
2. SA 33 (Body Controller) Cummins Customer Parameter Requirements
3. SA 00 (Engine #1) Set “Governor Type Switch” to enable variable
speed, and wire the switch to be open in Road Mode
Caterpillar Engine Requirements and closed in Pump Mode. Leave “Governor Type”
ADEM 4 support of EEC2 Remote Accelerator Pedal set to “Automotive”, so the engine is variable speed
Position was released June 1, 2006 for the C15 435
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governed in Pump Mode and automotive governed B.4.2.6. TCM FAILURE MODES AND
in Road Mode. RESPONSES
Caterpillar Engine Parameter Requirements B.4.2.6.1. Loss of Accelerator Input Signals

Set “Governor Style” to Full Range or Speed. If Road Mode accelerator input reception is lost
during Road Mode operation, or Pump Mode throttle
Normal Operation input reception is lost during Pump Mode operation,
In Road Mode, the A/B switch connects the normal then a DTC is logged and the Check Trans Indicator
ECM accelerator input to the cab throttle; in Pump is activated. The TCM will use a default throttle
Mode, the A/B switch connects the normal ECM value, and shifting will be restricted.
accelerator input to the platform throttle. The TCM
will ignore the following while in Pump Mode: B.4.2.6.2. Incomplete Chassis with Only One
Shift Selector Installed
— EEC2 Accelerator Pedal Position 2 If the vehicle chassis is initially built with only Road
— EEC2 Remote Accelerator Pedal Position Mode controls, GPI BZ must be deactivated via
®
Allison DOC or DTCs and a Check Trans indication
B.4.2.5.5. PUMP MODE OPTION 4 – PTO will be set. When equipment installation is
Governor Operation completed by the body builder, GPI BZ must be re-
While less preferred, engine control during Pump enabled for the secondary selector to be functional.
Mode may be accomplished via the engine PTO
governor controls. Engine speed is incremented or
decremented through use of the engine’s PTO /
Cruise Control switches. To determine an
acceptable communication method for a given
engine / chassis combination, body builders must
contact their chassis manufacturers.
WARNING: During Pump Mode operation,

the TCM only listens to ONE input
conveying the engine control. If an
accelerator pedal parameter is used as the
TCM source during Pump Mode, the
engine may not be controlled via the
engine PTO governor (PTO / Cruise
Control switches). Transmission damage
may result.
J1939 Parameter and SA Requirements

In Pump Mode, the J1939 network is required to
provide CCVS1 PTO Governor State (all bit states)
preference:
1. SA 39 (Management Computer #1)

2. SA 17 (Cruise Control)
3. SA 00 (Engine #1)
AND
EEC2 Engine Percent Load at Current Speed from

SA 00 (Engine #1).
Normal Operation – Pump Mode

When CCVS1 PTO Governor State indicates PTO is
active, the TCM uses EEC2 Engine Percent Load at
Current Speed for shift scheduling and modulation.
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B.4.2.7. INSTALLATION CHECKLIST:  If EEC2 Road Speed Limit Status is not present
ACCELERATOR INPUT – DUAL MODE on the J1939 network, does EEC1 Engine
OFS UNITS Torque Mode indicate a state other than road
Allison Application Engineering will review new speed limiting?
implementations for the following minimum
functionality. While vehicle OEMs may use this list  If present on the J1939 network, does CCVS1
to assist implementation development, it is not a Cruise Control States indicate that cruise control
substitute for requirements described previously. is not active while in Pump Mode?
 If CCVS1 Cruise Control States is not present

Acceptable implementations will answer “yes” to the
on the J1939 network, does EEC1 Engine
following questions, as applicable:
Torque Mode indicate a state other than cruise
B.4.2.7.1. General control?
 Is the TCM calibration configured properly?  If present on the J1939 network, does CCVS1
PTO Governor State indicate PTO is not active?
 Is Accelerator Pedal Position 1 broadcast from
an acceptable SA? B.4.2.7.5. PUMP MODE OPTION 4 – PTO
Governor Operation
 Does APP1 span at least 3-98% as the pedal is
depressed and released? (0-100% is ideal.)  Is OFS PUMP MODE: Throttle Input = SAME AS
ROAD MODE THROTTLE SOURCE?
B.4.2.7.2. PUMP MODE OPTION 1 – APP2
 Are CCVS1 PTO Governor State and EEC2
 Is OFS PUMP MODE: Throttle Input = APP2? Engine Percent Load at Current Speed
broadcast from acceptable source addresses?
 Is Accelerator Pedal Position 2 broadcast from
an acceptable source address?  In Pump Mode, does CCVS1 PTO Governor
State indicate an active state?
 In Pump Mode, is APP2 span at least 3–98% as
the platform throttle is increased and released?
(0-100% is ideal.)
B.4.2.7.3. PUMP MODE OPTION 2 – RAPP
 Is OFS PUMP MODE: Throttle Input = RAPP?
 Is Remote Accelerator Pedal Position broadcast

from an acceptable source address?
 In Pump Mode, is RAPP span at least 3–98% as

(0-100% is ideal.)
B.4.2.7.4. PUMP MODE OPTION 3 – APP1

with an A/B Input Switch
 Is OFS PUMP MODE: Throttle Input = SAME AS

ROAD MODE THROTTLE SOURCE?
 Is APP1 populated with valid data when in either

Road or Pump Mode?
 In Pump Mode, is APP1 span at least 3–98% as

(0-100% is ideal.)
 If present on the J1939 network, does EEC2

Road Speed Limit Status indicate that road
speed limiting is not active while in Pump Mode?
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B.4.3. ALTERNATE GEAR START [28090] ALTERNATE GEAR START (AGS) INPUT
(AGS) INPUT 3000/4000 Series: Must be set to J1939 TC1
TRANSMISSION REQUESTED LAUNCH GEAR for
WARNING: The following sections J1939-based operation.
describe the intended use of a specific
function which has been validated in the TC10: Must be set to J1939 TC1 TRANSMISSION
configuration(s) described. REQUESTED LAUNCH GEAR to enable J1939
Implementations or use of this feature parameter use.
which differ from that described could
result in damage to equipment or property, [25300] SERVICE BRAKE STATUS INPUT
serious personal injury, or loss of life. TC10 applications are required to support a J1939-
based SERVICE BRAKE STATUS INPUT.
consequences associated with B.4.3.4. VEPS / ACCT TRIMS
incorrect implementation or unintended TC10 applications have an additional trim [28094]
use of this feature. ALTERNATE GEAR START: Allow Shift Selector
Override that influences function operation.
B.4.3.1. OVERVIEW
st B.4.3.5. J1939 PARAMETER AND SA USE
In most applications, 1 gear is always used to
SAs marked (V) may be set to an OEM-specified
launch the vehicle from a standing start. However,
applications such as dock spotters -- or any
selection details.
application where the vehicle is run unloaded and
has a high N/V ratio -- drivability can be improved by B.4.3.5.1. Required Support
nd
launching the vehicle in an alternate gear (e.g. 2 ).
The J1939 network is required to provide TC1
There are 2 ways to implement an Alternate Gear Transmission Requested Launch Gear every 50 ms
Start (AGS) input: to DA 03 (Transmission #1), from one of the
following SAs in order of TCM preference:
Alternate Gear Start Shift Mask (V)
Shift masks define the available operating ranges 2. SA 23 (Instrument Cluster #1)
and the starting range for a given transmission 3. SA 05 (Shift Console, Primary)
(1)
mode. VEPS is used to assign an Alternate Gear 4. SA 33 (Body Controller)
Start shift mask to either primary or secondary
mode. (1)
SA may only be used if the application does not
employ an Allison J1939-based selector.
The mode with the AGS shift mask is activated via
the Secondary Mode Input function. This B.4.3.6. OTHER REQUIREMENTS /
implementation associates a specific shift schedule RESTRICTIONS
with AGS operation.
Only one AGS implementation method (shift mask or
Alternate Gear Start Input Function J1939 input) may be used in a given application.
Here, VEPS is used to assign GPI CP (TC10 only) When the J1939 input is used, the TCM will only
or a J1939 parameter as the AGS input. This respond to the TC1 Transmission Requested
implementation does not impact shift scheduling. Launch Gear values listed under NORMAL
OPERATION; all other values are ignored.
J1939-based AGS is standard in all 3000/4000 B.4.3.7. DRIVER INTERFACE
Series applications and is optional in TC10 There are no specific interface requirements for the
applications. Alternate Gear Start function. For example, the
command may be triggered directly from an operator
B.4.3.3. CONFIGURATION (VEPS / ACCT) input, or from a device sensing vehicle weight.
[18010] ON-VEHICLE PROTOCOL: CAN1 B.4.3.8. NORMAL OPERATION
Activation and deactivation depend on both the
Parameters are only received on the CAN port set to J1939 input and vehicle operating conditions.
SAE J1939, FULL FUNCTIONALITY.
B.4.3.8.1. Activating Alternate Gear Start
When Alternate Gear Start operation is desired, the
transmitting device is required to send either:
th
nd
— 0010b (launch in 2 gear; 3000/4000 Series 6-  Does the transmitting device send 0000b when
speed applications) Alternate Gear Start operation is no longer
rd
desired?
— 0011b (launch in 3 gear; 3000/4000 Series 7-
speed applications, and TC10)
If throttle position is ≤ 10% and transmission output

shaft speed is ≤ 40 rpm, the TCM will activate
Alternate Gear Start operation.
B.4.3.8.2. Deactivating Alternate Gear Start

When Alternate Gear Start operation is no longer
desired, the transmitting device is required to send
0000b (no specific launch gear requested; use
default launch gear). If throttle position is ≤ 10%
and transmission output shaft speed is ≤ 40 rpm, the
TCM will deactivate Alternate Gear Start operation.
B.4.3.8.3. TC10 Shift Selector Override

The TC10 Shift Selector Override capability allows
the operator to (a) choose a desired starting range
when AGS is not active, or (b) override the starting
range requested through the AGS function.
The operator’s requested override state will remain

in effect until (a) Drive is re-selected while already in
Drive, or (b) a key switch cycle occurs.

If Transmission Requested Launch Gear reception is
lost, indicates 1110b (Error) or 1111b (Not Available)
while the Alternate Gear Start function is active,
AGS will deactivate after a timeout period and the
transmission will revert to the default starting range.
TCM failure to receive Transmission Requested

Launch Gear 2 may be the result of bus loading,
wiring integrity failures, electrical noise, or improper
function implementation. Vehicle OEMs should
consider such failures during their design process.
B.4.3.10. INSTALLATION CHECKLIST:

ALTERNATE GEAR START
Allison Application Engineering will review new
functionality. While vehicle OEMs may use this list
to assist implementation development, it is not a
substitute for requirements described previously.

following questions:
 Is TC1 Transmission Requested Launch Gear

being sent from one of the acceptable SAs?
 Does the transmitting device send 0010b or

0011b (as appropriate) when Alternate Gear
Start operation is desired?
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B.4.4. ANTI-LOCK BRAKE SYSTEM B.4.4.4. J1939 PARAMETER AND SA USE
(ABS) INPUT B.4.4.4.1. Required Broadcast Support
WARNING: The following sections The J1939 network is required to provide EBC1 Anti-
describe the intended use of a specific Lock Braking (ABS) Active from SA 11 (Brakes –
function which has been validated in the System Controller).
Implementations or use of this feature In Allison retarder applications, if RETARDER:
which differ from that described could Cancel Retarder when ABS Input is Active = NO,
result in damage to equipment or property, broadcast of proper TSC1 torque limits to the
serious personal injury, or loss of life. driveline retarder during ABS events is required.
Allison Transmission is not liable for B.4.4.4.2. Optional Broadcast Support

consequences associated with In addition, the TCM will utilize EEC1 Engine Torque
incorrect implementation or unintended Mode state 0111b (ABS Control) if present and sent
use of this feature. from SA 00 (Engine #1).
Allison retarder applications also process TSC1

B.4.4.1. OVERVIEW Torque Limits sent to DA 16 (Retarder – Driveline)
ABS systems manage wheel skids through from any of these source addresses:
manipulation of service brakes and other retarding
devices. If an application incorporates ABS, the — SA 00 (Engine #1)
TCM must be notified when ABS events occur. — SA 11 (Brakes – System Controller)
— SA 17 (Cruise Control)
B.4.4.2. AVAILABILITY — SA 33 (Body Controller)
The J1939-based implementation is standard in all — SA 39 (Management Computer #1)
1000 – 4000 Series, H3000 and TC10 applications. — SA 42 (Headway Controller)
B.4.4.3. CONFIGURATION (VEPS / ACCT)

NOTE: TSC1 message reception is not a
[18010] ON-VEHICLE PROTOCOL: CAN1 substitute for EBC1 Anti-Lock Braking
[18020] ON-VEHICLE PROTOCOL: CAN2 (ABS) Active, as it does not invoke the full
TCM ABS response.
Parameters are only received on the CAN port set to
B.4.4.5. NORMAL OPERATION
[25000] ANTI-LOCK BRAKE SYSTEM (ABS) When the VEPS-defined discrete input is active (GPI
INPUT is active and / or Anti-Lock Braking (ABS) Active
Must be set to EITHER GPI Y OR PRIMARY ON- indicates 01b), the TCM will:
VEHICLE PROTOCOL or ONLY PRIMARY ON-
VEHICLE PROTOCOL to enable J1939 parameter — Disengage the torque converter lockup clutch.
reception. Disconnecting the engine from the driveline helps
prevent engine stall, thereby helping the operator
RETARDER: Cancel Retarder when ABS Input is maintain vehicle control. It also reduces potential
Active wheel skids caused by braking effects of the base
When set to YES, retarder operation is cancelled engine.
when the input defined by VEPS option ANTI-LOCK
— Modify downshift points, and inhibit shifts (except
BRAKE SYSTEM (ABS) INPUT indicates an ABS
event is occurring. When set to NO, it is not. during hold override) to minimize torque
disturbances in the driveline.
WARNING: If retarder response to — Cancel Allison retarder operation (unless this

discrete ABS input(s) is disabled, the OEM capability is disabled via VEPS). This reduces
is responsible for ensuring appropriate wheel skid that could be caused by output
retarder deactivation (via TSC1 retarder braking.
commands) during qualified ABS events.
In addition, the TCM will avoid adapting shifts when
EEC1 Engine Torque Mode = 0111b (ABS Control).
In Allison retarder applications, a properly formatted

TSC1 Torque Limit or Torque Command of 0% will
also cause the TCM to drop retarder operation.
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TSC1 messages may cause the retarder to drop out B.4.4.7. INSTALLATION CHECKLIST: ABS
slightly sooner than Anti-Lock Braking (ABS) Active, Allison Application Engineering will review new
as TSC1 messages to the retarder use a faster 50 implementations for the following minimum
ms rate versus the EBC1 100 ms broadcast rate. functionality. While vehicle OEMs may use this list
TSC1 messages allow ABS to “stage” its control substitute for requirements described previously.
over the vehicle braking system(s) when the
differential wheel slip is great enough to take action, Acceptable implementations will answer “yes” to all
but not enough to begin actively modulating the of the following questions:
brake pressure. This situation may or may not
precede an actual ABS event where Anti-Lock  Is the TCM calibration configured properly?
Braking (ABS) Active indicates “Active”.
 Is the vehicle ABS system connected to J1939,
B.4.4.6. TCM FAILURE MODES & RESPONSES and is EBC1 Anti-Lock Braking (ABS) Active
Failure for Allison to receive J1939 information may supported?
be the result of – but not limited to – bus loading,
wiring integrity failures, electrical noise, or improper  Does Anti-Lock Braking (ABS) Active indicate
function implementation. Vehicle OEMs should “active” during an ABS event?
 Does the ABS system support proper TSC1
B.4.4.6.1. Loss of Anti-Lock Braking ABS control of the driveline retarder for installations
Active Reception where VEPS/ACCT option RETARDER: Cancel
Retarder when ABS Input is Active = NO?
WARNING: If the TCM fails to receive
Anti-Lock Braking (ABS) Active state 01b
during ABS events occurring under hard
braking, the engine may stall.
If Anti-Lock Braking (ABS) Active reception is lost,

the transmission will revert to normal operation after
a timeout period expires.
B.4.4.6.2. Loss of Engine Torque Mode

Reception
If reception of Engine Torque Mode is lost while
indicating 0111b (ABS Control), the TCM will attempt
to adapt any shifts that occur during the ABS event.
B.4.4.6.3. Loss of TSC1 Reception (Allison

Retarder Applications Only)
If the ABS system is only restricting or limiting
retarder output torque via TSC1 commands, and the
TCM loses TSC1 reception, the command will
remain active until a timeout is reached.
Subsequent TCM response is then dependent on
the calibration configuration:
RETARDER: Cancel Retarder when ABS Input is

Active = YES
The retarder can and will still be disabled if the
inputs defined by ANTI-LOCK BRAKE SYSTEM
(ABS) INPUT indicate an ABS event is active.
RETARDER: Cancel Retarder when ABS Input is

Active = NO
The retarder will not disengage during ABS events
unless its enable command signal (J1939 Retarder
Selection, Non-Engine, or analog RMR input) is also
no longer available.
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B.4.5. AUTOMATIC TRACTION J1939 network, the TCM will ignore state 0101b
CONTROL (ATC OR ASR) (ASR Control) from EEC1 Engine Torque Mode.
B.4.5.4.2. Optional Support

WARNING: The following sections
describe the intended use of a specific While not required, the TCM will also respond to
function which has been validated in the EBC1 ASR Brake Control Active when sent from SA
configuration(s) described. 11 (Brakes – System Controller).
Implementations or use of this feature
which differ from that described could B.4.5.5. OTHER REQUIREMENTS /
result in damage to equipment or property, RESTRICTIONS
serious personal injury, or loss of life. Allison controls are compatible with traction control
systems as long as they utilize TSC1 torque limits
Allison Transmission is not liable for with a TSC1 Override Control Mode Priority of 10b
consequences associated with (Medium priority). TSC1 commands of differing
incorrect implementation or unintended priority may interfere with those generated by Allison
use of this feature. Engine Management logic.
Allison only sends TSC1 commands to the engine

B.4.5.1. OVERVIEW
with a TSC1 Override Control Mode Priority of 10b
Traction Control, also known as Automatic Slip (Medium priority). Experience has shown that when
Reduction, is sometimes incorporated in ABS or multiple TSC1 torque limits are simultaneously sent
brake system controllers. When wheel spin is to the engine, the components involved normally
detected, the traction controller may reduce engine desire the lowest torque limit to be acted upon. Per
torque output via a series of TSC1 commands, and / the SAE-defined Engine Override Control Mode
or apply the foundation brakes to redirect power to arbitration process, the only way to ensure this
the drive wheels with traction. outcome is to use a common control mode and
priority level.
While the transmission is not concerned with the
application of foundation brakes, TSC1 commands B.4.5.6. NORMAL OPERATION
sent to the engine affect the TCM’s interpretation of
When any of the monitored parameter(s) indicate
the engine output versus throttle pedal position. In
that an ASR event is occurring, upshifts are inhibited
addition, the TSC1 commands may interact with
for approximately 3 seconds after the initial
those generated from the Allison TCM for ENGINE
indication. Upshifts are allowed once this timer
MANAGEMENT functions.
expires, even if the current ASR event remains
B.4.5.2. AVAILABILITY active. This logic reduces shift cycling.
The J1939-based implementation is standard in all The TCM does not adapt shifts at any time an active
1000 – 4000 Series, H3000 and TC10 applications. ASR event is indicated.
B.4.5.3. CONFIGURATION (VEPS / ACCT) This function does not impact torque converter
lockup clutch operation.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.5.7. TCM FAILURE MODES & RESPONSES
Parameters are only received on the CAN port set to Failure for Allison to receive this information may be
SAE J1939, FULL FUNCTIONALITY. the result of – but not limited to – bus loading, wiring
integrity failures, electrical noise, or improper
B.4.5.4. J1939 PARAMETER AND SA USE
B.4.5.4.1. Required Support consider such failures during their design process.
The J1939 network is required to provide either: Failure to support one of the ASR indications may
allow shifts to be adapted when ATC or ASR is
EBC1 ASR Engine Control Active from SA 11 active, such as during shifts on snowy or icy roads.
(Brakes – System Controller) After this occurs, shifts made on dry pavement may
flare, leading to excessive heat generation and
OR
premature clutch wear. Shift cycling may also occur
EEC1 Engine Torque Mode (specifically state during the ASR event.
0101b) from SA 00 (Engine #1)
EBC1 ASR Engine Control Active is the preferred

source for this information; if it is present on the
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B.4.5.8. INSTALLATION CHECKLIST: ASR
Acceptable implementations will answer “yes” to all

of the following questions:
 Is the vehicle ASR system connected to J1939?
 Is EBC1 ASR Engine Control Active or EEC1

Engine Torque Mode (ASR State 0101b)
supported by an acceptable source address?
 Does the parameter indicate ASR is active

during a drive wheel slip event?
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B.4.6. AUTOMATIC NEUTRAL – B.4.6.3. CONFIGURATION (VEPS / ACCT)
BRAKE-BASED (BBAN) INPUT [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters are only received on the CAN port set to
function which has been validated in the SAE J1939, FULL FUNCTIONALITY.
Implementations or use of this feature [25055] AUTOMATIC NEUTRAL BRAKE-BASED
which differ from that described could (BBAN) INPUT
result in damage to equipment or property, Must be set to GPI CA AND SERVICE BRAKE
serious personal injury, or loss of life. STATUS IF DEFINED IN SELECTED GPIO
PACKAGE.
consequences associated with [24000] GENERAL PURPOSE INPUTS AND
incorrect implementation or unintended OUTPUTS (GPIO) PACKAGE
use of this feature. The selected GPIO package must have GPI CA
assigned to a wire.
B.4.6.1. OVERVIEW
[25300] SERVICE BRAKE STATUS INPUT
NEW FOR B/C142 RELEASE: Must be set to J1939 CCVS1 BRAKE SWITCH or
BBAN is once again available; it was not J1939 EBC1 EBS BRAKE SWITCH to enable TCM
available with B/C141 software. parameter reception.
B.4.6.3.1. VEPS / ACCT Trims

NEW TO THIS PUBLICATION: The following trims influence function operation:
Clarified anti-rollback device requirements
and synchronized with those on the GPI — [25060] AUTOMATIC NEUTRAL: Brake-Based
schematics. Auto-Neutral Preselect Range
Neutral At Stop interaction section now — [25070] AUTOMATIC NEUTRAL: Maximum
covers both Standard and Premium Output Speed for PTO
versions.
— [25065] AUTOMATIC NEUTRAL: Maximum
Clarified PTO engagement requirements Output Speed for Brake-Based Auto-Neutral
only apply to GPI CA1 implementations.
Clarified transmission response to brake
switch input failures. B.4.6.4.1. Required Broadcast Support
The J1939 network is required to provide one of the
Added detail to the installation checklist. J1939 brake switch parameters as described under
SERVICE BRAKE STATUS INPUT.
Clarified when BBAN preselect activates.
B.4.6.5. DRIVER INTERFACE
Brake-Based Auto-Neutral (BBAN) facilitates
automatic shifts between Neutral and the forward B.4.6.5.1. Required Support – Wired Enable
starting range based on service brake input. BBAN Switch
uses GPI CA (AUTOMATIC NEUTRAL – BRAKE- A wired enable switch (GPI CA) is required for this
th
BASED (BBAN) INPUT) and a J1939 Brake Switch function, as described under BBAN in Allison 5
input. See BBAN IMPLEMENTATION EXAMPLE for Generation Controls Installation Manual Section D:
intended use. “Vehicle System Electrical Interface”.
B.4.6.2. AVAILABILITY B.4.6.5.2. Optional Support

BBAN is optional with certain 1000 – 4000 Series An optional signal may be used to inform the
vocational models. Application Engineering review operator that BBAN is active. Since a “Range Inhibit”
is required. condition exists when BBAN is active, any Range
Inhibit indication can be used, including:
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— The Range Inhibit indication employed by Allison B.4.6.6.4. Diagnostics
J1939-based shift selectors. For all BBAN implementations, the vehicle OEM is
required to implement specific diagnostics and
— The Range Inhibit indication employed by any responses. See VEHICLE SYSTEM FAILURE
customer-designed J1939-based shift selector. MODES & RESPONSES.
— A separate Range Inhibit Indicator as described in B.4.6.6.5. Allison Function Compatibility
function RANGE INHIBIT INDICATOR (RII).
BBAN cannot be used in conjunction with the
B.4.6.6. OTHER REQUIREMENTS / following Allison functions:
RESTRICTIONS
— GPI CF (AUTOMATIC NEUTRAL – IDLE START /
B.4.6.6.1. GPIO Support STOP)
GPI CA implementation is required for BBAN. See — GPI J (FIRE TRUCK PUMP MODE (4TH
th
GPI CA in Allison 5 Generation Controls Installation LOCKUP))
Manual Section E: “Using Input / Output (I/O)
Functions, Packages, & Groups”. — GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT)
B.4.6.6.2. Anti-Rollback or “Hill Holder” — GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
Requirement WITH SERVICE BRAKE STATUS)
WARNING: The AUTOMATIC NEUTRAL
– BRAKE-BASED (BBAN) INPUT function
requires installation of an anti-rollback The preselect defined by AUTOMATIC NEUTRAL:
feature (or “hill holder”) on the vehicle to Brake-Based Auto-Neutral Preselect Range is
prevent inadvertent rollback during Neutral invoked whenever the GPI is active (on).
states associated with the function.
BBAN will activate when all of the following are true
It is the responsibility of the vehicle for a calibrated period of time:
manufacturer to design and install the anti-
— BBAN GPI CA is active (on)
rollback feature to ensure satisfactory
operation during all BBAN operating — The J1939 brake switch input is active
modes, including:
— Throttle position and output shaft speed are below
 BBAN activation, where the TCM is calibrated values
automatically shifting the transmission
into Neutral, or holding the — A forward range has been selected, commanded
transmission in Neutral. or attained
 BBAN deactivation, where the TCM is — No ABS events are active or pending
automatically shifting the transmission
from Neutral to Drive. — A shift is not currently in process
 BBAN deactivation during a failure — Neither ANSI, ANSISSO nor ANDI w/ARTR are
mode response, where the TCM active
latches the transmission in Neutral and
does not allow an automatic return to — There are no active DTCs pertaining to the J1939
range. brake switch input, output shaft speed sensor,
turbine speed sensor or shift selector.
To ensure the above requirement is met, Application — The vehicle has moved (turbine speed has risen
Engineering review is required. above a calibrated value) within the last 10
activations of the function.
B.4.6.6.3. PTO Engagement
In applications using schematic CA1, the PTO drive When BBAN is activated, Neutral is commanded,
is required to be engaged when Neutral is attained. and the requested range display flashes when
This discourages the operator from driving the Neutral is attained.
vehicle for long periods of time with the function
active, and repeatedly generating high rpm Neutral BBAN will deactivate (allow a shift to the starting
to Drive shifts. forward range for the current shift selector position) if
any of the following become true:
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— The J1939 brake switch input transitions from — GPI CN (AUTOMATIC NEUTRAL WITH RETURN
active to inactive TO RANGE), or the J1939-based equivalent
— BBAN GPI CA deactivates (is turned off) …activate while BBAN is enabled, the automatic-
return-to-range capability of BBAN is canceled. The
— The operator manually re-selects a range operator must manually re-select range via the shift
selector.
— Output shaft speed exceeds a customer-defined
calibration value. B.4.6.7.2. BBAN Implementation Example
B.4.6.7.1. Allison Function Interactions 1. As a refuse hauler pulls up to retrieve and empty
a residential trash container, the operator turns
AFRI – Single Input on the BBAN enable switch.
The J1939-based version of GPI E (AUXILIARY
FUNCTION RANGE INHIBIT – SINGLE INPUT) is 2. The TCM invokes the BBAN preselect.
compatible with BBAN (the GPI version is
compatible as well, but is currently not offered in any 3. The service brakes are applied and the vehicle
GPIO packages with BBAN). comes to a stop.
Normally AFRI will not let the transmission go into 4. If all activation criteria are met, BBAN becomes
range unless the brake pedal is depressed. This is active (typically as the vehicle passes through
true with BBAN, except when Neutral has been the output speed threshold), the transmission
achieved due to BBAN activation. In that case, shifts into Neutral, and the requested range
AFRI is overridden when the brake pedal is display begins to flash (range inhibit indicator
released, so the transmission can automatically also comes on). The operator continues to
return to range. apply the service brakes.
Neutral At Stop 5. The vehicle system engages the PTO drive and
BBAN can be used in conjunction with either Neutral increases engine rpm to assist in the hydraulic
At Stop Standard or Premium functions. operation of the container arm.
The time period that BBAN activation criteria must 6. Once the container has been retrieved, dumped,
be met is shorter than that required for Neutral At and replaced, the operator releases the brake
Stop activation. As such, if GPI CA is active and all pedal and depresses the accelerator to move to
other BBAN activation criteria are met, the TCM will the next container. Transmission re-engagement
activate BBAN when the vehicle comes to a stop. begins when the brake pedal is released and
Neutral At Stop will not activate while BBAN is engine speed drops to an acceptable level.
active.
7. The vehicle OEM anti-rollback device prevents
If GPI CA is inactive, Neutral At Stop will activate the vehicle from rolling while high idle is
when the vehicle comes to a stop disengaged, engine rpm decreases, and the
operator transitions from the service brakes to
If GPI CA is activated after Neutral At Stop has the accelerator pedal.
already become active, BBAN will not activate. The
operator must release the service brakes to 8. When shift criteria are met, the transmission
deactivate Neutral At Stop, and then reapply the shifts into Drive and the vehicle moves away.
service brakes to activate BBAN.
Other Automatic Neutral Functions
B.4.6.8.1. Brake Switch Input Failures While
If any of the following functions: BBAN is Active
— GPI L (AUTOMATIC NEUTRAL – SINGLE If the service brake pedal is depressed and BBAN is
INPUT) active, and the J1939 Brake Switch signal then
indicates 10b (Error), 11b (Not Available) or
— GPI CH (AUTOMATIC NEUTRAL – SINGLE reception is lost, the TCM will latch the transmission
INPUT, INVERTED) in Neutral. PTO engagement and engine high idle
operation are maintained. When the brake pedal is
— GPI CD (AUTOMATIC NEUTRAL – SINGLE released, the operator will have to manually re-
INPUT WITH SHIFT SELECTOR OVERRIDE) select range via the shift selector.
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B.4.6.9. VEHICLE SYSTEM FAILURE MODES &
RESPONSES
The vehicle system is required to detect any brake
switch failures and indicate 10b (Error) in the
appropriate J1939 brake switch parameter within 3
seconds of detection.
B.4.6.10. INSTALLATION CHECKLIST: BBAN


questions in the following test sequences:
B.4.6.10.1. General
B.4.6.10.2. Inputs
 Is the brake switch information provided from an

acceptable parameter and source address?
 Is GPI CA wired properly per the chosen

schematic found in Sales Tech Data?
B.4.6.10.3. Normal Operation
 When the BBAN activation criteria are met, does

the transmission shift to Neutral when the brake
pedal is depressed?
 In applications using schematic CA1, does the

PTO drive engage when the transmission goes
to Neutral?
 Does the transmission return to range when the

brake pedal is released?
 Does the vehicle OEM’s hill-holder maintain

vehicle position during the time period between
service brake release and driveline re-
engagement?
B.4.6.10.4. Failure Modes
With BBAN active, disconnect the brake switch input

from the component broadcasting the J1939 signal:
 Does the J1939 Brake Switch signal indicate

10b (Error) within 3 seconds of detection?
 Does the vehicle OEM’s hill-holder maintain

vehicle position when the TCM latches Neutral?
th
B.4.7. AUTOMATIC NEUTRAL – DUAL B.4.7.3.1. VEPS / ACCT Trims
INPUT W/AUTOMATIC RETURN Trim [25050] AUTOMATIC NEUTRAL: Maximum
TO RANGE Output Speed for Dual Input Functions will
influence function operation.
B.4.7.4. INTERACTION WITH OTHER ALLISON
FUNCTIONS
configuration(s) described. ANDI w/ARTR may be used in the same application
Implementations or use of this feature as NUETRAL AT STOP or AUTOMATIC NEUTRAL
which differ from that described could – BRAKE-BASED (BBAN) INPUT. In all cases,
result in damage to equipment or property, ANDI w/ARTR will take priority over the above
serious personal injury, or loss of life. functions.
Allison Transmission is not liable for B.4.7.5. J1939 PARAMETER AND SA USE
consequences associated with Items marked (V) can be modified via VEPS.
incorrect implementation or unintended Parameters may be enabled or disabled, and SAs
use of this feature. may be set to an OEM-specified value. See AUTO-
DETECTION for SA selection details.
B.4.7.1. OVERVIEW
B.4.7.5.1. Required Support
Automatic Neutral – Dual Input w/Automatic Return
The J1939 network is required to provide CCVS1
to Range (ANDI w/ARTR) achieves Neutral when
Parking Brake Switch from one of the following SAs,
the operator applies the parking brake while the
in order of TCM preference:
vehicle is at a stop. When the service brake is
applied and the parking brake then released, the 1. SA 17 (Cruise Control)
(V)
transmission will automatically return to range. 2. SA 49 (Cab Controller)
In addition to the J1939 implementation discussed
4. SA 23 (Instrument Cluster #1)
here, ANDI w/ARTR can also be accomplished via a
th 5. SA 33 (Body Controller)
GPI CN; see the Allison 5 Generation Controls
Installation Manual.
The J1939 network is also required to provide one of
the J1939 brake switch parameters as described
The J1939-based implementation is optional in 1000 under SERVICE BRAKE STATUS INPUT.
– 4000 Series applications.
B.4.7.3. CONFIGURATION (VEPS / ACCT) RESTRICTIONS
[18010] ON-VEHICLE PROTOCOL: CAN1 WARNING: ANDI w/ARTR activation does
[18020] ON-VEHICLE PROTOCOL: CAN2 not activate output function GPO S
Parameters are only received on the CAN port set to (NEUTRAL INDICATOR FOR PTO
SAE J1939, FULL FUNCTIONALITY. OUTPUT).
[25049] AUTOMATIC NEUTRAL – DUAL INPUT

WITH AUTOMATIC RETURN TO RANGE CAUTION: When this function is enabled
Must be set to J1939 CCVS1 PARKING BRAKE via VEPS, the transmission will shift into
SWITCH. Neutral whenever the vehicle is stopped
and the parking brake is applied. As such,
[25300] SERVICE BRAKE STATUS INPUT the parking brake can no longer be used
independent of the service brakes as a “hill
Must be set to J1939 CCVS1 BRAKE SWITCH or
holder” while driving.
J1939 EBC1 EBS BRAKE SWITCH to enable TCM
parameter reception. For example, if a vehicle stops on a grade
and the parking brake is applied, the
transmission will shift to Neutral. To
resume driving, the operator must apply
the service brakes before releasing the
parking brake in order to prevent vehicle
rollback.
th
J1939-based ANDI w/ARTR may not be used in the After ANDI w/ARTR is active
same application with: If either the J1939-based service brake status input
or Parking Brake Switch reception are lost or
— GPI L (AUTOMATIC NEUTRAL – SINGLE indicates 10b (error) or 11b (not available) while the
INPUT) function is active (transmission is in Neutral), the
transmission will not automatically return to range.
— GPI CH (AUTOMATIC NEUTRAL – SINGLE
The operator must re-select range to exit the
INPUT, INVERTED)
function. No DTCs are set.
— GPI CD, nor the J1939-based version of
B.4.7.9. INSTALLATION CHECKLIST: ANDI
AUTOMATIC NEUTRAL – SINGLE INPUT WITH
W/ARTR
SELECTOR OVERRIDE
— GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT) implementations for the following minimum
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT to assist implementation development, it is not a
WITH SERVICE BRAKE STATUS) substitute for requirements described previously.
— GPI CF (AUTOMATIC NEUTRAL – IDLE START / Acceptable implementations will answer “yes” to all
STOP) questions in the following test sequence:
— GPO S (NEUTRAL INDICATOR FOR PTO  Is the TCM calibration configured properly?
OUTPUT)
 Start the engine, release the parking brake, and
B.4.7.7. NORMAL OPERATION select Drive. Set the parking brake. Does the
For each key switch cycle, ANDI w/RTR logic must transmission shift to Neutral?
observe two brake switch input cycles before it will
respond to a park brake request to go to Neutral.  Apply the service brakes, and then release the
parking brake. Does the transmission shift back
After brake switch input operation is confirmed: If a into range?
forward range is selected and vehicle speed is
below a calibrated speed limit, the function will
activate and command the transmission to Neutral
when Parking Brake Switch transitions from 00b
(parking brake not set) to 01b (parking brake set).
While in this mode, the shift selector display will

flash the requested range digit.
To resume operation in the selected drive range, the

service brakes must first be applied, and then
Parking Brake Switch must transition from 01b to
00b. The transmission will then automatically return
to the previously selected range. In addition, the
operator can override ANDI w/RTR by manually re-
selecting a range on the shift selector.
B.4.7.8.1. Loss of Communication
Prior to ANDI w/ARTR being active

If either the J1939-based service brake status input
or Parking Brake Switch reception are lost or
indicates 10b (error) or 11b (not available) while the
function is inactive (transmission is in range), the
transmission will not automatically go to Neutral
when the parking brake is applied. No DTCs are
set.
th
B.4.8. AUTOMATIC NEUTRAL – B.4.8.3.1. VEPS / ACCT Trims
SINGLE INPUT (ANSI) Trim [25070] AUTOMATIC NEUTRAL: Maximum
Output Speed for PTO will influence PTO operation
WARNING: The following sections when ANSI is active.
function which has been validated in the B.4.8.4. J1939 PARAMETER AND SA USE
configuration(s) described. Items marked (V) can be modified via VEPS.
Implementations or use of this feature Parameters may be enabled or disabled and SAs
which differ from that described could may be set to an OEM-specified value. See AUTO-
result in damage to equipment or property, DETECTION for SA selection details.
Allison Transmission is not liable for The J1939 network is required to provide CCVS1
consequences associated with Parking Brake Switch from one of the following SAs,
incorrect implementation or unintended in order of TCM preference:
use of this feature.
(V)
B.4.8.1. OVERVIEW 2. SA 49 (Cab Controller)
NEW TO THIS PUBLICATION: 4. SA 23 (Instrument Cluster #1)
Clarified that J1939-based ANSI cannot be 5. SA 33 (Body Controller)
used to satisfy the ANSI requirement of 6. SA 00 (Engine #1)
GPI AW (2ND REVERSE INPUT).
Automatic Neutral – Single Input (ANSI) commands RESTRICTIONS
the transmission to neutral when the park brake is WARNING: ANSI activation does not
applied, regardless of range requested on the shift activate output function GPO S (NEUTRAL
selector. To shift out of Neutral, the operator must INDICATOR FOR PTO OUTPUT).
release the park brake and re-select a range.
This function can also be accomplished via GPI L CAUTION: When this function is enabled
(AUTOMATIC NEUTRAL – SINGLE INPUT) or GPI via VEPS, the transmission will shift into
CH (AUTOMATIC NEUTRAL – SINGLE INPUT, Neutral whenever the vehicle is stopped
th
INVERTED). See the Allison 5 Generation and the parking brake is applied. As such,
Controls Installation Manual for details. the parking brake can no longer be used
independent of the service brakes as a “hill
B.4.8.2. AVAILABILITY holder” while driving.
The J1939-based implementation is optional in 1000
– 4000 Series applications, but not available with For example, if a vehicle stops on a grade
EVS and OFS vocational models. and the parking brake is applied, the
B.4.8.3. CONFIGURATION (VEPS / ACCT) resume driving, the operator must apply
[18000] THROTTLE AND LOAD SOURCE parking brake in order to prevent vehicle
Must set to PRIMARY ON-VEHICLE PROTOCOL. rollback.

J1939-based ANSI may not be used to satisfy the
GPI AW (2ND REVERSE INPUT) ANSI requirement;
Parameters are only received on the CAN port set to see Technical Document (TD) 191, Application and
SAE J1939, FULL FUNCTIONALITY. Installation Requirements for the 2nd Reverse
Feature With Allison 5th Gen Controls.
[25030] AUTOMATIC NEUTRAL – SINGLE INPUT
Must be set to J1939 CCVS1 PARKING BRAKE J1939-based ANSI may not be used in the same
SWITCH OR PT-CAN to enable TCM parameter application with:
reception.
— GPI CD, nor the J1939-based version of
SELECTOR OVERRIDE
th
— GPI AG1 (AUTOMATIC NEUTRAL – DUAL
INPUT activated by park brake input)
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT

WITH SERVICE BRAKE STATUS) variation AK3
nor AK5 (activated by service brake and park
brake)
— GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT

WITH AUTOMATIC RETURN TO RANGE

When Parking Brake Switch indicates 01b (parking
brake set) and both transmission output shaft speed
and throttle input are below calibrated limits, the
function will activate and command the transmission
to Neutral regardless of shift selector position.
When active, the requested range digit on the shift

selector display is flashed and/or the Range Inhibit
Indicator is activated. To resume driving, the
operator must release the parking brake (such that
Parking Brake Switch = 00b) and re-select a drive
range on the shift selector. Range selections are
ignored while Parking Brake Switch = 01b.

The ANSI function will not activate (i.e. shift the
transmission to Neutral) if Parking Brake Switch
indicates 10b (error) or 11b (not available).
If Parking Brake Switch reception is lost or indicates

10b (error) or 11b (not available) while the function
is already active (the transmission is in Neutral),
there is no impact to the function operation. The
operator must re-select a range to exit the function,
as normal. No DTCs are set.
B.4.8.8. INSTALLATION CHECKLIST: ANSI


questions in the following test sequence:
 Clear any Allison DTCs. Start the engine,

release the parking brake, and select Drive. Set
the parking brake. Does the transmission shift
to Neutral?
 Release the parking brake and re-select Drive.

Does the transmission shift into range?
th
B.4.9. AUTOMATIC NEUTRAL – B.4.9.4. J1939 PARAMETER AND SA USE
SINGLE INPUT WITH SHIFT Items marked (V) can be modified via VEPS.
SELECTOR OVERRIDE Parameters may be enabled or disabled and SAs
may be set to an OEM-specified value. See AUTO-
WARNING: The following sections DETECTION for SA selection details.
configuration(s) described. The J1939 network is required to provide CCVS1
Implementations or use of this feature Parking Brake Switch from one of the following SAs,
which differ from that described could in order of TCM preference:
result in damage to equipment or property, (V)
Allison Transmission is not liable for 3. SA 39 (Management Computer #1)
consequences associated with 4. SA 23 (Instrument Cluster #1)
incorrect implementation or unintended 5. SA 33 (Body Controller)
use of this feature. 6. SA 00 (Engine #1)

B.4.9.1. OVERVIEW RESTRICTIONS
Automatic Neutral – Single Input w/Shift Selector
Override (ANSISSO) commands the transmission to WARNING: ANSISSO activation does not
neutral when the park brake is applied, regardless of activate output function GPO S (NEUTRAL
range requested on the shift selector. To shift out of INDICATOR FOR PTO OUTPUT).
Neutral, the operator must re-select a range.
This function can also be accomplished via GPI CD CAUTION: When this function is enabled
th
(see the Allison 5 Generation Controls Installation via VEPS, the transmission will shift into
Manual). Neutral whenever the vehicle is stopped
and the parking brake is applied. As such,
B.4.9.2. AVAILABILITY the parking brake can no longer be used
The J1939-based implementation is optional in 1000 independent of the service brakes as a “hill
– 4000 Series, H3000 and TC10 applications. In holder” while driving.
TC10 applications, the vehicle is required to support
For example, if a vehicle stops on a grade
either the GPI- or J1939-based version of this
and the parking brake is applied, the
function.
B.4.9.3. CONFIGURATION (VEPS / ACCT) resume driving, the operator must apply
[18000] THROTTLE AND LOAD SOURCE parking brake in order to prevent vehicle
rollback.
Must set to PRIMARY ON-VEHICLE PROTOCOL.
[18010] ON-VEHICLE PROTOCOL: CAN1 J1939-based ANSISSO may not be used in the
[18020] ON-VEHICLE PROTOCOL: CAN2 same application with:
SAE J1939, FULL FUNCTIONALITY. — GPI L2 (AUTOMATIC NEUTRAL – SINGLE
INPUT for park brake), nor the J1939-based
[25036] AUTOMATIC NEUTRAL – SINGLE INPUT version of AUTOMATIC NEUTRAL – SINGLE
WITH SELECTOR OVERRIDE INPUT
Must be set to J1939 CCVS1 PARKING BRAKE
SWITCH to enable TCM parameter reception. — GPI CH (AUTOMATIC NEUTRAL – SINGLE
INPUT, INVERTED) if it is activated by a park
B.4.9.3.1. VEPS / ACCT Trims brake input
Trim [25050] AUTOMATIC NEUTRAL: Maximum
Output Speed for PTO will influence PTO operation — GPI AG1 (AUTOMATIC NEUTRAL – DUAL
when ANSISSO is active. INPUT activated by park brake input)
th
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT B.4.9.8. INSTALLATION CHECKLIST: ANSISSO
WITH SERVICE BRAKE STATUS) variations AK3 Allison Application Engineering will review new
or AK5 (activated by service brake and park implementations for the following minimum
brake) functionality. While vehicle OEMs may use this list
— GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT substitute for requirements described previously.
WITH AUTOMATIC RETURN TO RANGE)
— GPI CF (AUTOMATIC NEUTRAL – IDLE START / questions in the following test sequence:
STOP)
WARNING: ANSISSO activation does not  Clear any Allison DTCs. Start the engine,
activate output function GPO S (NEUTRAL release the parking brake, and select Drive. Set
INDICATOR FOR PTO OUTPUT). the parking brake. Does the transmission shift
to Neutral?
When Parking Brake Switch indicates 01b (parking  Release the parking brake and re-select Drive.
brake set) and both transmission output shaft speed Does the transmission shift into range?
and throttle input are below calibrated limits, the
function will activate and command the transmission
to Neutral regardless of shift selector position.
When active, the requested range digit on the shift

selector display is flashed and/or the Range Inhibit
Indicator is activated. To resume driving, the
operator must re-select a drive range on the shift
selector. This may be done after Parking Brake
Switch = 00b (parking brake not set), or as an
override while Parking Brake Switch = 01b (parking
brake set).
If the input is overridden, Parking Brake Switch must

be toggled to 00b (parking brake not set) for at least
one message broadcast before the function can be
enabled again by setting it to 01b (parking brake
set).

If Parking Brake Switch reception is lost or indicates
10b (error) or 11b (not available) while the function
is already active (the transmission is in Neutral),
there is no impact to the function operation. The
operator must re-select a range to exit the function,
as normal. However, Parking Brake Switch must
indicate 01b (parking brake set) before the function
can activate again. No DTCs are set.
th
B.4.10. AUXILIARY FUNCTION RANGE [25090] AUXILIARY FUNCTION RANGE INHIBIT –
INHIBIT – SINGLE INPUT SINGLE INPUT
For AFRI purely via J1939, must be set to ONLY
WARNING: The following sections SERVICE BRAKE STATUS. For AFRI via J1939
describe the intended use of a specific brake input and the GPI in series, must be set to
function which has been validated in the EITHER GPI E OR GPI AI, AND SERVICE BRAKE
configuration(s) described. STATUS (IN SERIES).
which differ from that described could [25300] SERVICE BRAKE STATUS INPUT
result in damage to equipment or property, Must be set to J1939 CCVS1 BRAKE SWITCH or
serious personal injury, or loss of life. J1939 EBC1 EBS BRAKE SWITCH to enable TCM
parameter reception.
consequences associated with [10010] VOCATIONAL USAGE
incorrect implementation or unintended The “3000/4000 Series EVS Application Response”
use of this feature. described under TCM FAILURE MODES AND
RESPONSES will only be invoked if VOCATIONAL
B.4.10.1. OVERVIEW USAGE is set to one of:
NEW TO THIS PUBLICATION: — CRASH / RESCUE /MILITARY

C132 to C142 software have a deficiency — FIRE / EMERGENCY
with the EVS Application Response: — SPECIALTY / MILITARY
During J1939 brake switch communication
failures, the TCM correctly allows AFRI [24000] GENERAL PURPOSE INPUTS AND
operation, but does not indicate the failure; OUTPUTS (GPIO) PACKAGE
DTC U0400 is not set, and neither the If an OEM desires to use the AFRI GPI in series with
Check Transmission nor Transmission the J1939 input, the selected GPIO package must
Service Indicators are activated. This contain GPI E or GPI AI.
deficiency will be addressed in an
upcoming software release. B.4.10.4. J1939 PARAMETER AND SA USE

Auxiliary Function Range Inhibit (AFRI) is used to
prevent inadvertent range selection when auxiliary The J1939 network is required to provide one of the
equipment is operating, and to prevent transmission J1939 brake switch parameters as described under
engagement unless the brake pedal is depressed. SERVICE BRAKE STATUS INPUT.
AFRI input examples include a push-button, door B.4.10.5. OTHER REQUIREMENTS /

status, or service brake switch. J1939 parameters RESTRICTIONS
may be substituted for a brake switch GPI. In this Vehicle OEMs and body builders should be
case, the GPI can then be used as an additional conscious of potential operational differences when
signal processed in series with the brake switch. substituting a J1939 brake switch parameter for a
TCM GPI connected to a brake switch.
The J1939-based implementation is optional in 1000 J1939 brake switch parameters in no way indicate
– 4000 Series, H3000 and TC10 applications. that any braking force is being generated; they
merely indicate an operator’s desire to apply the
The “3000/4000 Series EVS Application Response” brakes. OEM systems designed for a brake
described under TCM FAILURE MODES AND pressure switch – particularly where the switch
RESPONSES is only available with EVS threshold is intentionally high enough to ensure
(Emergency Vehicle Series) VMCs. brake application – may very likely react in a
different fashion if a J1939 brake switch parameter
B.4.10.3. CONFIGURATION (VEPS / ACCT) is substituted for the analog pressure switch input.

th
NOTE: If AFRI has been enabled in B.4.10.7.4. Interaction w/GPI Function AK –
calibration but the appropriate inputs are Automatic Neutral, Dual Input w/
not connected or supported, the Service Brake Status
transmission cannot be shifted out of Operation is most easily described through the
Neutral. Proper connections must be scenario below where the brake pedal is released
made, or the function must be turned off and reapplied during Auto-Neutral operation.
via service tool.
1. With the selector in Drive, the vehicle is moving,
and the Auto-Neutral cab switch is on.
When AFRI receives an active input signal, the TCM 2. The operator depresses the brake pedal and
will recognize the request for a Neutral-to-range shift stops the vehicle.
and, if all other operating conditions are acceptable,
will command the requested shift. 3. The operator applies the work brake, activating
the Auto-Neutral logic.
When AFRI is not receiving an active input signal, all
Neutral-to-range shifts are inhibited, and remain so 4. The transmission shifts into Neutral, and the
until an active input signal is received or the output Auto-Neutral inhibit is indicated inhibit by the
speed exceeds a preset value. Shifts which change flashing requested range digit on the selector.
vehicle direction (Drive-to-Reverse, Reverse-to- Often, engine speed is then increased for PTO
Drive) are permitted. operation.
B.4.10.7. OPERATION VS. VEPS OPTIONS 5. If the brake pedal is released while the Auto-
Three physical implementations are available per Neutral inhibit is active, the AFRI inhibit goes
VEPS option AUXILIARY FUNCTION RANGE active but does not latch on since it knows an
INHIBIT INPUT: Auto-Neutral inhibit is currently active. Again,
this is transparent to the operator.
B.4.10.7.1. ONLY GPI E IF DEFINED IN
SELECTED GPIO PACKAGE 6. The operator is ready to move on; the brake
TCM J1939 reception does not affect the function. pedal is depressed again, and the work brake is
released.
When the AFRI GPI wire circuit is open, the function
is active, and shifts are inhibited. See the Allison 5
th 7. The transmission exits Auto-Neutral and
Generation Controls Installation Manual for more automatically returns to range after engine
information. speed falls to an acceptable level. Per the
intended use of the Auto-Neutral function, the
B.4.10.7.2. ONLY SERVICE BRAKE STATUS operator does not have to re-select Drive.
(where the SBS input is a J1939
brake switch parameter) B.4.10.8. TCM FAILURE MODES & RESPONSES
Below a calibrated speed limit, when the J1939 B.4.10.8.1. General
brake switch parameter indicates 00b (brake pedal th
Beginning with the introduction of Allison 5
released), the function is active and shifts are
Generation Controls, the TCM no longer performs
inhibited. The J1939 brake switch parameter must
rationality tests on the J1939-based brake switch
indicate 01b (brake pedal depressed) to shift out of
inputs. DTC P0703 (Brake Switch Circuit) is only set
Neutral.
when issues are detected with the Service Brake
B.4.10.7.3. BOTH GPI W & SERVICE BRAKE Status GPI.
STATUS (IN SERIES)
Using the J1939 brake switch parameter as an AFRI
input frees GPI E to monitor another additional input
to this function such as door status or ramp status.
The TCM inhibits shifts from Neutral unless both the

GPI circuit is closed and the J1939 brake switch
parameter indicates 01b (brake pedal depressed).
th
B.4.10.8.2. Non-EVS (Emergency Vehicle B.4.10.9. INSTALLATION CHECKLIST: AFRI
Series) Application Response Allison Application Engineering will review new
WARNING: If J1939 brake switch implementations for the following minimum
reception is lost or indicates Error or Not functionality. While vehicle OEMs may use this list
Available, the TCM assumes the brake to assist implementation development, it is not a
pedal is released; shifts from Neutral are substitute for requirements described previously.
continuously inhibited.
Body builders and vehicle OEMs are urged questions in the following test sequences:
to consider this failure mode. If deemed
B.4.10.9.1. General
critical for their product, they should
consider using GPI F (AUXILIARY  Is the TCM calibration configured properly?
FUNCTION RANGE INHIBIT – DUAL
INPUT) for improved failure mode  If GPI E or GPI AI is to be used, is it available in
robustness. the active GPIO package?
B.4.10.8.3. 3000/4000 Series EVS Application  Are all parameter and SA requirements met?
Response
B.4.10.9.2. Normal Operation – J1939 Input
In non-EVS applications, J1939 input failures will
Only
prevent the transmission from going into range.
1. Clear any Allison DTCs. Start the engine.
In EVS applications, the TCM will override the AFRI
interlock functionality during J1939 input failures so 2. With the brake pedal released, select Drive.
the vehicle may still be moved. The TCM will Does the transmission remain in Neutral?
assume the brake pedal is depressed and allow the
transmission to go into range, even though the 3. Move the selector back to Neutral.
J1939 brake switch parameter may indicate Error or
Not Available. 4. Depress the brake pedal, and select Drive.
Does the transmission shift to a forward range?
In conjunction with the above response, DTC U0400
is logged and both the Check Trans Indicator and B.4.10.9.3. Normal Operation – GPI E and
the Transmission Service Indicator are activated. J1939 Input
These inform the operator that even though the
AFRI function appears to operate normally, there is 1. Clear any Allison DTCs. Start the engine.
actually something wrong with the vehicle.
2. With the brake pedal released and the GPI
open, select Drive. Does the transmission
NOTE: The preference is to only use the
remain in Neutral?
Transmission Service Indicator for this
purpose, to better align with the indication 3. Move the selector back to Neutral.
used with GPI F (AFRI DUAL INPUT).
The Transmission Service Indicator 4. With the brake pedal released and the GPI
conveys that the issue does not warrant closed, select Drive. Does the transmission
taking the vehicle out of service remain in Neutral?
immediately. The transmission and
vehicle are fully functional, but the interlock 5. Move the selector back to Neutral.
is no longer effective. Check Trans
indications often accompany an issue may 6. With the brake pedal depressed and the GPI
restrict transmission operation. open, select Drive. Does the transmission
remain in Neutral?
Allison recommends future
implementations of J1939-based AFRI in 7. Move the selector back to Neutral.
EVS applications install the Transmission
Service Indicator for this purpose. 8. With the brake pedal depressed and the GPI
closed, select Drive. Does the transmission shift
Currently both indicators are activated to to a forward range?
maintain compatibility with applications
without a Transmission Service Indicator.
th
B.4.11. CHECK TRANS INDICATOR B.4.11.4. J1939 MESSAGE, PARAMETER AND
SA USE
WARNING: The following sections Regardless of implementation, the display controller
describe the intended use of a specific is required to receive two distinct pieces of TCM
function which has been validated in the information:
Implementations or use of this feature — A parameter or message to trigger activation of
which differ from that described could the indicator, and
result in damage to equipment or property,
serious personal injury, or loss of life. — A heartbeat message to detect communication
loss between the display controller and the TCM.
consequences associated with B.4.11.4.1. DM1 Trigger – Required Support
incorrect implementation or unintended When triggering this indicator via DM1, the display
use of this feature. controller is required to receive ALL of the following
from SA 03 (Transmission #1):
B.4.11.1. OVERVIEW
— DM1 Suspect Parameter Number,
All Allison installations require a Check Trans — DM1 Amber Warning Lamp Status, and
Indicator to inform the operator when transmission — DM1 Failure Mode Identifier
issues exist. Operator interface options for this
function include a text display or a dedicated lamp
w/text or icon. Available TCM outputs for this NOTE: Specific data values conveyed in
function include: these three parameters are directly tied to
the J1939 activation of the Check Trans
— TCM dedicated output wire Indicator.
— J1939 DM1 message content
— J1939 ETC7 Transmission Warning Indicator Amber Warning Lamp Status alone cannot be used
to activate the Check Trans Indicator; the content of
Allison recommends DM1-based implementation for all three DM1 parameters must be considered.
text displays with generic lamps, and discrete
parameter implementation for dedicated lamps. Other SPN, Amber Warning Lamp Status and FMI
However, either output can be used to control either combinations may define other Allison indications or
indication type. fault conditions. Users should not assume that any
other combinations of SPN, Amber Warning Lamp
B.4.11.2. AVAILABILITY Status, and FMI values from SA 03 are indicative of
The J1939-based implementation is standard in all a “Check Trans” indication.
1000 – 4000 Series, H3000 and TC10 applications.
B.4.11.4.2. ETC7 Trigger – Required Support
B.4.11.3. CONFIGURATION (VEPS / ACCT) When triggering this indicator via the J1939 discrete
parameter, the display controller is required to
[18010] ON-VEHICLE PROTOCOL: CAN1 (V)
receive ETC7 Transmission Warning Indicator as
sent from SA 03 (Transmission #1).
Parameters are only broadcast on the CAN port set
to SAE J1939, FULL FUNCTIONALITY.
NOTE: While the ETC7 trigger can be
[30000] J1939 BROADCAST: ETC7 Transmission used to activate a generic AWL and text
Warning Indicator display, it is recommended for use with
Must be set to ENABLED if used to meet function discrete lamp implementations.
requirements.
B.4.11.4.3. Heartbeat Message
[30015] J1939 BROADCAST: DM1 The importance of the Check Trans Indicator
Must be set to ENABLED if used to meet function function dictates that communication integrity
requirements. between the display controller and TCM must be
monitored. If not, a situation could occur where
critical diagnostics are not conveyed to the operator.
To do this, the display controller is required to listen

for a TCM “heartbeat” -- a continuously broadcast
J1939 message present whenever the TCM is
th
powered up. Continual, periodic heartbeat reception Exception 1 – Text Prioritization during
informs the display controller that communication is Simultaneous RSL and AWL Events
occurring properly with the TCM. When multiple generic lamps are employed, it is
possible for the RSL (Red Stop Lamp) and AWL
It is recommended that the message used (DM1 or (Amber Warning Lamp) to be illuminated at the
ETC7) to activate the Check Trans Indicator also be same time. Per J1939-73, the RSL is higher priority:
used as the heartbeat signal. However, ETC1 or
ETC2 may also be used. — An RSL indicates a problem severe enough to
warrant stopping the vehicle.
The indicator is supplied and installed by the vehicle — An AWL indicates the presence of a problem, but
builder, and is required to be: the vehicle need not be immediately stopped.
— in the normal forward field of view of the vehicle When text display capacity is limited, it is acceptable
operator (preferred), or readily viewable as part of that Check Trans Indicator text is not visible when
the shift selector assembly. the RSL is lit. The Check Trans Indicator text should
be out-prioritized by text linked to the RSL. The
— clearly visible from both operator stations in dual display system is required to allow the operator to
selector applications (may require two indicators). “scroll through” items associated with the lamps
such that the Check Trans Indicator can be read.
— clearly visible under all vehicle lighting conditions,
both daytime and nighttime. Exception 2 – Text Prioritization during
Simultaneous AWL Events
Acceptable interface options are discussed below. When a generic AWL is employed, multiple events
For other potential implementations, please contact may simultaneously cause it to illuminate.
your Allison Application Engineer.
When text display capacity is limited, it is acceptable
B.4.11.5.1. Dedicated Lamp with Text
that Check Trans Indicator text is not immediately
Dedicated lamp text must read “CHECK TRANS”. visible when the AWL is lit due to these multiple
Other wording may be acceptable upon review of an situations. Again, the display system is required to
Allison Application Engineer. Yellow or amber color allow the vehicle operator to “scroll through” items
is strongly recommended, as “Check Trans” associated with the lamp such that the Check Trans
conditions do not warrant use of a red color. Indicator can be read.
B.4.11.5.2. Icon or Graphical Symbol In this situation, the operator knows an issue exists,
Per ISO 2575: “Road Vehicles – but may not know it is transmission-related until the
Symbols for Controls, Indicators, and text is scrolled through.
Tell-Tales”, this symbol represents a
transmission failure, and is acceptable Exception 3 – Text Suppression
for Allison Check Trans Indicator use. In some applications, Allison indicator text may
The preferred icon colors are yellow or amber. appear in a display area normally used to convey
other operator information. In these cases it is
B.4.11.5.3. Text Displays acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver push) to temporarily suppress the Check Trans
text display used alone or in conjunction with generic Indicator so normal display operation may resume.
warning and stop lamps is acceptable. In these
implementations, the lamps convey issue severity to The suppression may only exist for the current key
the operator, while the text display provides more switch cycle; i.e. if the key switch is cycled, the
specific information based on DM1 SPN and FMI Allison indicator text is required to reappear if active.
data. The operator may then opt to suppress the text for
that drive cycle.
With dynamically configurable display systems, the
visible content may change due to operating The key points are that (a) the vehicle operator must
conditions or driver selection. In general, Allison recognize and take physical action to suppress the
requires that the Check Trans Indicator text is visible indicator, and (b) the operator is informed of any
whenever active. However, there are three active indications again at the next key switch cycle.
exceptions for installations with generic lamps and /
or limited text display capacity: B.4.11.5.4. Communication Failure Indication
If the controller detects TCM communication loss,
operator notification is required; see FAILURE
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MODES AND DISPLAY CONTROLLER Activating the Indicator
RESPONSES. The intent is to avoid unknowingly If the display controller is receiving the heartbeat
operating the vehicle when the TCM cannot properly message (DM1, ETC1, ETC7 or ETC2), and then
indicate “Check Trans” conditions. receives DM1 from SA 03 (Transmission #1) with:
Physical implementation of this Communication — SPN = 2003 (General Transmission Fault) AND
Failure indication is left to the discretion of the — Amber Warning Lamp Status = 01b (On) AND
vehicle OEM. Acceptable examples include a lamp — Failure Mode Indicator = Any value
or text display with phrasing such as “Vehicle
Electrical Fault” or “Vehicle Electronic Fault”. No …then the Check Trans Indicator is required to be
specific wording is defined, as Allison realizes activated. See DM1 under J1939 MESSAGE AND
vehicle OEMs may already have a method to PARAMETER USE for sample data strings.
communicate such problems to the operator. Your
Allison Application Engineer must review all Deactivating the Indicator
implementations. If the display controller receives DM1 from SA 03
where:
Check Trans Indicator actuation is not an acceptable
means of representing a communication problem. If — SPN 2003 no longer appears, OR
only the Check Trans Indicator is active, service
technicians may assume there is a transmission — No faults are indicated, i.e. SPN = 0 and Amber
problem, when in fact it is most likely a vehicle Warning Lamp Status = 00b (Off)
network or wiring issue.
…then the display controller is required to deactivate
B.4.11.5.5. Bulb Checks the Check Trans Indicator. See DM1 under J1939
The display controller is required to perform a bulb MESSAGE AND PARAMETER USE for sample data
check and / or display check at the beginning of strings.
each key switch cycle.
Generic lamps and text displays use DM1

NOTE: The TCM does not broadcast a
DM1 “bulb check” message at power-up. Amber Warning Lamp to drive the lamp, and
There is no DM1 content that allows a DM1 SPN to drive the text display:
receiver to distinguish a momentary “bulb
check” from an actual diagnostic report.
Amber
CHECK TRANS
The TCM also does not send a “bulb Warning
check” in ETC7 Transmission Warning
Indicator at power-up; it is set to 00b.
Dedicated lamps must use the combination of
Allison recommends the lamp or indicator remain on DM1 Amber Warning Lamp and SPN for
for 2 seconds during the check. However, this not a lamp activation:
requirement, and a slightly longer or shorter time
period may be used.
CHECK
B.4.11.6. NORMAL OPERATION TRANS
OR
B.4.11.6.1. DM1 Trigger – Required Support

NOTE: While the DM1 trigger can be used
to activate a discrete Check Trans lamp, it RESPONSE TO DM1 CHECK TRANS INDICATOR
is recommended for use with generic TRIGGER
lamps and text displays.
DM1 may fluctuate between single and multi-frame

formats, depending on how many fault indications
are present. If only one indication is active, DM1 will
be sent in a single frame. If two or more indications
are active, DM1 will be sent via Transport Protocol.
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B.4.11.6.2. ETC7 Trigger – Required Support reception for 100 ms (10 x 10 ms SAE broadcast
rate) should trigger the communication failure
Activating the Indicator indication.
The display controller is required to continuously
activate the Check Trans Indicator when receiving The indication is required to remain on until either a
ETC7 Transmission Warning Indicator = 01b valid heartbeat message is received, OR the display
(Transmission Warning Indicator on continuously). controller is reset by cycling the key switch.
Deactivating the Indicator This logic informs the operator of a vehicle system
The display controller is required to deactivate the problem that may not allow “Check Trans”
Check Trans Indicator when receiving ETC7 indications to be communicated properly.
Transmission Warning Indicator = 00b
(Transmission Warning Indicator is off).
B.4.11.7. DISPLAY CONTROLLER FAILURE Amber

MODES AND RESPONSES COMM FAILURE
Warning
Fault logging, diagnostics and troubleshooting
related to loss of the Check Trans Indicator trigger
and / or heartbeat reception are the responsibility of
OR
the controller monitoring the parameter(s) and the
COMM
vehicle OEM. Dedicated Lamp
FAILURE
The following are minimum failure mode responses
by the J1939 device controlling the indicator. These OR
requirements help maintain operator awareness.
Allison-Approved Equivalent
B.4.11.7.1. Initialization or Response to Resets
The display controller may be powered down
intentionally (key switch turned off) or unintentionally
(intermittent power source) while an active indication RESPONSE TO HEARTBEAT LOSS WHILE
is present. CHECK TRANS INDICATOR INACTIVE
B.4.11.7.3. Loss of Trigger during Active

Regardless, Allison recommends that the display
Check Trans Indicator
controller default the indicator to an inactive state
when it reinitializes. If the issue is still active when If the display controller has been receiving an active
power returns, TCM broadcast data will reflect this Check Trans indication and trigger reception ceases,
and only then should the display controller reactivate it is required to activate the communication failure
the indicator. indication and continue to activate the Check Trans
Indicator until either:
This recommendation is based on the fact that some
Allison indications self-clear during a power cycle. — The trigger returns and indicates the Check Trans
Indicator has gone inactive, OR
B.4.11.7.2. Loss of Heartbeat While Check
Trans Indicator is Inactive — A key switch cycle resets the display controller,
and the trigger indicates the Check Trans
If a display controller fails to receive the designated
Indicator has gone inactive.
TCM heartbeat for a period greater than or equal to:
This logic maintains operator awareness of an active
SAE J1939 Check Trans Indicator in the event of complete
Heartbeat Broadcast Multiplier Timeout communication loss after the TCM has begun to
Message Rate Cushion Value indicate a problem.
ETC7 100 ms 10x 1s
DM1 1s 5x 5s
ETC1 10 ms 10x 100 ms
ETC2 100 ms 10x 1s
…then the display controller is required to activate a

communication failure indication for the operator.
For example, if ETC1 is the heartbeat, loss of ETC1
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B.4.11.8. INSTALLATION CHECKLIST: CHECK 4. Reconnect the TCM to the J1939 network; does
TRANS INDICATOR the Communication Failure indication deactivate
Allison Application Engineering will review new when TCM is reconnected?
functionality. While vehicle OEMs may use this list B.4.11.8.6. “Check Trans” Situation Self-Clears
to assist implementation development, it is not a During Key Switch Cycle
1. Clear any Allison DTCs. Start the engine.
questions in the following test sequences. 2. Create a “Check Trans” situation by unplugging
the transmission mating connector located on
B.4.11.8.1. General the transmission case or by unplugging the
J1939-based shift selector (3000/4000 Series
 Is the TCM calibration configured properly? and TC10 only).
B.4.11.8.2. Vehicle Preparation and Test Setup 3. Turn the key switch off and stop the engine.
These tests require the ability to disconnect or Reconnect the mating connector (or selector),
unplug the TCM from the J1939 network. Possible eliminating the “Check Trans” cause.
methods include:
4. Start the engine. When the bulb check is
— a modified engineering vehicle wiring harness, complete and the engine starts, does the Check
— a modified Allison service tool “T-Harness”, or Trans Indicator deactivate shortly afterwards?
— a switch box between the TCM & vehicle harness.
B.4.11.8.7. Loss of Trigger AND Heartbeat
B.4.11.8.3. Bulb Check / Text Display Check While Check Trans Indicator is
Active
1. Turn the key switch on; is a Check Trans
Indicator bulb check or text display check 1. Clear any Allison DTCs. Start engine.
performed at power up?
2. Create a “Check Trans” situation by unplugging
B.4.11.8.4. Normal Operation the transmission mating connector located on
the transmission case or by unplugging the
1. Clear any Allison DTCs. Start engine. J1939-based shift selector (3000/4000 Series
and TC10 only).
2. Create a “Check Trans” situation by unplugging
the transmission mating connector located on 3. Disconnect the TCM from the J1939 network by
the transmission case or by unplugging the open circuiting its J1939 connection. Does the
J1939-based shift selector (3000/4000 Series Communication Failure indication actuate in
and TC10 only). addition to the already active Check Trans
Indicator?
®
3. If necessary, verify the fault via Allison DOC .
Does the Check Trans Indicator actuate? 4. Reconnect the TCM to the J1939 network.
Does the Check Trans Indicator remain active
4. Reconnect the mating connector (or selector); while the Communication Failure indication
does the Check Trans Indicator deactivate when deactivates?
the fault clears?
B.4.11.8.5. Loss of Heartbeat While Check

Trans Indicator is Inactive
1. Clear any Allison DTCs and begin this sequence

with the key switch on and the engine not
running.
2. Remove the heartbeat by disconnecting the

TCM from the J1939 network; is a
Communication Failure actuated?
3. Is the Communication Failure indicated ONLY

by method(s) OTHER than the Check Trans
Indicator?
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B.4.12. CRUISE CONTROL, STANDARD B.4.12.4.1. Required Support
WARNING: The following sections Engine Percent Load at Current Speed from SA 00
describe the intended use of a specific (Engine #1) AND one of either:
(V)
configuration(s) described. CCVS1 Cruise Control States (all states) from one
Implementations or use of this feature of the following SAs, in order of TCM preference:
which differ from that described could (V)
result in damage to equipment or property, 1. SA 17 (Cruise Control)
serious personal injury, or loss of life. 2. SA 49 (Cab Controller)
3. SA 33 (Body Controller)
Allison Transmission is not liable for 4. SA 23 (Instrument Cluster #1)
consequences associated with 5. SA 00 (Engine #1)
incorrect implementation or unintended
use of this feature. OR
(V)
CCVS1 Cruise Control Active from SA 00 (Engine
B.4.12.1. OVERVIEW #1)
(V)
During cruise control operation, accelerator pedal

data is no longer a valid source for shift modulation. OR
In vehicle applications employing cruise control, the
TCM must know when the cruise control is active. EEC1 Engine Torque Mode state 0010b (Cruise
Control) from SA 00 (Engine #1)
The J1939-based implementation is standard in all If a CCVS1 parameter and EEC1 Engine Torque
1000 – 4000 Series, H3000 and TC10 applications. Mode are both present on the J1939 network, the
TCM will utilize the CCVS1 parameter and ignore
B.4.12.3. CONFIGURATION (VEPS / ACCT) the cruise indication (state 0010b – Cruise Control)
from Engine Torque Mode. The TCM will only make
[18010] ON-VEHICLE PROTOCOL: CAN1 use of the Engine Torque Mode cruise indication if
[18020] ON-VEHICLE PROTOCOL: CAN2 neither CCVS1 parameter is being received.
SAE J1939, FULL FUNCTIONALITY. NOTE: CCVS1 Cruise Control States is
the preferred parameter source for cruise
[18000] THROTTLE AND LOAD SOURCE control operation indication. New J1939
Must be set to PRIMARY ON-VEHICLE PROTOCOL implementations are encouraged to
to use EEC2 Percent Load at Current Speed and support this parameter, as it is a more
EEC1 Engine Torque Mode with this function. robust indication of cruise operation.
[29020] J1939 RECEPTION: CCVS1 Cruise
Control Active B.4.12.4.2. Optional Support
[29030] J1939 RECEPTION: CCVS1 Cruise If available, the TCM will also utilize CCVS1 Wheel-
Control States based Vehicle Speed from one of the following SAs,
If a vehicle OEM intends to meet the requirements of in order of TCM preference:
this function with one of the above parameters, that (V)
parameter is required to be set to ENABLED via
VEPS. Only one of the above parameters may be
enabled for reception in a given TCM calibration.
CCVS1 Cruise Control States is enabled by default. If available, the 1000/2000 Series may use CCVS1
Cruise Control Set Speed from one of the following
SAs, in order of TCM preference:
Items marked (V) can be modified via VEPS.
Parameters may be enabled or disabled and SAs 1. SA 17 (Cruise Control)
may be set to an OEM-specified value. See AUTO- 2. SA 49 (Cab Controller)
DETECTION for SA selection details. 3. SA 33 (Body Controller)
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RESTRICTIONS
Specific parameter behavior is required to avoid shift
cycling. See ALLISON IMPLEMENTATION under
the EEC2 Engine Percent Load at Current Speed
parameter definition for further information.

When the input in use indicates cruise is active, the
TCM uses Engine Percent Load at Current Speed
for shift modulation instead of accelerator pedal
data. Specific state support for Cruise Control
States is:
Bit Cruise Modulation

State Control States Source
000b Off / Disabled Pedal
001b Hold Load
010b Accelerate Load
011b Decelerate / Coast Load
100b Resume Load
101b Set Load
110b Accelerator Override Pedal
111b Not Available Pedal
In 1000/2000 Series applications, the differential

between Wheel-based Vehicle Speed and Cruise
Control Set Speed is used to prevent shift cycling.
B.4.12.7.1. TCM Loss of Cruise Status Input

If the J1939-based cruise control input is lost during
cruise operation, the TCM assumes cruise is inactive
after a timeout period expires. No DTCs are logged.
WARNING: If a proper cruise control

indication is not received during cruise
control operation, clutch control will be
incorrectly based on throttle position,
leading to significant reductions in shift
quality during cruise control operation, and
premature transmission wear and / or
damage.
Failure for Allison to receive this information may be

the result of – but not limited to – bus loading, wiring
integrity failures, electrical noise, or improper
B.4.12.7.2. TCM Loss of Speed Information

In 1000/2000 Series applications, loss of either
CCVS1 Wheel-based Vehicle Speed and / or Cruise
Control Set Speed may result in increased shift
cycling during cruise operation. No DTCs are
logged.
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B.4.13. CRUISE CONTROL, ADAPTIVE end product is suitable to them. Failure to do so
(ACC OR HEADWAY CONTROL) could result in shift cycling or harsh shifts, for
example.
Other TSC1-based ACC Systems
function which has been validated in the Allison recognizes that several suppliers have or are
configuration(s) described. working on TSC1-based ACC systems, including
Implementations or use of this feature Bosch, Continental, Delphi, Siemens VDO, and
TM
which differ from that described could Meritor WABCO (OnGuard ). However, as of this
result in damage to equipment or property, publication of Datalink Tech Data, Allison has not
serious personal injury, or loss of life. completed validation work with these systems.
Allison Transmission is not liable for B.4.13.4.2. “Conventional” Cruise Controls

consequences associated with Another approach to adaptive cruise control makes
incorrect implementation or unintended use of “traditional” cruise control system inputs. In
use of this feature. these applications, an external controller measures
and maintains vehicle distance by sending J1939-
B.4.13.1. OVERVIEW based ”Accel”, “Decel”, “Set Speed” and other inputs
traditionally set or adjusted by the vehicle operator.
Adaptive Cruise Control (ACC) systems or “headway
This type of system does not control the engine with
control” automatically match the speed of their own
any type of TSC1 command or limit.
vehicle to that of the traffic flow, and maintain a set
distance to the vehicle ahead of it. B.4.13.4.3. Internal Engine Algorithms
B.4.13.2. AVAILABILITY Here the distance-sensing device is a direct input
into the engine controller. Internal algorithms then
The J1939-based implementation is standard in all
adjust engine operation and therefore vehicle speed.
Again, TSC1 messages are not used.
B.4.13.5. INTEGRATION REQUIREMENTS
[18010] ON-VEHICLE PROTOCOL: CAN1 While Allison will support vehicle OEM validation of
[18020] ON-VEHICLE PROTOCOL: CAN2 ACC systems, the system integrator is responsible
Parameters are only received on the CAN port for determining the acceptability of the end product.
designated as SAE J1939, FULL FUNCTIONALITY.
B.4.13.5.1. TSC1-based ACC Systems
[18000] THROTTLE AND LOAD SOURCE All Allison TSC1 engine commands have TSC1
Must set to PRIMARY ON-VEHICLE PROTOCOL. Override Control Mode Priority 10b (Medium
priority). Allison strongly recommends other
B.4.13.4. OVERVIEW OF SYSTEM TYPES components commanding the engine do the same.
There are three basic ACC implementations, each Experience has shown that when multiple TSC1
using different means to control the engine and torque limits are simultaneously sent to the engine,
therefore vehicle speed: (a) J1939 TSC1 messages, the components involved normally desire the lowest
(b) conventional cruise control parameters, and (c) torque limit to be acted on. Per the SAE-defined
Internal engine algorithms. TSC1 arbitration process, the only way to ensure
this outcome is to use a common priority level.
Some ACC systems also control engine braking (via
J1939) and / or the vehicle service brakes to further B.4.13.5.2. ACC based on Conventional Cruise
optimize control of the set distance. Controls or Internal Engine
Algorithms
B.4.13.4.1. J1939 TSC1-based ACC Systems
Allison is compatible with these implementations as
These applications use external controllers to
long as the requirements are met as specified in
measure and maintain vehicle distance via J1939
function CRUISE CONTROL, STANDARD.
TSC1 commands and limits to the engine and its
brake system(s).
TM
Eaton VORAD SmartCruise
There are currently no known compatibility issues
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between Allison 5 Generation controls and
TM
VORAD SmartCruise . However, the system
integrator still needs to ensure that operation of the
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B.4.14. CRUISE CONTROL, VIA ENGINE AND
PTO GOVERNOR EEC2 Engine Percent Load at Current Speed from
SA 00 (Engine #1).
describe the intended use of a specific B.4.14.5. OTHER REQUIREMENTS /
function which has been validated in the RESTRICTIONS
Implementations or use of this feature This function may not be used during Pump Mode
which differ from that described could operation in OFS applications utilizing EEC2
result in damage to equipment or property, Accelerator Pedal Position 2 or EEC2 Remote
serious personal injury, or loss of life. Accelerator Pedal Position in function
ACCELERATOR PEDAL INPUT – DUAL MODE
Allison Transmission is not liable for OFS.
incorrect implementation or unintended B.4.14.6. NORMAL OPERATION
use of this feature. If the vehicle is moving and PTO Governor State
indicates an active state, the TCM uses Engine
Percent Load at Current Speed for shift modulation.
B.4.14.1. OVERVIEW
See the PTO Governor State parameter definition
Certain jobs (e.g. spreading, pouring, road striping) for TCM response to the specific states.
may use an engine PTO governor to maintain a very
slow vehicle speed. The operator toggles the PTO B.4.14.7. TCM FAILURE MODES & RESPONSES
Set / Resume and Accel / Decel switches to control
the vehicle speed. Occasionally this is referred to as WARNING: If PTO Governor State is not
“low speed cruise control”. received in these applications, clutch
control during ‘low speed cruise control’
If transmission shifting may occur during this mode shifts will be incorrectly based on throttle
of operation, support of this J1939-based function is position, leading to significant reductions in
required. There is no GPI equivalent to this function. shift quality during cruise control operation
and premature transmission wear and / or
B.4.14.2. AVAILABILITY damage.
1000 – 4000 Series and H3000 applications. Failure for Allison to receive this information may be
the result of – but not limited to – bus loading, wiring
B.4.14.3. CONFIGURATION (VEPS / ACCT) integrity failures, electrical noise, or improper
[18010] ON-VEHICLE PROTOCOL: CAN1 consider such failures during their design process.
Parameters are only received on the CAN port B.4.14.8. INSTALLATION CHECKLIST: CRUISE
designated as SAE J1939, FULL FUNCTIONALITY. CONTROL VIA PTO GOVERNOR
[18000] THROTTLE AND LOAD SOURCE implementations for the following minimum
Must be set to PRIMARY ON-VEHICLE PROTOCOL functionality. While vehicle OEMs may use this list
to use of EEC2 Percent Load at Current Speed and to assist implementation development, it is not a
CCVS1 PTO Governor State with this function. substitute for requirements described previously.
B.4.14.4. J1939 PARAMETER AND SA USE Acceptable implementations will answer “yes” to all
See AUTO-DETECTION for SA selection details. of the following questions:
B.4.14.4.1. Required Support  Is the TCM calibration configured properly?

If shifting may occur during PTO operation, the
J1939 network is required to provide:  Is CCVS1 PTO Governor State provided from an
acceptable source address?
CCVS1 PTO Governor State (all bit states) from one
of the following SAs, in order of TCM preference:  Does CCVS1 PTO Governor State reflect an
“active” state during all applicable Set / Resume
1. SA 39 (Management Computer #1) and Accel / Decal operation?
3. SA 00 (Engine #1)  Does CCVS1 PTO Governor State reflect “off” or
an “inactive” state when disabled or turned off?
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B.4.15. DIAGNOSTIC COMMUNICATION B.4.15.4.2. Allison Engineering Tools
WITH ALLISON TOOLS Engineering tools include ACE, Read / Write (RW)
and Datalog (DL), which are typically not used in the
B.4.15.1. OVERVIEW field for general service purposes. These tools may
This section covers the communication used with use SA 249 (Diagnostic Tool #1) and / or SA 250
®
Allison DOC and Allison engineering tools. For (Diagnostic Tool #2).
communication options for vehicle OEM devices ®
such as tools, recorders and displays, see In addition to PGN 55808 used by Allison DOC ,
DIAGNOSTIC COMMUNICATION FOR OEM USE. Allison engineering tools may use PGN 61184 –
Proprietary “A”, with the following source addresses
B.4.15.2. AVAILABILITY and resulting CAN identifiers:
1000 – 4000 Series, H3000 and TC10 applications. SA DA Priority CAN Identifier
B.4.15.3. CONFIGURATION (VEPS / ACCT) 250 03 6 0x18EF03FA

03 250 6 0x18EFFA03
There are no VEPS configuration requirements for
250 05 6 0x18EF05FA
this function.
250 06 6 0x18EF06FA
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Allison 5 Generation service and engineering tools Again, all 29-bit identifiers are J1939 compatible.
communicate with the TCM via J1939-compatible
UDS messaging. Engineering tools typically involve large data
transfers (e.g. loading software or a calibration) or
No parameter or source address requirements are reading real-time information from the TCM. In
placed on the vehicle builder; the information here is these situations, the tool and TCM utilize as much
included for network user awareness. network bandwidth as is possible; bus loading can
approach 95%.
®
B.4.15.4.1. Allison DOC
®
Allison DOC communication is accomplished via B.4.15.5. VEHICLE INTERFACE
UDS messaging. REQUIREMENTS
All Allison transmission installations require a
®
® diagnostic connection for Allison DOC . See
NOTE: Allison DOC is the only service ®
th ALLISON DOC CONNECTIONS for details.
tool validated for use with Allison 5
Generation Controls. Universal tools such
as Pro-Link or TransPro are not
recommended or approved.
SA 249 (Diagnostic Tool #1) is used for all

communication with the TCM. UDS content is
exchanged through PGN 55808 – Reserved for ISO
15765 using J1939-compatible 29-bit identifiers.
SA DA Priority Identifier
249 03 6 0x18DA03F9
03 249 6 0x18DAF903
Bus loading typically ranges from 5% to 10%.
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B.4.16. DIAGNOSTIC COMMUNICATION [300015] J1939 BROADCAST: DM1
FOR OEM USE Must be set to ENABLED if the vehicle OEM desires
DM1 broadcasts on the CAN port set to SAE J1939,
WARNING: The following sections FULL FUNCTIONALITY. OEMs not requiring this
describe the intended use of a specific support may opt to set to DISABLED.
configuration(s) described. B.4.16.3.2. Options Associated with Diagnostic
Implementations or use of this feature Protocol
result in damage to equipment or property, [18070] DIAGNOSTICS: Protocol
serious personal injury, or loss of life. The TCM must know the DTC format and method for
off-vehicle tool communication. Possible answers:
consequences associated with — SAE J1939-73
incorrect implementation or unintended — UDS WITH SAE J2012 DTC FORMAT (default)
use of this feature. — SSF 14230 WITH SAE J2012 DTC FORMAT
When a UDS- or SSF-based option is selected, that

B.4.16.1. OVERVIEW diagnostic protocol is available on all TCM CAN
This section describes diagnostic communication ports; CAN1, CAN2 (except H3000) and CAN3.
options available to the vehicle OEM. These options
facilitate communication with on-vehicle devices [18080] DIAGNOSTICS: J1939-73 Connection
(e.g. smart instrument clusters), and / or off-vehicle If SAE J1939-73 diagnostic communication is to be
devices (e.g. diagnostic code readers) that plug into used, the TCM must know the diagnostic connector
the vehicle diagnostic connector. location so it can replicate DM1 broadcasts and
support J1939-73 requests on that CAN port.
All Allison products are capable of the following, CAN1, CAN2 (except H3000) or CAN3 can be used.
depending on configuration:
B.4.16.4. J1939 DM1 SUPPORT
— VEPS selection of diagnostic protocol.
— Full J1939 SPN / FMI support for all DTCs. B.4.16.4.1. DM1 CAN Port Availability
— UDS & SSF 14230 support w/J2012 DTC format. TCM DM1 broadcasts can appear on up to two CAN
— TCM code clearing with all diagnostic protocols. ports in a given application:
In addition, J2012 DTC Display (PGN 64906) 1. Unless J1939 BROADCAST: DM1 =
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message support remains identical to Allison 4 DISABLED, DM1 is always broadcast on the
Generation Controls. CAN port where ON VEHICLE PROTOCOL =
All communication options are available in all 1000 – 2. If DIAGNOSTICS: Protocol = SAE J1939-73,
4000 Series, H3000 and TC10 applications. DM1 is also broadcast on the CAN port
assigned by DIAGNOSTICS: J1939-73
B.4.16.3. CONFIGURATION (VEPS / ACCT) Connection.
NOTE: VEPS options discussed here have
®
no impact on Allison DOC communication. B.4.16.4.2. DM1 Operation
When enabled, DM1 is always broadcast from SA 03
(Transmission #1). Allison retarder applications will
B.4.16.3.1. Options Specific to J1939 On-
Vehicle Communication also broadcast DM1 from SA 16 (Retarder –
Driveline). H3000 Series applications will also
[18010] ON-VEHICLE PROTOCOL: CAN1 broadcast from SA 90 (Hybrid Control Module).
DM1 is broadcast at a 1 S rate regardless of fault
The J1939 DM1 (unless disabled via VEPS) and presence. All public Allison DTCs are supported.
J1939 J2012 DTC Display messages are always
supported on the CAN port set to SAE J1939, FULL
FUNCTIONALITY. If a TCM CAN port is to be
connected to a diagnostic-only network, its question
should be answered OFF.
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B.4.16.5. J1939 DM3 AND DM11 SUPPORT Use of PGN 56064 – Reserved for ISO 15765 and
functional addressing will result in CAN identifiers, all
B.4.16.5.1. DM3 & DM11 CAN Port Availability of which will be received by the TCM:
When DIAGNOSTICS: PROTOCOL = SAE J1939-
73, DM3 and DM11 requests are supported on the
SA DA Priority CAN Identifier
CAN port assigned by DIAGNOSTICS: J1939-73
Connection. 23 255 6 0x18DBFF17
249 255 6 0x18DBFFF9
B.4.16.5.2. DM3 & DM11 Operation 250 255 6 0x18DBFFFA
To clear TCM DTCs, the vehicle system must send a
Request for either DM3 (PGN 65228) or DM11 (PGN
65235). The Request is received from any valid
source address. UDS and SSF communication flow is via tool request
and TCM response. TCM codes can be cleared via
DTCs are only cleared if conditions are acceptable the appropriate UDS and SSF modes.
(e.g. vehicle stationary, transmission in Neutral).
Regardless of a DM3 or DM11 request, all DTCs are B.4.16.7. J1939 J2012 DTC DISPLAY MESSAGE
cleared in the same manner as if requested via an
B.4.16.7.1. CAN Port Availability
Allison J1939-based shift selector.
The TCM will respond to requests for PGN 64906 on
B.4.16.6. UDS AND SSF 14230 SUPPORT the CAN port where ON VEHICLE PROTOCOL =
B.4.16.6.1. CAN Port Availability
When DIAGNOSTICS: PROTOCOL = UDS WITH B.4.16.7.2. J1939 Parameter and SA Use
SAE J2012 DTC FORMAT or SSF 14230 WITH SAE To read DTCs via this method, the vehicle system
J2012 DTC FORMAT, the corresponding “request must send a global Request for PGN 64906, and
and response” support is available on any CAN port receive PGN 64906 – SAE J2012 DTC Display from
(with the exception of CAN2 on H3000 applications). SA 03 (Transmission #1).
B.4.16.6.2. J1939 Identifier and SA Use Devices may wish to monitor TCM DM1 broadcasts,
UDS and SSF 14230 support details are found in the as J2012 DTCs will be present whenever the first
Allison Off-Vehicle Communication Specification. DM1 SPN field has non-zero data.
Contact your Allison Application Engineer.
The TCM (SA 03) will exchange UDS or SSF 14230 Upon request, PGN 64906 will convey active DTCs,
data with source addresses: and inactive DTCs that have gone inactive during
the current key switch cycle. Previously inactive
— SA 249 (Diagnostic Tool #1) faults (from other key switch cycles) may be seen
®
— SA 250 (Diagnostic Tool #2) with Allison DOC .
— SA 23 (Instrument Cluster #1)
PGN 64906 may be broadcast in a single frame (≤ 1
UDS and SSF 14230 content are exchanged via DTCs present), or via Transport Protocol (2+ DTCs
ISO-reserved J1939 PGNs 56064 and 55808. All present). When no DTCs are present, Number of
29-bit identifiers used are J1939 compatible. Use of J2012 DTCs is set to zero. See PGN 64906 – SAE
PGN 55808 – Reserved for ISO 15765 and physical J2012 DTC Display for data content examples.
addressing will result in CAN identifiers:
B.4.16.8. VEHICLE INTERFACE
REQUIREMENTS
There are no Allison connector requirements for
23 03 6 0x18DA0317 vehicle OEMs implementing their own diagnostic
03 23 6 0x18DA1703 code readers. Refer to the respective hardware
sections in this document for wiring and pin location
249 03 6 0x18DA03F9 information.
03 249 6 0x18DAF903
250 03 6 0x18DA03FA
03 250 6 0x18DAFA03
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B.4.16.9. SAE J2012 DTC AND J1939 SPN / FMI OVERVIEW: B142, C142 & D141 SOFTWARE
th
Any DTC or SPN / FMI content differences with previous Allison 5 Generation Controls software releases are
highlighted in yellow and discussed in the footnotes at the end of the table. Table key:
— E = DTC enabled. No visual cues when active (i.e. DM1 Amber Warning Lamp Status = 00b).
— C = DTC enabled, and the Check Transmission Indicator activates when this DTC is active. As a result DM1
Amber Warning Lamp Status = 01b when active.
NOTE: Product nomenclature:

B = 1000/2000 Series
C = 3000/4000 Series
D = TC10 TS Series
NOTE: The 1000/2000 Series (Bxxx) data below is not representative of DTC, DM1 and other support
in OBD-regulated light duty applications, such as those that use G60 (GMLAN) VMCs.
SAE SAE SAE
B142
C142
D141
J2012 J1939 J1939 Allison DTC Description
DTC SPN FMI
P0659 6822 3 Actuator Supply Circuit Voltage 1 High (HSD 1) C C C
P0658 6822 4 Actuator Supply Circuit Voltage 1 Low (HSD 1) C C C
P0657 6822 5 Actuator Supply Circuit Voltage 1 Open (HSD 1) C C C
P26E9 6825 3 Actuator Supply Circuit Voltage 4 High (HSD 4) -- -- C
P26E8 6825 4 Actuator Supply Circuit Voltage 4 Low (HSD 4) -- -- C
P26E7 6825 5 Actuator Supply Circuit Voltage 4 Open (HSD 4) -- -- C
P0703 597 2 Brake Switch Circuit E E E
U0073 6597 9 CAN Communication Bus 1 Off E E C
U0074 6598 9 CAN Communication Bus 2 Off C C C
(1)
P1870 837 2 Conditioned Output Shaft Speed Circuit -- -- --
P0607 2003 12 Control Module Performance E E E
(1)
P0604 628 31 Control Module Random Access Memory (RAM) C C --
P1901 160 4 Countershaft Speed Sensor Circuit -- -- C
P1903 160 21 Countershaft Speed Sensor No Activity -- -- C
P1902 160 2 Countershaft Speed Sensor Performance -- -- C
(4)
P081B 2900 3 Crank Enable Circuit High -- -- C
(5)
P081A 2900 4 Crank Enable Circuit Low -- -- --
P2185 110 3 Engine Coolant Temperature Sensor 2 Circuit High -- E --
P2184 110 4 Engine Coolant Temperature Sensor 2 Circuit Low -- E --
P0725 190 14 Engine Speed Sensor Circuit E E --
P0727 190 21 Engine Speed Sensor Circuit No Signal E E --
P0726 190 2 Engine Speed Sensor Circuit Performance E E --
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SAE SAE SAE
B142
C142
D141
DTC SPN FMI
P0837 2796 2 Four Wheel Drive (4WD) Switch Circuit Range/Performance C C C
P2793 751 8 Gear Shift Direction Circuit -- C C
P1790 751 13 Gear Shift Module 1 Calibration Invalid C C C
U0304 751 31 Gear Shift Module 1 Incompatible -- C C
U0404 751 2 Gear Shift Module 1 Invalid Data -- C C
P1791 752 13 Gear Shift Module 2 Calibration Invalid -- C --
U0333 752 31 Gear Shift Module 2 Incompatible -- C --
U0592 752 2 Gear Shift Module 2 Invalid Data -- C --
P071D 753 2 General Purpose Input Fault -- E E
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P07F7 5886 2 Incorrect 10 Gear Ratio -- -- C
P0731 5877 2 Incorrect 1st Gear Ratio C C C
P0732 5878 2 Incorrect 2nd Gear Ratio C C C
P0733 5879 2 Incorrect 3rd Gear Ratio C C C
P0734 5880 2 Incorrect 4th Gear Ratio C C C
P076F 5883 2 Incorrect 7th Gear Ratio -- -- C
P07D9 5884 2 Incorrect 8th Gear Ratio -- -- C
P07F6 5885 2 Incorrect 9th Gear Ratio -- -- C
P1739 5876 2 Incorrect Low Gear Ratio -- C --
P077F 5888 2 Incorrect Reverse 2 Ratio -- C C
P0736 5887 2 Incorrect Reverse Ratio C C C
(2)
P0603 521231 31 Internal Control Module Keep Alive Memory Error C C --
(6)
U0400 597 9 Invalid J1939 Communication -- C --
U0103 751 9 Lost Communication with Gear Shift Module 1 -- C C
U0291 752 9 Lost Communication with Gear Shift Module 2 -- C --
U0100 2000 9 Lost Communications with ECM A C C C
P0963 2908 3 Main Pressure Modulation Solenoid Control Circuit High C C C
P0962 2908 4 Main Pressure Modulation Solenoid Control Circuit Low C C C
P0960 2908 5 Main Pressure Modulation Solenoid Control Circuit Open C C C
P0961 2908 2 Main Pressure Modulation Solenoid System Performance C E --
P0720 191 14 Output Shaft Speed Sensor Circuit C C C
P0722 191 21 Output Shaft Speed Sensor Circuit No Signal C C C
P0721 191 2 Output Shaft Speed Sensor Circuit Performance C C C
P0123 91 3 Pedal Position Sensor Circuit High Voltage C C C
P0122 91 4 Pedal Position Sensor Circuit Low Voltage C C C
P2730 5900 3 Pressure Control Solenoid (PCS) 1 Control Circuit High C C C
P2729 5900 4 Pressure Control Solenoid (PCS) 1 Control Circuit Low C C C
P2727 5900 5 Pressure Control Solenoid (PCS) 1 Control Circuit Open C C C
P2723 5900 21 Pressure Control Solenoid (PCS) 1 Stuck Off C C C
P2724 5900 20 Pressure Control Solenoid (PCS) 1 Stuck On C C C
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SAE SAE SAE
B142
C142
D141
DTC SPN FMI
P0776 5901 21 Pressure Control Solenoid (PCS) 2 Stuck Off C C C
P0777 5901 20 Pressure Control Solenoid (PCS) 2 Stuck On C C C
P0796 5902 21 Pressure Control Solenoid (PCS) 3 Stuck Off -- C C
P0797 5902 20 Pressure Control Solenoid (PCS) 3 Stuck On -- C C
P2721 5903 3 Pressure Control Solenoid (PCS) 4 Control Circuit High -- C C
P2720 5903 4 Pressure Control Solenoid (PCS) 4 Control Circuit Low -- C C
P2718 5903 5 Pressure Control Solenoid (PCS) 4 Control Circuit Open -- C C
P2732 5904 21 Pressure Control Solenoid (PCS) 5 Stuck Off -- -- C
P2733 5904 20 Pressure Control Solenoid (PCS) 5 Stuck On -- -- C
P071A 116 21 Neutral At Stop Input Failed On E E E
P2743 120 3 Retarder Oil Temperature Sensor Circuit High -- E --
P2742 120 4 Retarder Oil Temperature Sensor Circuit Low -- E --
P273F 120 15 Retarder Oil Temperature Sensor Over Temperature Condition -- E --
P0990 119 3 Retarder Pressure Sensor Circuit High -- E --
P0989 119 4 Retarder Pressure Sensor Circuit Low -- E --
C1313 1716 3 Retarder Request Sensor Circuit High -- E --
C1312 1716 4 Retarder Request Sensor Circuit Low -- E --
P0642 3509 2 Sensor Reference Voltage "A" Circuit C C --
P0643 3509 3 Sensor Reference Voltage "A" Circuit High -- -- C
P0642 3509 4 Sensor Reference Voltage “A” Circuit Low -- -- C
P0653 3510 3 Sensor Reference Voltage "B" Circuit High -- -- C
P0652 3510 4 Sensor Reference Voltage "B" Circuit Low -- -- C
P2834 4218 3 Shift Fork Position Circuit High -- -- C
P2833 4218 4 Shift Fork Position Circuit Low -- -- C
P2832 4218 2 Shift Fork Position Circuit Performance -- -- C
P2849 6144 20 Shift Fork Stuck Moving to Forward Position -- -- C
P1907 6144 21 Shift Fork Stuck Moving to Reverse Position -- -- C
P284D 6144 7 Shift Fork Unrequested Movement -- -- C
P0974 5908 3 Shift Solenoid 1 Control Circuit High C C C
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SAE SAE SAE
B142
C142
D141
DTC SPN FMI
P0973 5908 4 Shift Solenoid 1 Control Circuit Low C C C
P097A 5908 5 Shift Solenoid 1 Control Circuit Open C C C
P0751 5908 21 Shift Solenoid 1 Valve Performance - Stuck Off C -- --
P0752 5908 20 Shift Solenoid 1 Valve Performance - Stuck On C C --
P0977 5909 3 Shift Solenoid 2 Control Circuit High C C C
P0976 5909 4 Shift Solenoid 2 Control Circuit Low C C C
P097B 5909 5 Shift Solenoid 2 Control Circuit Open C C C
P0757 5909 20 Shift Solenoid 2 Valve Performance - Stuck On C -- --
P0980 5910 3 Shift Solenoid 3 Control Circuit High C -- C
P0979 5910 4 Shift Solenoid 3 Control Circuit Low C -- C
P097C 5910 5 Shift Solenoid 3 Control Circuit Open C -- C
P0762 5910 20 Shift Solenoid 3 Valve Performance - Stuck On C -- --
(1)
P0562 158 4 System Voltage Low -- C --
P0634 5912 0 TCM Internal Temperature Too High C C C
P0602 630 13 TCM Not Programmed C C C
P0880 168 14 TCM Power Input Signal E E E
P0883 168 3 TCM Power Input Signal High C C C
P0882 168 4 TCM Power Input Signal Low C C C
P0881 168 2 TCM Power Input Signal Performance E E E
P1892 91 8 Throttle Position Sensor PWM Signal High C C C
P1891 91 8 Throttle Position Sensor PWM Signal Low C C C
P0614 747 31 Torque Control Data Mismatch - ECM/TCM C C C
P2763 740 3 Torque Converter Clutch (TCC) Pressure Control Solenoid
C C C
(PCS) Control Circuit High
C C C
(PCS) Control Circuit Low
C C C
(PCS) Control Circuit/Open
P0741 573 21 Torque Converter Clutch (TCC) System Stuck Off C C C
(1)
P2637 513 7 Torque Management Feedback Signal A C C --
P2641 513 7 Torque Management Feedback Signal B C C C
(1)
P2789 4178 31 Trans. Clutch Life Expired (Clutch Adaptive Learning At Limit) C C --
P0701 785 14 Transmission Control System Performance E -- --
P088A 3359 16 Transmission Filter Maintenance Alert -- E --
P088B 3359 1 Transmission Filter Maintenance Required C C C
P0897 4177 1 Transmission Fluid Deteriorated C C C
P070D 3027 3 Transmission Fluid Level Sensor Circuit High -- E E
P070C 3027 4 Transmission Fluid Level Sensor Circuit Low -- E E
P0218 177 15 Transmission Fluid Over Temperature Condition E E A
P0843 5891 3 Transmission Fluid Pressure Switch 1 Circuit High C C C
P0842 5891 4 Transmission Fluid Pressure Switch 1 Circuit Low C C C
th
SAE SAE SAE
B142
C142
D141
DTC SPN FMI
P0848 5892 3 Transmission Fluid Pressure Switch 2 Circuit High C C C
P0847 5892 4 Transmission Fluid Pressure Switch 2 Circuit Low C C C
P0873 5893 3 Transmission Fluid Pressure Switch 3 Circuit High C -- C
P0872 5893 4 Transmission Fluid Pressure Switch 3 Circuit Low C -- C
P0878 5894 3 Transmission Fluid Pressure Switch 4 Circuit High C -- C
P0877 5894 4 Transmission Fluid Pressure Switch 4 Circuit Low C -- C
P0995 5895 3 Transmission Fluid Pressure Switch 5 Circuit High -- -- C
P0994 5895 4 Transmission Fluid Pressure Switch 5 Circuit Low -- -- C
P083D 5896 3 Transmission Fluid Pressure Switch 6 Circuit High -- -- C
P083C 5896 4 Transmission Fluid Pressure Switch 6 Circuit Low -- -- C
P1923 5897 3 Transmission Fluid Pressure Switch A Circuit High -- -- C
P1922 5897 4 Transmission Fluid Pressure Switch A Circuit Low -- -- C
P1928 5898 3 Transmission Fluid Pressure Switch B Circuit High -- -- C
P1927 5898 4 Transmission Fluid Pressure Switch B Circuit Low -- -- C
P192D 5899 3 Transmission Fluid Pressure Switch C Circuit High -- -- C
P192C 5899 4 Transmission Fluid Pressure Switch C Circuit Low -- -- C
(2)
P084D 6828 3 Transmission Fluid Pressure Switch TCC Circuit High -- -- C
(2)
P084C 6828 4 Transmission Fluid Pressure Switch TCC Circuit Low -- -- C
P0713 177 3 Transmission Fluid Temperature Sensor Circuit High E C E
P0712 177 4 Transmission Fluid Temperature Sensor Circuit Low E C E
(3)
P0711 177 2 Transmission Fluid Temperature Sensor Circuit Performance -- -- --
(1)
P0708 751 14 Transmission Range Sensor Circuit High C C --
P0706 2003 11 Transmission Range Sensor Circuit Performance C -- --
P0715 750 14 Turbine Shaft Speed Sensor Circuit C C C
P0717 750 21 Turbine Shaft Speed Sensor Circuit No Signal C C C
P0716 750 2 Turbine Shaft Speed Sensor Circuit Performance C C C
P0894 36 7 Unexpected Mechanical Gear Disengagement -- C C
(1)
DTCs P1870, P0604, P0562, P2637, P2789, P0708: 2013 Datalink Tech Data publications incorrectly stated
that these DTCs were enabled for TC10; they were and are not enabled.
(2)
DTC P0603: Currently mapped to a manufacturer-defined SPN; value will be updated when an appropriate
J1939 SPN has been approved by the SAE J1939 committee.
(3)
DTC P0711: DTC is not supported in the D141 software release.
(4)
DTC P081B: Previous 2014 Datalink Tech Data publications incorrectly indicated this DTC was newly
enabled in the 2014 B/C141 release; it was not.
(5)
DTC P081A: Previous 2014 Datalink Tech Data publications incorrectly stated that this DTC was still
enabled in 2014; it was actually disabled beginning with the B/C141 release.
(6)
DTC U0400: See discussion under the Direction Change Enable Input function.
th
B.4.17. DIRECTION CHANGE ENABLE B.4.17.3. CONFIGURATION (VEPS / ACCT)
INPUT [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters are only received on the CAN port set to
function which has been validated in the SAE J1939, FULL FUNCTIONALITY.
Implementations or use of this feature [25120] DIRECTION CHANGE ENABLE INPUT
which differ from that described could For DCE purely via J1939, must be set to ONLY
result in damage to equipment or property, SERVICE BRAKE STATUS. For DCE using a
serious personal injury, or loss of life. J1939 brake input and GPI W in series, must be set
to BOTH GPI W & SERVICE BRAKE STATUS (IN
Allison Transmission is not liable for SERIES).
incorrect implementation or unintended [25300] SERVICE BRAKE STATUS INPUT
use of this feature. Must be set to J1939 CCVS1 BRAKE SWITCH or
J1939 EBC1 EBS BRAKE SWITCH to enable TCM
B.4.17.1. OVERVIEW parameter reception.
NEW FOR C142 RELEASE: [10010] VOCATIONAL USAGE

Deficiency Fixed: For EVS applications, The “3000/4000 Series EVS Application Response”
C142 software now correctly reports DTC described under TCM FAILURE MODES AND
U0400 and activates both the Check RESPONSES will only be invoked if VOCATIONAL
Transmission and Transmission Service USAGE is set to one of:
Indicators during J1939 brake switch
communication failures. C132 to C141 — CRASH / RESCUE /MILITARY
software incorrectly report DTC P0703, — FIRE / EMERGENCY
and do not activate the indicators. In all — SPECIALTY / MILITARY
cases, the TCM does allow direction
changing shifts during the communication [24000] GENERAL PURPOSE INPUTS AND
failure. OUTPUTS (GPIO) PACKAGE
If an OEM desires to use the DCE GPI in series with
The Direction Change Enable (DCE) function is the J1939 input, the selected GPIO package must
used to prevent inadvertent shifts which result in a contain GPI W.
change to the vehicle direction, and to ensure that
vehicle conditions are appropriate for direction
change shifts. B.4.17.4.1. Required Support
DCE input examples include a push-button, door The J1939 network is required to provide one of the
status, or service brake switch. J1939 parameters J1939 brake switch parameters as described under
may be substituted for a brake switch GPI. In this SERVICE BRAKE STATUS INPUT.
case, the GPI can then be used as an additional
signal processed in series with the brake switch. B.4.17.5. OTHER REQUIREMENTS /
RESTRICTIONS
B.4.17.2. AVAILABILITY Vehicle OEMs and body builders should be
The J1939-based implementation is optional in 1000 conscious of potential operational differences when
– 4000 Series, H3000 and TC10 applications. substituting a J1939 brake switch parameter for a
Unique failure mode responses are available with traditional GPI connected to a brake switch.
certain 3000/4000 Series “mission critical” vocation
usages. J1939 brake switch parameters in no way indicate
that any braking force is being generated; they
Implementations using GPI W are only available in merely indicate an operator’s desire to apply the
3000/4000 Series applications. brakes. OEM systems designed for a brake
pressure switch – particularly where the switch
threshold is intentionally high enough to ensure
brake application – may very likely react in a
different fashion if a J1939 brake switch parameter
is substituted for the analog pressure switch input.
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NOTE: If DCE has been enabled in Direction-changing shifts are inhibited unless both
calibration but the appropriate inputs are the GPI circuit is closed and the J1939 brake switch
not connected or supported, direction- parameter indicates 01b (brake pedal depressed).
changing shifts cannot be made. Proper
connections must be made, or the function
must be turned off via service tool. B.4.17.8.1. General
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Beginning with the introduction of Allison 5
B.4.17.6. NORMAL OPERATION Generation Controls, the TCM no longer performs
rationality tests on the J1939-based brake switch
B.4.17.6.1. The First Shift out of Neutral inputs. DTC P0703 (Brake Switch Circuit) is only set
Upon TCM power-up, the first shift out of Neutral is when issues are detected with the Service Brake
unaffected by DCE logic, as the TCM has no Status GPI.
previous range selection or “direction” for reference.
B.4.17.8.2. Non-EVS (Emergency Vehicle
B.4.17.6.2. After the First Shift out of Neutral Series) Application Response
When DCE is active, direction-changing shift
requests (Reverse-to-Drive or Drive-to-Reverse) are WARNING: If J1939 brake switch
honored assuming all other operating conditions are reception is lost or indicates Error or Not
acceptable. Available, the TCM will assume the brake
pedal is released. As a result, direction-
When DCE is inactive, direction-changing shift changing shifts are continuously inhibited.
requests are inhibited and the TCM will command
the transmission to Neutral. Body builders and vehicle OEMs are urged
to consider this failure mode. If deemed
The purpose of this function is to inhibit a change of critical for their product, they should
direction only. Thus, even when the function is not consider GPI F (AUXILIARY FUNCTION
active, the transmission may at any time be shifted RANGE INHIBIT – DUAL INPUT) for
between Neutral and the previously attained range improved failure mode robustness.
by re-selecting that range.
B.4.17.8.3. 3000/4000 Series EVS Application
B.4.17.7. OPERATION VS. VEPS OPTIONS Response
There are 3 options available: In non-EVS applications, J1939 input failures will
prevent directional changes.
B.4.17.7.1. ONLY GPI W IF DEFINED IN
SELECTED GPIO PACKAGE In EVS applications, the TCM will override the DCE
This implementation is only available with 3000/4000 interlock functionality during J1939 input failures so
Series transmissions. J1939 reception by the TCM the vehicle may still be moved in any direction. The
does not affect the function. TCM assumes the brake pedal is depressed and
allows direction-changing shifts, even though the
When the DCE GPI wire circuit is open, the function J1939 brake switch parameter may indicate Error,
is inactive; direction-changing shifts are inhibited. Not Available.
th
See the Allison 5 Generation Controls Installation
Manual for more information. In conjunction with the above response, DTC U0400
is logged and both the Check Trans Indicator and
B.4.17.7.2. ONLY SERVICE BRAKE STATUS the Transmission Service Indicator are activated.
(where the SBS input is a J1939 These inform the operator that even though the DCE
brake switch parameter) function appears to operate normally, there is
Direction-changing shifts are inhibited when the actually something wrong with the vehicle.
J1939 brake switch parameter indicates 00b (brake
pedal released).
B.4.17.7.3. BOTH GPI W & SERVICE BRAKE

STATUS (IN SERIES)
This implementation is only available with 3000/4000
Series transmissions. Using the J1939 brake switch
parameter as a DCE input frees GPI W to monitor an
additional input for this function.
th
NOTE: The preference is to only use the
Transmission Service Indicator for this
purpose, as the issue does not warrant
taking the vehicle out of service
immediately. The transmission and
vehicle are fully functional, but the interlock
is no longer effective. Check Trans
indications often accompany an issue may
restrict transmission operation.
Allison recommends future

implementations of J1939-based DCE in
EVS applications install the Transmission
Service Indicator for this purpose.
At present, both indicators will be

activated. This maintains compatibility
with applications without a Transmission
Service Indicator.
B.4.17.9. INSTALLATION CHECKLIST: DCE


 If GPI W is to be used, is it available in the

active GPIO package?
 Are all parameter and SA requirements met?
 Does the J1939 brake switch parameter

correctly reflect brake pedal position (depressed,
released)?
th
B.4.18. DYNAMIC SHIFT SENSING DSS can be accomplished by two different means:
WARNING: The following sections 1. For applications where the engine is known
describe the intended use of a specific (through validation) to provide accurate J1939
function which has been validated in the torque data, VEPS will set up the TCM
configuration(s) described. calibration to use J1939 information to control
Implementations or use of this feature this function.
result in damage to equipment or property, This logic is described in this Datalink Tech Data
serious personal injury, or loss of life. function. On Calibration Summary Reports, this is
noted as “Dynamic Shift Sensing Torque-Based”.
consequences associated with 2. For applications where engine torque accuracy
incorrect implementation or unintended has not been validated, VEPS will set up the
use of this feature. TCM calibration to use vehicle acceleration data
to control this function. J1939 information is not
used.
B.4.18.1. OVERVIEW
NEW TO THIS PUBLICATION: Within the Allison technical community this may be
The function previously called Load-Based referred to as Accel-Based Shift Scheduling (ABSS)
Shift Scheduling (LBSS) is now known as or Accel-Based MODE Selection (ABMS). On
Dynamic Shift Sensing (DSS). Calibration Summary Reports this is noted as
“Dynamic Shift Sensing Accel-Based”.
Clarified that Primary and secondary mode
shift masks must match in order to use The following implementation requirements apply to
DSS. the J1939 torque-based version of DSS.
NEW FOR B/C142 RELEASE: The J1939-based implementation is optional in 1000
AETC message reception and use has – 4000 Series and H3000 applications, and standard
been disabled. A deficiency associated in TC10 applications.
with its use will be addressed in a future
software release, and AETC support will B.4.18.3. CONFIGURATION (VEPS / ACCT)
resume at that time.
[11020] ENGINE MAKE AND MODEL
D141 and E141 are unaffected. LBSS can only be enabled for compatible electronic
engines as validated by the Allison Engine
Integration group.
NEW FOR B/C142 RELEASE:
ENGINE MANAGEMENT – LRTP support [11010] ENGINE COOLANT TEMPERATURE
is no longer required for new engine (ECT) SOURCE
makes and models validated by the Allison Must set to PRIMARY ON-VEHICLE PROTOCOL.
Engine Integration group after B/C142
introduction. [18010] ON-VEHICLE PROTOCOL: CAN1
Engine makes and models validated prior Parameters are only supported on the CAN port set
to B/C142 introduction required LRTP to SAE J1939, FULL FUNCTIONALITY.
support, and must maintain LRTP support
until re-validation by Allison. Contact your [16000] DYNAMIC SHIFT SENSING
Allison Application Engineer for details. Must be set to ENABLED.
Dynamic Shift Sensing (DSS) allows the TCM to [17000] PRIMARY MODE: Gears
automatically select between two VEPS-specified [17030] SECONDARY MODE: Gears
shift schedules based on current vehicle operating The primary and secondary mode shift masks must
conditions; no operator interaction is necessary. be the same in order to use DSS.
Prior to B/C142 and D141 releases, Dynamic Shift [14000] TORQUE CONVERTER
Sensing (DSS) was referred to as Load-Based Shift Must be acceptable for DSS use.
Scheduling (LBSS).
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[30390] J1939 BROADCAST: Request – EC1 B.4.18.4.3. Optional Support
May be set to DISABLED (NO REQUESTS SENT) if DSS operation is further optimized when SA 00
EC1 is periodically broadcast; otherwise, leave set (Engine #1) provides EEC3 Estimated Engine
to ENABLED (MAXIMUM OF 3 REQUESTS). Parasitic Losses – Percent Torque.
B.4.18.3.1. VEPS / ACCT Trims If available, the TCM will also use the SERVICE
The following trims influence DSS operation: BRAKE STATUS INPUT.
— [16010] DYNAMIC SHIFT SENSING: Availability B.4.18.5. OTHER REQUIREMENTS /

of Lower Speed Shift Schedule RESTRICTIONS
Due to the potential impacts on vehicle drivability
— [16020] DYNAMIC SHIFT SENSING: Lower and shift quality, Allison Application Engineering
Shift Speed Schedule Shift Schedule review is required before this function may be
Designation implemented.
— [16022] DYNAMIC SHIFT SENSING: Lower ENGINE MANAGEMENT – LRTP function support is
Shift Speed Schedule Override Time required for engine makes and models validated by
the Allison Engine Integration group prior to B/C142
The following trims also influence DSS operation: introduction (July 2014). Contact your Allison
Application Engineer for details.
— [17010] PRIMARY MODE: Shift Schedule
— [17050] SECONDARY MODE: Shift Schedule B.4.18.6. NORMAL OPERATION
DSS is enabled after the TCM determines the
vehicle driveline ratio (N/V).
value via VEPS. See AUTO-DETECTION for SA After initialization, the TCM continually examines
selection details. vehicle operating conditions, determines vehicle
load, and selects an appropriate shift schedule
B.4.18.4.1. Required Broadcast Support based on these values and calibration settings.
Accelerator Pedal Position 1 as described under The TCM will always revert to the primary shift
ACCELERATOR PEDAL INPUT. schedule if any of the following are true:
The J1939 network is required to provide CCVS1 — the transfer case is placed in low (if so equipped),
Wheel-based Vehicle Speed from one of the — engine de-rate conditions are detected,
following SAs, in order of TCM preference: — the TCM loses engine torque data reception,
— the TCM is recalibrated, or
(V)
1. SA 17 (Cruise Control) — the DYNAMIC SHIFT SENSING: Lower Shift
2. SA 33 (Body Controller) Speed Schedule Shift Schedule Designation
3. SA 00 (Engine #1) trim is changed.
In addition, SA 00 (Engine #1) is required to provide: The operator can override Dynamic Shift Sensing by
selecting secondary mode through a defined TCM
— EEC2 Engine Percent Load at Current Speed input (MODE button or Secondary Mode Input
— EEC1 Actual Engine – Percent Torque function). The transmission will then only operate in
— EEC3 Nominal Friction – Percent Torque the shift schedule defined by VEPS / ACCT option
— ET1 Engine Coolant Temperature SECONDARY MODE: Shift Schedule. DSS logic
— EC1 Engine Reference Torque
(1) resumes when the secondary mode input is
— EC1 Engine Speed and Percent Torque Points deactivated.
(1)
Data is required to be in either EC1 Mode 1 or When DYNAMIC SHIFT SENSING: Lower Shift
Mode 2 format. Regardless, Point 2 must contain Speed Schedule Override Time is set via VEPS /
valid engine speed and torque data. ACCT, operator overrides of DSS are restricted to
the specified period of time.
B.4.18.4.2. Required Reception Support
SA 00 (Engine #1) is required to respond to Global See the SECONDARY MODE INDICATOR function
(V)
Request messages from SA 03 (Transmission #1) for details on how it is impacted by DSS operation.
used to obtain EC1.
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B.4.18.7.1. TCM fails to receive CCVS1 Wheel-

Based Vehicle Speed
This parameter is used to determine the overall
driveline ratio (N/V) of the vehicle. DSS will not be
enabled by the TCM until N/V has been calculated.
After N/V has been determined, loss of this

parameter disables DSS for the entire drive cycle.
No DTCs are logged.
B.4.18.7.2. TCM fails to receive torque data

The TCM will revert to the primary shift schedule if it
fails to receive EEC2 Actual Engine – Percent
Torque or EEC3 Nominal Friction – Percent Torque.
DSS will be disabled until the next drive cycle. No
DTCs are logged.
B.4.18.7.3. TCM fails to receive ET1 Engine

Coolant Temperature
Loss of this parameter will increase the transition
time for the TCM to switch from primary mode to
secondary mode. No DTCs are logged.
B.4.18.7.4. Transmission component failures

DSS will be disabled if a sump temperature, engine
speed or output shaft speed sensor failure is
detected. No DSS-specific DTCs are logged;
however there are DTCs logged relative to the
specific component issues.
B.4.18.8. INSTALLATION CHECKLIST: DSS

At this time, the installation checklist consists solely
of confirmation that the necessary messages and
parameters are supported as stated, and that all
questions under CONFIGURATION have acceptable
answers.
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B.4.19. ELECTRONIC BRAKING [30310] J1939 BROADCAST: ETC8 Transmission
SYSTEMS (EBS) Torque Converter Ratio
Must be set to ENABLED if needed by the EBS
WARNING: The following sections system.
function which has been validated in the B.4.19.4. J1939 PARAMETER AND SA USE
configuration(s) described. Parameters marked (V) can be enabled or disabled
Implementations or use of this feature via VEPS.
result in damage to equipment or property, B.4.19.4.1. Optional Support
serious personal injury, or loss of life. In addition to items under RETARDER CONTROL,
the TCM also broadcasts ETC8 Transmission
(V)
Allison Transmission is not liable for Torque Converter Ratio from SA 16 (Retarder –
consequences associated with Driveline). This parameter may be used at the
incorrect implementation or unintended vehicle OEM’s discretion.
B.4.19.5. OTHER REQUIREMENTS AND
B.4.19.1. OVERVIEW RESTRICTIONS
Electronic braking or “brake-by-wire” systems Allison Application Engineering review is required
typically blend foundation brakes, engine brakes, prior to integrating this function with an Allison
and driveline retarding to provide an optimal brake transmission.
combination to slow or stop a vehicle.
Due to the high level of electronic integration
B.4.19.6.1. Speed Sensor Failures
associated with this function, Allison Application
Engineering review is required. If an engine speed or turbine speed sensor error
occurs, Transmission Torque Converter Ratio will
Most information provided by the 3000/4000 Series indicate Error with the value $FEFF.
TCM and the requirements necessary to control the
retarder via J1939 are covered under the function B.4.19.6.2. Retarder Pressure Sensor Failure
RETARDER CONTROL. Enabling use of the retarder pressure sensor also
enables its diagnostics. If the sensor fails, ERC1
For EBS systems requiring a higher degree of Actual Actual Retarder – Percent Torque accuracy cannot
Retarder – Percent Torque broadcast accuracy, an be held to the levels required; as a result, the
optional retarder pressure sensor is available which parameter will indicate 254 (Error), and a DTC is set.
provides TCM feedback during retarder operation. “Check Trans” is not indicated.
The J1939-based implementation is optional in 1000
– 4000 Series applications, pending Allison
Application Engineering review.

Parameters are only broadcast on the CAN port set
[20040] RETARDER: Use Pressure Sensor for

EBS
Default is NO; only enable if the sensor is installed.
YES enables processing and diagnostics for the
retarder pressure feedback sensor, which allows for
higher accuracy ERC1 Actual Retarder – Percent
Torque broadcast.
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B.4.20. EMISSION CONTROL SYSTEMS altering the engine’s speed, torque production,
(DPF / SCR) pumping efficiency and / or fueling strategy.
WARNING: The following sections If deemed as such during Allison engine integration
testing, DPF systems which significantly impact
engine speed or torque production are required to
support this function.
Implementations or use of this feature B.4.20.1.2. SCR Systems
result in damage to equipment or property, Selective Catalyst Reduction systems reduce NOx
serious personal injury, or loss of life. emissions through a combination of catalyst and
urea injection. The urea solution is sometimes
Allison Transmission is not liable for referred to as Diesel Exhaust Fluid (DEF).
incorrect implementation or unintended While SCR systems do not “regenerate” in order to
use of this feature. clean themselves, exhaust temperatures are often
manipulated (e.g. cold start situations) to keep the
catalyst at peak efficiency. SCR systems also
B.4.20.1. OVERVIEW typically impose engine operation restrictions when
To meet heavy-duty emission requirements, many faced with low or empty urea tanks. Both scenarios
engines utilize Diesel Particulate Filter (DPF) and / may impact transmission operation.
or Selective Catalyst Reduction (SCR) systems.
The actual emission device operation is often of no The J1939-based implementation is standard in all
significance to the TCM; however, if engine 1000 – 4000 Series, H3000 and TC10 applications.
operation is modified to assist the emission device, Support of this function is required if deemed
the transmission may be impacted. Areas of necessary by the Allison Engine Integration group.
concern include changes in:
— Engine idle speed,
— Engine torque output (including those caused by [18020] ON-VEHICLE PROTOCOL: CAN2
manipulating engine pumping losses, e.g.
Parameters are only supported on the CAN port set
variable-geometry turbocharger manipulation), or
— Engine torque or speed de-rates.
[28080] J1939 RECEPTION: DPFC1
To determine if the TCM needs to be made aware of Aftertreatment Diesel Particulate Filter Active
changes in engine operation, engine OEMs are Default is ENABLED, RESPOND ONLY TO ACTIVE
required to discuss their operation strategies with STATE. Answers ENABLED, RESPOND ONLY TO
Allison Application Engineering. IMMINENT STATE and ENABLED, RESPOND TO
EITHER ACTIVE OR IMMINENT STATES should
Emission control system interfaces cannot be only be chosen if deemed necessary by the Allison
accomplished via GPI wiring; as such, systems Engine Integration group.
which significantly impact engine operation are
required to support this function via J1939. [28050] J1939 RECEPTION: EEC2 DPF Thermal
Management Active
B.4.20.1.1. DPF Systems Must be set to ENABLED if deemed necessary by
During DPF regeneration, exhaust temperatures are the Allison Engine Integration group.
increased to remove particulate deposits from the
filter substrate. This regeneration can be: [28060] J1939 RECEPTION: EEC2 SCR Thermal
Management Active
— Passive, where adequate exhaust temperatures Must be set to ENABLED if deemed necessary by
are achieved through normal engine load and the Allison Engine Integration group.
vehicle operation.
[30390] J1939 BROADCAST: Request – EC1
— Active, where DPF control systems manipulate May be set to DISABLED (NO REQUESTS SENT) if
vehicle components to achieve desired exhaust EC1 is periodically broadcast or EC1 is not needed
temperatures. These may include introduction of to meet function requirements; otherwise, leave set
additional air or fuel to the catalyst (dosing) or to ENABLED (MAXIMUM OF 3 REQUESTS).
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[30180] J1939 BROADCAST: ETC2 Transmission If Engine Idle Speed is Manipulated to Assist the
Current Gear Emission Control System
[30220] J1939 BROADCAST: ETC2 Transmission Emission control systems which manipulate engine
Selected Gear idle speed are required to update and provide EC1
Must be set to ENABLED unless the vehicle or Engine Speed at Idle, Point 1 from SA 00 (Engine
engine OEM verifies the given parameter is not #1), AND either:
necessary for emission control system operation, or
if GPO S (NEUTRAL INDICATOR FOR PTO) is Receive and utilize both ETC2 Transmission
(V)
used to determine the transmission is in a non- Selected Gear and ETC2 Transmission Current
(V)
Neutral state. Gear as broadcast from SA 03 (Transmission #1).
B.4.20.4. J1939 PARAMETER AND SA USE OR

Items marked (V) can be modified via VEPS.
Parameters may be enabled or disabled and SAs Connect and use GPO S (NEUTRAL INDICATOR
may be set to an OEM-specified value. See AUTO- FOR PTO) for non-Neutral range detection.
If the Emission Control System De-Rates the
B.4.20.4.1. Required Support Engine
Emission control systems which de-rate the engine
Unless specified, the following requirements apply to
based on low urea reserves or DPF regeneration are
both DPF and SCR systems.
required to update and provide the speed & torque
If Engine Pumping Losses are Modified to points of EC1 Engine Configuration and broadcast it
Manipulate Exhaust Temperatures from SA 00 (Engine #1).
If an Allison Engine Integrator deems it necessary, Global Request
(V)
broadcasts for EC1 are sent at
engines that manipulate exhaust temperature via the beginning of each key switch cycle, and must be
engine pumping losses (e.g. variable-geometry supported if EC1 is not broadcast on a regular basis.
turbochargers) are required to include the pumping The requests cease upon EC1 reception or after a
losses in EEC3 Nominal Friction – Percent Torque total of 3 Requests have been sent.
per its SAE definition.
The TCM does not receive or utilize the EEC2 NOTE: EEC2 DPF Thermal Management
Pumping Losses – Percent Torque parameter. Active and EEC2 SCR Thermal
Management Active are the preferred
If Other Engine Operation is Modified to parameters for indicating that engine
Manipulate Exhaust Temperatures operation has been modified for an
If an Allison Engine Integrator deems it necessary, emission control device such that it may
engines that modify their behavior to elevate or impact transmission operation.
maintain exhaust temperature may be required to
support one or more of the following parameters: Some EPA 2007 engines used DPFC1
Aftertreatment Diesel Particulate Filter
(V)
EEC2 DPF Thermal Management Active from SA Active for this purpose; its reception is
(V)
00 (Engine #1) , retained for backwards compatibility
purposes.
AND / OR
Per SAE J1939 committee clarification in
(V)
EEC2 SCR Thermal Management Active from SA 2008, the DPFC1 parameter should only
(V)
00 (Engine #1) , relate to DPF “dosing” (adding fuel or air to
the catalyst) not the modification of engine
AND / OR operation. As such, this parameter is no
longer of interest to the TCM.
DPFC1 Aftertreatment Diesel Particulate Filter
(V)
Active from one of the following SAs, in order of
TCM preference:
RESTRICTIONS
(V)
1. SA 61 (Exhaust Emission Controller)
B.4.20.5.1. Engine Management Function
Engines utilizing ENGINE MANAGEMENT – SEM
Per SAE, broadcast rate should be 1 s and on are required to meet all SEM requirements
change of state, but no faster than every 100 ms. regardless of emission control device operating state
(e.g. DPF regeneration, SCR warm up, etc.). This
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includes all torque accuracy requirements and B.4.20.7.1. Engine Idle Speed Modified to
maintaining the ability to accept TSC1 torque limits. Assist Emission Control Device
If DPF regeneration or catalyst warm-up impacts the
B.4.20.5.2. Split Shaft PTO Applications idle speed of the engine, EC1 Engine Speed at Idle,
Allison realizes that some emission control systems Point 1 is required to be updated as specified in the
may monitor ETC1 Transmission Output Shaft SAE parameter definition.
Speed as an enabler for stationary regeneration.
DPF systems and vehicle OEMs need to be aware Inhibiting Stationary Regeneration or SCR Warm-
that Transmission Output Shaft Speed is exactly Up When Transmission Is In Gear
that, and in some applications does not necessarily Per standard Allison Transmission Specifications,
reflect vehicle movement, e.g. in split-shaft PTO Allison products have the following maximum idle
applications. speed limitations when in a non-Neutral range:
If a DPF system were to incorrectly initiate a non- — 820 rpm on 1000/2000 Series applications
stationary regeneration while a vehicle is stationary,
the potential for issues exists, including: — 800 rpm on 3000/4000 Series, H3000 and TC10
applications
— Excessive exhaust or tailpipe temperatures, and
Emission control systems must not violate these
— Engine torque and / or speed control anomalies, requirements. As such, emission control systems
which can be critical in applications such as fire are required to prevent initiation of any stationary
truck pumping units. DPF regenerations or SCR warm-up modes
involving engine idle speeds at or above these limits
WARNING: Emission Control Systems while the transmission is in gear, as indicated by any
and vehicle OEMs must consider that of the following:
Transmission Output Shaft Speed does
ETC2 Transmission Selected Gear OR ETC2
not directly correlate with vehicle motion in
Transmission Current Gear indicate a range other
some applications. DPF Systems must
than Park (byte value 251) or Neutral (byte value 0),
use additional inputs to determine if
stationary or non-stationary regeneration OR
activity should take place.
GPO S (NEUTRAL INDICATOR FOR PTO)
B.4.20.6. NORMAL TCM OPERATION indicates the transmission is in a non-Neutral range.
B.4.20.6.1. EC1 Reflects A New Idle Speed Exiting Stationary Regeneration or SCR Warm-
The TCM makes adjustments to 2-1 closed throttle Up: Transmission Transitions Out Of Neutral
downshifts, and does not adapt certain shifts. If, during stationary DPF regeneration or SCR warm-
up, engine speed is above:
B.4.20.6.2. EC1 Reflects an Engine De-Rate
Condition — 1000 rpm on 1000/2000 Series applications, or
The TCM makes adjustments to its shift scheduling
and adaptive clutch control logic. — 900 rpm on 3000/4000 Series, H3000 and TC10
applications,
B.4.20.6.3. Parameters Indicate Engine
Operation Has Been Modified to …any attempts by the operator to shift into range will
Assist an Emission Control Device be inhibited by the TCM. To shift into range, the
operator must manually cancel the regeneration
The TCM makes adjustments to clutch control and
cycle, and physically re-select the desired range.
does not adapt shifts.
Emission control systems may choose to aid this
B.4.20.7. REQUIRED ENGINE OPERATION
scenario by automatically canceling stationary DPF
To ensure compatibility, the TCM must be aware of regeneration or SCR warm-up when either:
instances where engine operation is modified to
assist an emissions control device. These include: — ETC2 Transmission Selected Gear reflects a
range other than Park (byte value 251) or Neutral
1. Processes which impact engine idle speed, and (byte value 0), or
2. Processes which impact engine torque output — GPO S (NEUTRAL INDICATOR FOR PTO)
while the transmission is in gear and the vehicle indicates the transmission is in a non-Neutral
is moving. range.
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As long as engine speed falls below the B.4.20.8. FAILURE MODES & RESPONSES
aforementioned values within 1.5 seconds of range
selection (3 seconds for NIPTO), the TCM will B.4.20.8.1. Emission Control System Fails To
engage the requested range. If engine speed does Notify TCM Of Modified Engine
not meet these rpm and time criteria, the shift will be Operation
inhibited and the operator will have to physically re- Shift quality and adaptive shift stability may suffer if
select the desired range. the TCM is not notified when engine operation is
modified to assist an emission control device (while
B.4.20.7.2. Engine Operation Modified To the transmission is in gear and the vehicle is
Assist Emission Control Device moving), or the data lags behind the actual events.
While Transmission Is In Gear and
Vehicle Is Moving This includes errors or delays in the data contained
If engine operation (torque production) is modified to in one or more of the following parameters:
assist the emissions control system while the
transmission is in range (i.e. ETC2 Transmission — DPFC1 Aftertreatment Diesel Particulate Filter
Selected Gear, ETC2 Transmission Current Gear Active
OR GPO S indicate the transmission is in a range
other than other than Park or Neutral): — EEC2 DPF Thermal Management Active
1. The engine is required to maintain gross torque — EEC2 SCR Thermal Management Active
output for the given accelerator pedal position
and engine speed such that these values are B.4.20.8.2. Modified Pumping Losses Not
within 7% of those seen when DPF active Reflected in EEC3 Nominal Friction
regeneration / SCR warm-up is not occurring. – Percent Torque
Failure to indicate intentional changes to engine
2. If deemed necessary by the Allison Engine pumping losses in EEC3 Nominal Friction – Percent
Integration group: Torque will result in poor shift quality.
— DPFC1 Aftertreatment Diesel Particulate Filter B.4.20.8.3. Emission Control System Fails to
Active is required to indicate 01b (Active) OR React to ETC2 Transmission
10b (Regeneration needed), and / or Selected Gear
If an emission control system does not recognize
— EEC2 DPF Thermal Management Active is ETC2 Transmission Selected Gear and the
required to indicate 01b (Active), and / or parameter values indicating the vehicle operator’s
desire to shift the transmission into range, the
— EEC2 SCR Thermal Management Active is operator may have to manually cancel regeneration
required to indicate 01b (Active). before selecting a range and moving the vehicle.
B.4.20.7.3. Engine Torque De-rate Operation B.4.20.8.4. Engine Fails To Set EC1 Idle Speed
Emission control systems may de-rate the engine Correctly
during failure modes or low urea levels in order to Failure to update EC1 Engine Speed at Idle, Point 1
get the operator’s attention and urge the operator to correctly may result in adaptive de-calibration and
take action. poor shift quality of 2-1 closed throttle downshifts.
If any de-rate is imposed that reduces the engine B.4.20.8.5. Emission Control System Fails To
torque curve by 10% or more, the engine is required Inhibit Increased Idle Speed While
to update the Engine Configuration torque curve Transmission Is In Range
values as specified in J1939-71. If engine idle speed is increased above Allison limits
with the transmission in gear, transmission and
As with applications without DPF or SCR systems,
converter heat loading increase and transmission
EEC2 Engine Percent Load at Current Speed
components may be damaged.
calculation during de-rates should be based on the
ratio of current de-rated indicated torque relative to
the nominal non-derated indicated torque curve. WARNING: Significantly high engine
speeds may over-power the vehicle
service or park brake and result in
unintended vehicle movement.
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B.4.20.8.6. Engine Fails To Broadcast De-
Rated Engine Torque in EC1
Failure to update the EC1 torque curve correctly
during de-rates of 10% or more may result in poor
shift quality, hanging shifts, reduced vehicle
operation, and transmission adaptive de-calibration.

EMISSION CONTROL SYSTEMS (DPF /
SCR)

 Are parameters which indicate modified engine

operation broadcast from acceptable SAs?
 If Aftertreatment Diesel Particulate Filter Active

is used: When the parameter transitions from
“inactive” to “active” or “regeneration needed”, is
DPFC1 broadcast immediately (I.E. doesn’t wait
for next 1 second broadcast to come along)?
 If idle speed changes during DPF regeneration

and/or SCR warm-up, is the speed change
reflected in EC1 Engine Speed at Idle, Point 1?
 Is stationary DPF regeneration and / or SCR

warm-up prohibited if ETC2 Transmission
Selected Gear, ETC2 Transmission Current
Gear, or GPO S – NEUTRAL INDICATOR FOR
PTO do not indicate Park or Neutral?
 If the emission control system may de-rate the

engine, is EC1 broadcast from SA 00, and does
it properly reflect de-rate conditions?
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B.4.21. ENGINE BRAKE INTERFACE B.4.21.3. CONFIGURATION (VEPS / ACCT)
WARNING: The following sections [18010] ON-VEHICLE PROTOCOL: CAN1

describe the intended use of a specific [18020] ON-VEHICLE PROTOCOL: CAN2
function which has been validated in the Parameters are only received on the CAN port set to
configuration(s) described. SAE J1939, FULL FUNCTIONALITY.
which differ from that described could [22000] ENGINE BRAKE INTERFACE
result in damage to equipment or property, Must set to PRIMARY ON-VEHICLE PROTOCOL to
serious personal injury, or loss of life. enable parameter reception.
Allison Transmission is not liable for [26030] LOCKUP INDICATOR

consequences associated with Must be set to BOTH GPO K AND J1939
incorrect implementation or unintended PARAMETER or ONLY J1939 ETC1
use of this feature. TRANSMISSION TORQUE CONVERTER LOCKUP
ENGAGED to enable the J1939 parameter
B.4.21.1. OVERVIEW broadcast.
NEW TO THIS PUBLICATION: [28040] J1939 RECEPTION: EBC1 Engine
Clarified: TC10 applications cannot receive Retarder Selection
ERC1 Actual Retarder – Percent Torque Must be set to ENABLED if parameter used to meet
from SA 00. In the future, Allison intends function requirements.
to cease support of SA 00 for this purpose.
[28120] J1939 RECEPTION: ERC1 Retarder
If an engine brake is incorporated in an installation, Enable – Brake Assist Switch
TCM knowledge of brake operation is required, and Should only be switched to ENABLED if parameter
the transmission operating state must also be used to meet function requirements.
considered by the logic that determines when brake
operation is allowed. [30400] J1939 BROADCAST: Request – RC
May be set to DISABLED (NO REQUESTS SENT) if
GPIO-based versions of this function use GPI H or I the RC message is not supported, not required, or is
(ENGINE BRAKE AND PRESELECT REQUEST) to periodically broadcast; otherwise leave set to
sense operator desire for engine braking, while GPO ENABLED (MAXIMUM OF 3 REQUESTS).
A (ENGINE BRAKE ENABLE OUTPUT) indicates
TCM consent for braking. GPIO implementations B.4.21.3.1. VEPS / ACCT Trims
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are covered in Allison 5 Generation Controls The following trims influence transmission operation
Installation Manual Section E: “Using Input / Output when engine brakes are active:
(I/O) Functions, Packages, & Groups”.
— [22020] ENGINE BRAKE: Preselect Range
The J1939-based version of this function substitutes — [22030] ENGINE BRAKE: Alternate Preselect
J1939 data for the GPIOs. Range
A further benefit of the J1939-based implementation For details on operational impacts, see Allison
is that up to two engine brakes can be supported in Controls Installation Manual section A-2: Shift
the same vehicle; e.g. a compression brake and an Calibration Familiarization.
exhaust brake. The TCM will monitor both engine
brakes and bases decisions on the composite B.4.21.4. J1939 PARAMETER AND SA USE
braking force being generated. The Allison engine brake interface consists of up to
three components:
The J1939-based implementation is standard in all — Exchange of basic torque and lockup data
1000 – 4000 Series, H3000 and TC10 applications. — An indication of operator desire for engine braking
H3000 and TC10 applications equipped with engine — Engine brake control via TCM TSC1 messages
brakes are required to use the J1939 interface.
Message and parameter support requirements vary
versus transmission family, as not all families require
support for all three components:
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(V)
Indication Engine
Allison of Engine Brake
3. SA 33 (Body Controller),
Product Basic Braking TSC1
Family Interface Desire Control
If EBC1 Engine Retarder Selection is not supported,
1000/2000 REQ’D REQ’D Optional ERC1 Retarder Enable – Brake Assist Switch
(V)
3000/4000 REQ’D NA NA reception may be enabled via VEPS. It will be

H3000 REQ’D REQ’D NA received from one of the following SAs, in order of
TC10 REQ’D REQ’D REQ’D TCM preference:
Items marked (V) can be modified via VEPS. 1. SA 15 (Retarder, Engine)

Parameters may be enabled or disabled and SAs 2. SA 41 (Retarder, Exhaust, Engine #1)
may be set to an OEM-specified value. See AUTO- 3. SA 00 (Engine #1)
If both parameters are enabled and received, the
B.4.21.4.1. Basic Interface Support – Required TCM will use EBC1 Engine Retarder Selection data.
for All Applications
The engine brake control system is required to NOTE: SAE J1939 is clear that ERC1
provide ERC1 Actual Retarder – Percent Torque Retarder Enable – Brake Assist Switch
from up to two of the following SAs: should not be used to indicate desire for
engine braking. Reception has been
1. SA 41 (Retarder, Exhaust, Engine #1) retained for legacy applications, but is now
2. SA 15 (Retarder, Engine) defaulted off and must be enabled via
3. SA 00 (Engine #1) (1000 – 4000 Series ONLY) VEPS if it is to be used.
AND New engine brake implementations should

use EBC1 Engine Retarder Selection.
Receive ETC1 Transmission Torque Converter
Lockup Engaged from SA 03 (Transmission #1).
B.4.21.4.3. TSC1 Control Support (Optional for
1000/2000 Series Applications,
NOTE: SA 00 is strongly discouraged as a Required for TC10 Applications)
source for the ERC1 broadcast: TC10 applications require the ability to control
engine brake operation. As a result, all installed
 Per SAE J1939, ERC1 SAs should engine brakes are required to provide RC Retarder
reflect engine brake type regardless of Reference Torque and respond to TSC1 torque
what physical controller generates the commands from SA 03 (Transmission #1).
ERC1 message.
To obtain RC Retarder Reference Torque, global
 SA 00 use does not allow the TCM to (V)
Request broadcasts for PGN 65249 (RC) are sent
control the brake via TSC1 messages; at the beginning of each key switch cycle. Requests
the ECM cannot distinguish TSC1s cease upon PGN reception or after a total of 3
intended for the brake vs. those requests have been sent.
intended for the engine.
While not required, 1000/2000 Series applications
Allison plans to cease support of SA 00 for can benefit from TSC1 support, as it allows the TCM
engine brake use in a future release. to interrupt engine braking during shifts if excessive
clutch temperatures occur. The TCM issues TSC1
B.4.21.4.2. Indication of Engine Braking Desire commands regardless of GPIO- or J1939-based
(Required for 1000/2000 Series, engine brake interface implementation.
H3000 and TC10 Applications)
1000/2000 Series, H3000 and TC10 applications B.4.21.5. OTHER REQUIREMENTS /
require an indication of operator desire for engine RESTRICTIONS
braking. The preferred source for this information is NOTE: Engine brake implementations
(V)
EBC1 Engine Retarder Selection from one of the must be either fully GPIO-based or fully
following SAs, in order of TCM preference: J1939-based. Mixing use of GPIO and
J1939 signals is not allowed.
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NOTE: Regardless of engine brake type Preselects are invoked when there is an operator
(compression, exhaust) or combinations request for engine braking and all TCM engagement
installed, maximum engine braking must requirements are met. The engine brake may or
not exceed the engine brake rating for the may not be engaged depending on other activation
transmission model in use. criteria outside of the TCM.
1000/2000 Series and TC10

B.4.21.6. DIFFERENCES BETWEEN GPIO AND In J1939 implementations, the input switch connects
J1939 IMPLEMENTATIONS to a controller which conveys operator desire via
While both implementations produce the same brake broadcast of either EBC1 Engine Retarder Selection
operation from the driver’s perspective, the J1939 or ERC1 Retarder Enable – Brake Assist Switch.
parameters convey somewhat different information Again, neither indicates that engine braking is active.
than the GPIOs they emulate. This section is
intended to help OEMs understand these differences Preselects are invoked when there is an operator
in the event other vehicle systems are tied into the request for exhaust braking and all of the TCM
engine brake actuation circuit. engagement requirements are met. The exhaust
brake may or may not be engaged depending on
The sequence of events with a J1939-based engine other activation criteria outside of the TCM.
brake implementation is discussed under NORMAL
J1939 OPERATION. In contrast, a traditional GPIO- 3000/4000 Series
based sequence is as follows: Preselects are only invoked after the TCM detects
engine brake activity via ERC1 Actual Retarder –
1. The vehicle operator turns on the engine brake Percent Torque.
switch, indicating a desire for braking.
B.4.21.6.2. GPO A vs. J1939 Output
2. The TCM sees the request via GPI H or I.
In GPIO implementations, TCM GPO A is activated
3. 1000/2000 Series Only: If the converter is not in after a lengthy list of criteria is met (see above).
lockup, the TCM attempts a downshift to
In J1939 implementations, the TCM continuously
increase engine speed (and therefore pump
broadcasts ETC1 Transmission Torque Converter
speed) to obtain enough flow for lockup clutch
Lockup Engaged, which indicates lockup status
engagement.
regardless of operator desire for engine braking. All
4. After verifying: other logic for enabling the engine brake circuit is
implemented by other controllers, not the TCM.
— Accelerator Pedal Position is sufficiently low,
— The torque converter is in lockup, B.4.21.7. DRIVER INTERFACE
— GPI H or I is active,
B.4.21.7.1. Required Support –
— An ABS event is not active,
Communication Failure Indication
— TCM “Engine Anti-Lug” logic is not active,
— TCM “Wheel Lock” logic not active or pending, NOTE: Indication is only required if an
— Engine Demand – Percent Torque is low OEM opts to allow on-going engine brake
operation while communication problems
…TCM approval for brake operation is conveyed exist between the engine brake controller
through GPO A, and preselects & clutch control and TCM. See OPTION 2 under FAILURE
are invoked based on braking level requested. MODES AND REQUIRED RESPONSES:
ENGINE BRAKE CONTROLLER.
5. If other brake circuit inputs downstream of the
TCM are acceptable (such as throttle position),
the engine brake is actuated. When the engine brake controller receiving ETC1
Transmission Torque Converter Lockup Engaged
The key contrasts between GPIO and J1939 detects TCM communication loss, it is required that
implementations are as follows: the operator be notified of this problem if engine
brake operation is still allowed.
B.4.21.6.1. GPI H or I vs. J1939 Inputs
In GPIO implementations, GPI H or I is activated by Physical implementation of this Communication
an operator input switch that conveys desire for Failure indication is left to the discretion of the
engine braking and preselects. The switch state vehicle OEM. Acceptable examples include a lamp
does not indicate that engine braking is active. or text display with phrasing such as “Vehicle
Electrical Fault” or “Vehicle Electronic Fault”. No
specific wording is defined, as Allison realizes
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vehicle OEMs may already have a method to B.4.21.9.2. Multi-Level Engine Brake Controller
communicate such problems to the operator. Indicates Incorrect Braking Level
Many engine compression brakes are capable of
Check Trans Indicator actuation is not an acceptable operating at multiple levels, such as “Low / High” or
means of representing a communication problem. If “Low / Medium / High”. Each one of these levels
only the Check Trans Indicator is active, service has a retarder curve associated with it.
technicians may assume there is a transmission
problem, when in fact it is most likely a vehicle If ERC1 Actual Retarder – Percent Torque
network or wiring issue. broadcast is incorrectly based on the same curve
during different levels of engine braking, TCM
B.4.21.8. NORMAL J1939 OPERATION adaptive clutch control cannot function properly.
This will result in excessively harsh or soft shifts
1. The operator turns on the engine brake switch, when switching between different levels of engine
indicating a desire for braking. (This switch may
braking. No DTCs are logged.
be wired directly to the engine brake controller,
or to another controller that forwards the request B.4.21.9.3. Engine Brake Controller Falsely
via J1939 to the engine brake controller.) Indicates Active Braking
2. (1000/2000 Series and TC10 only): The TCM If:
recognizes the desire for engine braking when
— ERC1 Actual Retarder – Percent Torque indicates
EBC1 Engine Retarder Selection > 0% or ERC1
active braking when the brake isn’t active (or
Retarder Enable – Brake Assist Switch = 01b.
perhaps not even installed), and
3. (1000/2000 Series only): If the converter is not
— (1000/2000 Series only) the J1939 operator input
in lockup, the TCM attempts a downshift to
indicates a desire for engine braking,
increase engine speed (and therefore pump
speed) to obtain enough flow for lockup clutch …the transmission will operate continuously in
engagement. preselect mode when the accelerator pedal input is
near zero. Shifts will adapt incorrectly, which will
4. After verifying Transmission Torque Converter
cause premature clutch wear when the brake
Lockup Engaged indicates 01b (Torque
actually becomes active. No DTCs are logged.
converter lockup engaged) and other non-TCM
inputs are acceptable, the engine brake B.4.21.10. FAILURE MODES AND RESPONSES:
controller actuates the brake. TCM
5. Engine brake controller ERC1 Actual Retarder – The following failures may occur in service:
Percent Torque broadcast indicates active
B.4.21.10.1. TCM Fails to Receive J1939
braking.
Operator Input (1000/2000 Only)
6. The TCM senses active braking via ERC1 If the TCM does not see a desire for engine braking
Actual Retarder – Percent Torque and invokes (EBC1 Engine Retarder Selection > 0% or ERC1
preselects and clutch control based on braking Retarder Enable – Brake Assist Switch = 01b,
level. depending on configuration) prior to engine brake
activation, engine brake preselects will not be
B.4.21.9. IMPLEMENTATION ERRORS AND invoked and engine braking will not be maximized.
IMPACTS If the operator input is lost while an engine brake
preselect is active, the preselect will remain active
B.4.21.9.1. Engine Brake Controller Fails to until ERC1 Actual Retarder – Percent Torque
utilize Transmission Torque indicates the brake is off.
Converter Lockup Engaged
If the Engine Brake Controller does not consider B.4.21.10.2. TCM Fails to Receive J1939
Transmission Torque Converter Lock Engaged in its Operator Input (TC10 Only)
actuation logic, the engine brake may be active If the TCM does not see a desire for engine braking
while lockup is not engaged. Engine braking is (EBC1 Engine Retarder Selection > 0% or ERC1
much less effective, and excessive heat is Retarder Enable – Brake Assist Switch = 01b,
generated in the transmission and vehicle cooling depending on configuration), engine brake
system. No DTCs are logged. preselects will not be invoked and engine braking
will not be maximized.
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B.4.21.10.3. TCM Fails to Receive ERC1 Actual To duplicate GPI H functionality in a J1939-based
Retarder – Percent Torque system, the engine brake controller is required to
If the TCM loses Actual Retarder – Percent Torque alert the operator of a communication failure if
reception during engine braking, engine brake Transmission Torque Converter Lockup Engaged
preselects will not occur, clutches may wear reception is lost or invalid. Engine brake operation
prematurely, and shifts will adapt incorrectly. No may continue. Information flow is shown in the
DTCs are logged. figure below.
B.4.21.10.4. Engine Brake Fails to Respond to The Communication Failure indication may be
TSC1 Control (TC10 Only) turned off when reception of valid Transmission
If the engine brake fails to respond to TCM requests Torque Converter Lockup Engaged data returns.
for deactivation, no DTCs are set. However, 6-5
downshift quality will suffer.
B.4.21.11. FAILURE MODES AND REQUIRED ALLISON

RESPONSES: ENGINE BRAKE TCM GLOBAL
CONTROLLER
The following failure may occur in service:
ETC1 Torque Converter Lockup Engaged
B.4.21.11.1. Loss of Transmission Torque
Converter Lockup Engaged
Reception
Fault logging, diagnostics and troubleshooting ERC1 Actual Retarder - Percent Torque, AND
related to the loss of Transmission Torque Converter for 1000/2000, H3000 and TC10 Series, one of either:
Lockup Engaged reception are the responsibility of EBC1 Engine Retarder Selection (preferred) OR
the vehicle OEM and the controller monitoring the ERC1 Retarder Enable - Brake Assist Switch from
parameter.
If the controller that monitors Transmission Torque EXHAUST

BRAKE
Converter Lockup Engaged and actuates the engine
CONTROL GLOBAL
brake receives an invalid signal (Error or Not
Available), or loses parameter reception for any
reason, the decision to allow or prevent engine 1
J1939
brake operation is left to the discretion of the vehicle Compression Vehicle
Network
OEM. Brake
However, there are requirements associated with If a communication failure indication is given...
either implementation. The intent is to discourage
engine brake operation on a regular basis when the
Allison
engine brake controller is unaware of lockup status. Comm
Failure OR Approved
Option 1: Engine Brake Operation Not Allowed Equivalent
(GPI I response)
With GPI I, a failure in the vehicle GPO A circuit ...then engine brake operation is still allowed.
does not allow engine brake operation.
To duplicate GPI I functionality in a J1939-based ENGINE BRAKE OPERATION ALLOWED IF

system, the engine brake controller is required to COMMUNICATION PROBLEM INDICATED
disable engine braking whenever Transmission
Torque Converter Lockup Engaged reception is lost
or invalid. This prevents engine brake operation
while the transmission is in converter mode.
Option 2: Engine Brake Operation Allowed

w/Communication Failure Indication (GPI H
response)
With GPI H, engine brake operation is still possible if
the vehicle GPO A circuit fails.
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B.4.22. ENGINE MANAGEMENT – [18000] THROTTLE AND LOAD SOURCE
ACCELERATION RATE Must set to PRIMARY ON-VEHICLE PROTOCOL.
MANAGEMENT (ARM) [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters are only exchanged on the CAN port set
function which has been validated in the to SAE J1939, FULL FUNCTIONALITY.
[12000] ACCELERATION RATE MANAGEMENT
which differ from that described could Must be set to ENABLED.
serious personal injury, or loss of life. [12010] ACCELERATION RATE MANAGEMENT:
Level of Acceleration Level
Allison Transmission is not liable for Sets the desired acceleration profile.
incorrect implementation or unintended B.4.22.4. J1939 PARAMETER AND SA USE
use of this feature. SAs marked (V) may be set to an OEM-specified
B.4.22.1. OVERVIEW selection details.
NEW TO THIS PUBLICATION: In addition to message and parameter support

The function previously called Vehicle required by functions listed under OTHER
Acceleration Control (VAC) is now known REQUIREMENTS / RESTRICTIONS, the J1939
as Acceleration Rate Management (ARM). network is required to provide CCVS1 Wheel-based
Vehicle Speed from one of the following SAs, in
Acceleration Rate Management (ARM) is an Engine order of TCM preference:
Management function where the TCM manages (V)
engine torque to limit vehicle acceleration to a
calibrated profile. This function may be used to
improve fuel efficiency, reduce tire wear, or reduce
overall acceleration aggressiveness. B.4.22.5. OTHER REQUIREMENTS /
RESTRICTIONS
ARM can only be accomplished via J1939 datalink;
there is no equivalent GPI function. ENGINE MANAGEMENT – LRTP function support is
required in order to utilize ARM.
NOTE: Do not confuse ARM with VEHICLE If the TCM sees an EEC2 Vehicle Acceleration Limit
ACCELERATION RATE LIMITING, where Status value other than 11b (Not Available), ARM is
the engine controller restricts vehicle permanently disabled to avoid conflicts with
acceleration by its own internal logic. VEHICLE ACCELERATION RATE LIMITING.
B.4.22.2. AVAILABILITY B.4.22.6. NORMAL OPERATION

ARM can be enabled in 1000 – 4000 Series and The TCM continuously monitors vehicle acceleration
H3000 applications when used with a compatible and broadcasts TSC1 torque limits to the engine as
ENGINE MAKE AND MODEL as validated by the needed to maintain the selected acceleration profile.
Allison Engine Integration group. ARM support is
B.4.22.7. FAILURE MODES AND RESPONSES
required in TC10 applications
B.4.22.7.1. Engine Fails to Respond to Torque
Allison Application Engineering review is required
Limit from TCM
prior to implementing this function.
If the engine fails to respond to torque limits sent by
B.4.22.3. CONFIGURATION (VEPS / ACCT) the TCM, acceleration will not be held to the desired
profile. No DTCs are logged.
Acceleration Rate Management is only enabled for
compatible electronic engines as validated by the
Allison Engine Integration group.
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B.4.23. ENGINE MANAGEMENT – SHIFT B.4.23.4. J1939 PARAMETER AND SA USE
ENERGY MANAGEMENT (SEM) Items marked (V) can be modified via VEPS. See
AUTO-DETECTION for SA selection details.
describe the intended use of a specific B.4.23.4.1. Required Broadcast Support
function which has been validated in the The J1939 network is required to provide EEC2
configuration(s) described. Accelerator Pedal Position 1 as described under
Implementations or use of this feature ACCELERATOR PEDAL INPUT.
result in damage to equipment or property, SA 00 (Engine #1) is required to provide:
EEC2 Engine Percent Load at Current Speed
consequences associated with EEC1 Actual Engine – Percent Torque
incorrect implementation or unintended (1)
EEC1 Engine Demand – Percent Torque
EEC1 SA for Controlling Device for Engine Control
B.4.23.1. OVERVIEW
Shift Energy Management (SEM) manages engine EC1 Engine Reference Torque
torque during shifts to increase shift quality and (2)
reduce clutch wear. Engine control is accomplished EC1 Engine Speed and Percent Torque Points
through the J1939 datalink. (3)
EC1 Engine Moment of Inertia
EEC3 Nominal Friction – Percent Torque
SEM is enabled in 1000 – 4000 Series applications
when used with a compatible ENGINE MAKE AND (1)
Parameter support is not required with TC10.
MODEL as validated by the Allison Engine (2)
Integration group. SEM support is required in Data is required to be in either EC1 Mode 1 or
H3000 and TC10 applications. Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data.
B.4.23.3. CONFIGURATION (VEPS / ACCT) (3)
Parameter may not be required in all applications;
see Allison TD 161.
Shift Energy Management is only enabled for B.4.23.4.2. Required Reception Support
compatible electronic engines as validated by the SA 00 (Engine #1) is required to respond to global
Allison Engine Integration group. (V)
Request messages for EC1, and TSC1 messages
for engine control. Both messages are sent from SA
03 (Transmission #1).
While not required, the TCM will use the following
parameters if present:
Parameters are only exchanged on the CAN port set
to SAE J1939, FULL FUNCTIONALITY. EEC3 Estimated Engine Parasitic Losses – Percent
Torque from SA 00 (Engine #1)
[22000] ENGINE BRAKE INTERFACE
Must be set to PRIMARY ON-VEHICLE PROTOCOL RC Retarder Reference Torque as described under
since Engine Management applications equipped ENGINE BRAKE INTERFACE
with engine brakes are required to use the J1939-
based interface. CCVS1 Wheel-based Vehicle Speed from one of the
following SAs, in order of TCM preference:
[30390] J1939 BROADCAST: Request – EC1
(V)
May be set to DISABLED (NO REQUESTS SENT) if 1. SA 17 (Cruise Control)
EC1 is periodically broadcast; otherwise, leave set 2. SA 33 (Body Controller)
to ENABLED (MAXIMUM OF 3 REQUESTS). 3. SA 00 (Engine #1)
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B.4.23.5. OTHER REQUIREMENTS / integrator (vehicle OEM) is responsible for verifying
RESTRICTIONS acceptable vehicle operation and device interaction.
B.4.23.5.1. Engine and Adaption Inertia All Allison TSC1 engine commands have Override
Control Mode Priority 10b (Medium priority).
WARNING: SEM requires each VEPS
Experience has shown that when multiple TSC1
ENGINE MAKE AND MODEL answer be torque limits are simultaneously sent to the engine,
associated with a single inertia value. the devices involved normally desire the lowest
ANY change in this value requires torque limit to be honored. Per the SAE-defined
evaluation by Allison. TSC1 arbitration process, the only way to ensure
this outcome is to use a common control mode and
For example, an engine approved for SEM
priority level.
use with a flywheel cannot be approved for
SEM use with a flex plate unless a new Allison strongly recommends other devices only
ENGINE MAKE AND MODEL designation send medium-priority TSC1 limits to the engine, and
is created. avoid using TSC1 torque & speed control.
B.4.23.5.2. Integration with Other Vehicle B.4.23.5.5. Support of Parameter Error States
Functions If a required broadcast parameter is inaccurate or
If a vehicle is so equipped, all requirements for the unknown during a failure mode, J1939 convention
following functions must be met: must be followed in that the parameter must indicate
an Error state or value.
AUTOMATIC TRACTION CONTROL
B.4.23.5.6. Spark-Ignited Engines
CRUISE CONTROL, STANDARD Special instruction is necessary to use SEM with a
spark-ignited (e.g. natural gas, propane, gasoline)
CRUISE CONTROL, ADAPTIVE
engine. Reference TD161 for engine compatibility,
CRUISE CONTROL, VIA ENGINE PTO and contact your Allison Application Engineer for
GOVERNOR more information.
ROAD SPEED LIMITING B.4.23.5.7. Engine Accessory Loads

Though not required, it is recommended that the
ENGINE BRAKE INTERFACE engine not allow changes in the ON / OFF state of
engine accessory loads when shifts are in process.
NOTE: Allison Engine Management B.4.23.6. INITIAL OPERATION – TCM
functions are only compatible with the
For a number of engine start cycles after a vehicle
J1939-based Engine brake Interface;
has been assembled, the TCM will set DTC P0614
GPIO-based versions cannot be used.
and limit transmission ranges if any required
parameters indicate Error, Not Available or are not
B.4.23.5.3. Engine Certification present.
Engines must undergo an Allison certification
process to ensure compliance with the governor At the beginning of the first 5 engine start cycles, the
characteristics in APPENDIX A, and the response & TCM requests EC1 from the engine. The requests
torque accuracy requirements in APPENDIX B. cease upon EC1 reception or after 3 attempts.
B.4.23.5.4. Integration with TSC1 Commands B.4.23.7. NORMAL OPERATION – TCM

from Other Components During vehicle operation, the TCM evaluates
SEM is compatible with traction control systems (i.e. powertrain operating conditions and briefly controls
ATC or ASR) as long as they utilize TSC1 torque engine output when necessary through a series of
limits with TSC1 Override Control Mode Priority 10b TSC1 commands. See the TSC1 BROADCAST
(Medium priority). SUMMARY for more information on commands
issued by the TCM.
TSC1 engine commands sent from other devices
with differing priority or control modes may interfere In addition, the TCM will adjust operation if engine
with those generated by SEM logic. The only sure de-rates (e.g. due to high engine temperature) are
way to avoid such interference is to not install other detected in EC1 data.
devices that may modify engine torque via TSC1
messages. If such devices are installed, the system
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B.4.23.8. REQUIRED NORMAL OPERATION – Remember that Engine Reference Torque is always
ENGINE expressed in terms of indicated torque, and should
The engine must respond to TSC1 commands from never change during a vehicle drive cycle.
the TCM as outlined in Appendix B.
B.4.23.9.3. Incorrect Support of EEC1 SA of
B.4.23.9. IMPLEMENTATION ERRORS AND Controlling Device for Engine
IMPACTS Control
The following are implementation errors that have This parameter is monitored and stored if the TCM
been seen previously, and their impact: detects improper engine response during SEM
operation, as discussed in TCM FAILURE MODES
B.4.23.9.1. Failure to Notify Allison of Major AND RESPONSES DURING OPERATION.
Engine Changes
Problems can occur if the VEPS value for ENGINE If the engine controller does not properly support
MAKE AND MODEL remains unchanged when an Source Address for Controlling Device for Engine
engine undergoes a major mechanical redesign or Control, the TCM will implicate the engine SA (00)
uses a different transmission adaptation. as the problem source. This can be misleading to
technicians diagnosing the issue.
Changes such as a new fuel system or increased
engine stroke can significantly alter engine inertia B.4.23.10. TCM FAILURE MODES AND
and response characteristics. As a result, Allison RESPONSES – NORMAL OPERATION
Application Engineering must review the engine to
B.4.23.10.1. Detection of Improper Engine
reaffirm SEM compatibility.
Response during Shifts
If the revised engine is significantly different from the If engine response to TSC1 commands during shifts
existing model, but a new VEPS ENGINE MAKE is deemed unacceptable for a calibratible number of
AND MODEL value is not created, the proper TCM shifts, DTC P2637 is logged and the Check Trans
adjustments won’t be used during SEM operation. Indicator actuated. As a result, clutch pressures are
Poor shift quality and / or transmission damage may increased to provide protection to transmission
result. components, which may lead to noticeably reduced
shift quality. Some shifts may be inhibited.
B.4.23.9.2. Poor Scaling of EC1 Engine
Reference Torque Source Address for Controlling Device for Engine
J1939-71 currently provides few guidelines on how Control is logged so service technicians can see if
to best set the EC1 Engine Reference Torque value. TSC1 commands from another J1939 device may be
Experience has shown that reference torque is best pre-empting the SEM commands to the engine
set as close as possible to the engine rating’s actual
Other possible causes of improper engine response
indicated peak torque. By doing so, the resolution of
are wiring integrity failures, electrical noise, or bus
parameters expressed as a percentage of Engine
loading.
Reference Torque is optimized.
The TCM will continue attempting SEM operation
If this is not possible, the next best approach is to
where applicable, and self-clear the active fault if
set the reference torque equal to the maximum
engine response returns to within acceptable criteria
indicated peak torque rating available within a
for a number of shifts.
particular engine family. Resolution of parameters
expressed as a percentage of Engine Reference B.4.23.10.2. Loss of Engine Demand – Percent
Torque will worsen as lower engine ratings are used. Torque Input
Setting the reference torque artificially high, such as In 1000 – 4000 Series and H3000 applications, if the
10,000 Nm for an engine family that has a maximum TCM fails to receive Engine Demand – Percent
peak torque rating of 1200 Nm, should be avoided. Torque for a given time period, or Engine Demand –
Resolution of parameters expressed as a Percent Torque indicates Error or Not Available:
percentage of Engine Reference Torque will be
— DTC U0115 is logged and the Check Trans
diminished to the point where shift quality will suffer.
Indicator is actuated,
Last, Engine Reference Torque should not be set to
— Clutch pressures are increased for transmission
a value of less than engine peak torque capability.
Parameters expressed as a percentage of Engine component protection, and
Reference Torque will generate values over +125%.
— Shifts are not adapted.
Again, shift quality will suffer.
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When proper reception returns for a number of
cycles without failure, the fault self-clears.
B.4.23.10.3. TCM Receives Incorrect Input

Values
SEM inputs are used to determine what the engine
will be doing before, during and after a shift. While
no DTCs are set outside those mentioned above,
incorrect input values – whether higher or lower than
actual – will reduce shift quality.
B.4.23.10.4. Loss of Engine Communication

If the TCM loses reception of any of the following for
a time period longer than 5X their broadcast rates:
— EEC1 Actual Engine – Percent Torque

— EEC2 Accelerator Pedal (AP) Position
— EEC3 Nominal Friction – Percent Torque
…some shifts may be inhibited. If lost for a period of

more than 5 seconds, a DTC is also set and the
Check Trans Indicator is actuated.
B.4.23.11. INSTALLATION CHECKLIST: ENGINE

MANAGEMENT – SEM
J1939-based implementations. The written test plan
is available to assist vehicle and engine OEMs in
development of Engine Management compatibility.
Contact your Allison Application Engineer.
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B.4.24. ENGINE MANAGEMENT – [30390] J1939 BROADCAST: Request – EC1
LOWER RANGE TORQUE May be set to DISABLED (NO REQUESTS SENT) if
PROTECTION (LRTP) EC1 is periodically broadcast; otherwise, leave set
to ENABLED (MAXIMUM OF 3 REQUESTS).
[30440] J1939 BROADCAST: TCFG2
Transmission Torque Limit
configuration(s) described. Must be set to ENABLED unless Allison Application
Implementations or use of this feature Engineering confirms that the vehicle OEM has a
which differ from that described could system in place to pre-program the torque limit value
result in damage to equipment or property, at the factory.
Allison Transmission is not liable for Items marked (V) can be modified via VEPS.
incorrect implementation or unintended NOTE: If LRTP is supported solely for the
use of this feature. purpose of DSS or ARM access (i.e. LRTP
is not required for engine / transmission
B.4.24.1. OVERVIEW ratings compatibility), any requirements
Lower Range Torque Protection (LRTP) is an concerning EC1 Default Engine Torque
Engine Management function that reduces engine Limit and TCFG2 Transmission Torque
torque when transmission input power, input torque, Limit support may be ignored.
converter torque output, or converter speed ratio
exceeds Allison-defined limits. These limits typically B.4.24.4.1. Required Broadcast Support
occur during torque converter mode or operation in The J1939 network is required to provide EEC2
lower gears, where stall or drivetrain torque may Accelerator Pedal Position 1 as described under
reach levels above gearbox capacity. ACCELERATOR PEDAL INPUT.
B.4.24.2. AVAILABILITY SA 00 (Engine #1) is required to broadcast:
LRTP is enabled in 1000 – 4000 Series and H3000
applications when used with a compatible ENGINE EEC2 Engine Percent Load at Current Speed
MAKE AND MODEL as validated by the Allison
Engine Integration group. LRTP support is required EEC1 Actual Engine – Percent Torque
in TC10 applications.
EEC1 SA for Controlling Device for Engine Control
EC1 Engine Reference Torque
[11020] ENGINE MAKE AND MODEL (1)
EC1 Engine Speed and Percent Torque Points
Lower Range Torque Protection is only enabled for
compatible electronic engines as validated by the EC1 Engine Default Torque Limit
Allison Engine Integration group.
EEC3 Nominal Friction – Percent Torque
(1)
Must set to PRIMARY ON-VEHICLE PROTOCOL. Data is required to be in either EC1 Mode 1 or
Mode 2 format. Regardless, Point 2 must contain
[18010] ON-VEHICLE PROTOCOL: CAN1 valid engine speed and torque data.
Parameters are only exchanged on the CAN port set B.4.24.4.2. Required Reception Support
to SAE J1939, FULL FUNCTIONALITY. SA 00 (Engine #1) is required to respond to the
following messages from SA 03 (Transmission #1):
[22000] ENGINE BRAKE INTERFACE
(V)
Must be set to PRIMARY ON-VEHICLE PROTOCOL — Global Request messages to obtain EC1,
since Engine Management applications equipped — TSC1 messages for engine control,
(V)
with engine brakes are required to use the J1939- — TCFG2 Transmission Torque Limit , and
based interface. — ETC1 as a TCM heartbeat message.
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B.4.24.4.3. Optional Support integrator (vehicle OEM) is responsible for verifying
The TCM will use the following parameters if acceptable vehicle operation and device interaction.
present. However, they are not required, and LRTP
will operate in their absence: All Allison TSC1 engine commands have Override
Control Mode Priority 10b (Medium priority).
EEC3 Estimated Engine Parasitic Losses – Percent Experience has shown that when multiple TSC1
Torque from SA 00 (Engine #1) torque limits are simultaneously sent to the engine,
the devices involved normally desire the lowest
RC Retarder Reference Torque as described under torque limit to be honored. Per the SAE-defined
ENGINE BRAKE INTERFACE, if installed. TSC1 arbitration process, the only way to ensure
this outcome is to use a common control mode and
CCVS1 Wheel-based Vehicle Speed from one of the priority level.
following SAs, in order of TCM preference:
Allison strongly recommends other devices only
(V)
1. SA 17 (Cruise Control) send medium-priority TSC1 limits to the engine, and
2. SA 33 (Body Controller) avoid use of TSC1 torque and speed control.
B.4.24.5.4. Support of Parameter Error States
B.4.24.5. OTHER REQUIREMENTS / If a required broadcast parameter is inaccurate or
RESTRICTIONS unknown during a failure mode, J1939 convention
must be followed in that the parameter must indicate
B.4.24.5.1. Vehicle Function Integration an Error state or value.
If a vehicle is so equipped, all requirements for the
following functions must be met: B.4.24.5.5. Spark-Ignited Engines
Special instruction is necessary to use LRTP with a
CRUISE CONTROL, STANDARD spark-ignited (e.g. natural gas, propane, gasoline)
engine. Reference TD161 for engine compatibility,
CRUISE CONTROL, ADAPTIVE
and contact your Allison Application Engineer for
CRUISE CONTROL, VIA ENGINE PTO more information.
GOVERNOR
B.4.24.5.6. Engine Accessory Loads
ROAD SPEED LIMITING Though not required, it is recommended that the
engine not allow changes in the ON / OFF state of
ENGINE BRAKE INTERFACE engine accessory loads when shifts are in process.
B.4.24.6. INITIAL OPERATION – TCM

NOTE: Allison Engine Management
functions are only compatible with the For a number of engine start cycles after a vehicle
J1939-based Engine brake Interface; has been assembled, the TCM will set DTC P0614
GPIO-based versions cannot be used. and limit transmission ranges if any required
parameters indicate Error, Not Available or are not
present.
B.4.24.5.2. Engine Certification
Engines must undergo an Allison certification B.4.24.7. NORMAL OPERATION – TCM
process to ensure compliance with the governor At the beginning of each key switch cycle, the TCM
characteristics in APPENDIX A, and the response & broadcasts TCFG2 Transmission Torque Limit for a
torque accuracy requirements in APPENDIX B. period of time (~1 minute) or until the engine echoes
the same value back in EC1 Engine Default Torque
B.4.24.5.3. Integration with TSC1 Commands Limit.
from Other Components
LRTP is compatible with traction control systems During vehicle operation, LRTP limits engine torque
(i.e. ATC or ASR) as long as they utilize TSC1 when transmission input power, input torque or
torque limits with TSC1 Override Control Mode torque converter output limits are close to values
Priority 10b (Medium priority). exceeding the transmission rating for the current
gear and torque converter conditions. The TCM
TSC1 engine commands sent from other devices continually gauges engine response during these
with differing priority or control modes may interfere TSC1 commands.
with those generated by LRTP logic. The only sure
way to avoid such interference is to install other
devices that may modify engine torque via TSC1
messages. If such devices are installed, the system
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B.4.24.8. REQUIRED NORMAL OPERATION – B.4.24.9.2. Poor Scaling of EC1 Engine
ENGINE Reference Torque
In addition to responding to TSC1 commands from J1939-71 currently provides few guidelines on how
the TCM as outlined in Appendix B, the engine is to best set the EC1 Engine Reference Torque value.
required to: Experience has shown that reference torque is best
set as close as possible to the actual peak torque of
B.4.24.8.1. Update and Retain Engine Default the engine rating. By doing so, the resolution of
Torque Limit parameters expressed as a percentage of Engine
Engine Default Torque Limit is a companion Reference Torque is optimized.
parameter to Transmission Torque Limit. It provides
confirmation to the TCM that the engine has If this is not possible, the next best approach is to
received and will invoke the requested Transmission set the reference torque equal to the maximum peak
Torque Limit if J1939 communication is lost between torque rating available within a particular engine
the two devices. family. Resolution of parameters expressed as a
percentage of Engine Reference Torque will worsen
The engine is required to monitor TCFG2 as lower engine ratings are used.
Transmission Torque Limit at the beginning of each
engine start cycle. If the engine sees that the Setting the reference torque artificially high, such as
received value does not match its’ stored value, it is 10,000 Nm for an engine family that has a maximum
required to update the Engine Default Torque Limit peak torque rating of 1200 Nm, should be avoided.
value it stores in non-volatile memory and uses Resolution of parameters expressed as a
during operation. percentage of Engine Reference Torque will be
diminished to the point where shift quality will suffer.
An Engine Default Torque Limit value of 0xFF00 to
0xFFFF indicates that no default engine torque limit Last, Engine Reference Torque should not be set to
has been received or set. a value of less than the engine’s peak torque
capability. Parameters expressed as a percentage
B.4.24.8.2. Monitor TCM Heartbeat Message of Engine Reference Torque will generate values of
In LRTP applications, the engine is required to over +125%. Again, shift quality will suffer.
monitor ETC1 as a TCM heartbeat. See FAILURE
MODES AND REQUIRED ENGINE RESPONSES Remember that Engine Reference Torque is always
for proper reaction to loss of the heartbeat. expressed in terms of indicated torque, and should
never change during a vehicle drive cycle.
B.4.24.9. IMPLEMENTATION ERRORS AND
IMPACTS B.4.24.9.3. Incorrect Support of EEC1 SA of
Controlling Device for Engine
The following are implementation errors that have
Control
been seen previously, and their impact:
This parameter is monitored and stored if the TCM
B.4.24.9.1. Failure to Notify Allison of Major detects improper engine response during LRTP
Engine Changes operation, as discussed in TCM FAILURE MODES
Problems can occur if the VEPS value for ENGINE AND RESPONSES DURING OPERATION.
MAKE AND MODEL remains unchanged when an
If the engine controller does not properly support
engine undergoes a major mechanical redesign.
Source Address for Controlling Device for Engine
Changes such as a new fuel system or increased Control, the TCM will implicate the engine SA (00)
engine stroke can significantly alter engine response as the problem source. This can be misleading to
characteristics. As a result, Allison Application technicians diagnosing the issue.
Engineering must review the engine to reaffirm
B.4.24.10. FAILURE MODES ANDTCM
LRTP compatibility.
RESPONSES
If the revised engine is significantly different from the These failure modes occur after LRTP capability is
existing model, but a new VEPS value for ENGINE confirmed.
MAKE AND MODEL is not created, the proper TCM
adjustments won’t be used during LRTP operation. B.4.24.10.1. Detection of Improper Engine
Poor shift quality and / or transmission damage may Response during LRTP Operation
result. If engine response is deemed unacceptable for a
number of LRTP TSC1 commands, DTC P2641 is
logged and the Check Trans Indicator is actuated.
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Source Address for Controlling Device for Engine drivetrain torque may reach levels higher than the
Control is logged so service technicians can see if gearbox capacity. If communication is lost during
TSC1 commands from another J1939 device may be this torque-limited operation, unrestricted engine
pre-empting the LRTP commands to the engine. torque output could harm the transmission.

WARNING: In applications that require
include wiring integrity failures, electrical noise, or
LRTP, failure to invoke Transmission
bus loading.
Torque Limit during communication loss
The TCM will continue attempting to use LRTP as between the engine and TCM WILL result
needed, and self-clear the active DTC if engine in transmission damage.
response returns to within acceptable criteria for a
number of TSC1 commands. B.4.24.12. INSTALLATION CHECKLIST: ENGINE
MANAGEMENT – LRTP
B.4.24.10.2. Incorrect Input Values Received Allison Application Engineering will review new
LRTP inputs are used to determine engine torque J1939-based implementations. The written test plan
limits imposed during various aspects of is available to assist vehicle and engine OEMs in
transmission operation. No DTCs are set if incorrect development of Engine Management compatibility.
values are received. However, if: Contact your Allison Application Engineer.

— EEC3 Estimated Engine Parasitic Losses –
Percent Torque
…are in error such that calculated (per Appendix B)

gross torque is lower than actual, the LRTP limits
may not adequately protect the transmission and
damage may occur. Conversely, if errors in these
parameters result in calculated gross torque that is
higher than actual, excessively restrictive torque
limits will be placed on the engine, and vehicle
performance may be reduced.
B.4.24.10.3. Loss of Engine Communication


…some shifts will be momentarily inhibited. If lost

for a period of more than 5 seconds, a DTC is also
set and the Check Trans Indicator is actuated.
B.4.24.11. FAILURE MODES AND REQUIRED

ENGINE RESPONSES
B.4.24.11.1. Engine Loses TCM Heartbeat

In the event the heartbeat message is not received
in a time period of 5 times its broadcast rate (5 x 10
ms = 50 ms for ETC1), the engine is required to
invoke a torque limit holding the engine to less than
or equal to the value of Transmission Torque Limit.
The engine may release the limit when engine-to-
TCM communication is re-established.
The intention is to protect the transmission. LRTP

may use torque limits during torque converter mode
or operation in specific lower gears, where stall or
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B.4.25. ENGINE MANAGEMENT – B.4.25.4. J1939 PARAMETER AND SA USE
NEUTRAL-TO-RANGE ASSIST There are no messages or parameters to support
(NRA) beyond those required by the functions listed under
OTHER REQUIREMENTS / RESTRICTIONS.
RESTRICTIONS
configuration(s) described. B.4.25.5.1. Required Allison Function Support
which differ from that described could To utilize Neutral-to-Range Assist (NRA), the vehicle
result in damage to equipment or property, is required to support these functions:
serious personal injury, or loss of life. SERVICE BRAKE STATUS INPUT
ENGINE MANAGEMENT – SEM
incorrect implementation or unintended B.4.25.5.2. Interaction with Other Vehicle
use of this feature. Functions
B.4.25.1. OVERVIEW CAUTION: When the garage shift is

complete, the TCM ceases TSC1 engine
NEW TO THIS PUBLICATION: control. The engine governor or control
In the Normal Operation section, clarified system is then free to resume the
that NRA control will only occur for a operational state active prior to NRA
maximum of 3 seconds. control.
Those using NRA should take this into

Neutral-to-Range Assist (NRA) is an Engine
consideration when analyzing its
Management function where the TCM manages
interaction with other vehicle functions
engine speed in order for the transmission to
such as PTO modes, etcetera.
complete a Neutral-to-Range garage shift.
NRA can only be accomplished via J1939 datalink; B.4.25.6. DRIVER INTERFACE
there is no equivalent GPI function. There are no specific driver interface requirements
for this function.
NRA is optional in 1000 – 4000 Series and H3000 B.4.25.7. NORMAL OPERATION
applications when used with a compatible ENGINE If the vehicle operator requests a Neutral-to-Range
MAKE AND MODEL as validated by the Allison garage shift while engine speed is too high to initiate
Engine Integration group. NRA support is required the shift, and within 3 seconds of the shift request
in TC10 applications the operator either:
B.4.25.3. CONFIGURATION (VEPS / ACCT) — applies the service brakes, or
[11020] ENGINE MAKE AND MODEL — depresses the accelerator pedal beyond a
NRA will only enable when used with a compatible threshold (but less than 40%), or
electronic engine as validated by the Allison Engine
Integration group. — manipulates the shift selector,
[18000] THROTTLE AND LOAD SOURCE …then the TCM will send a TSC1 torque limit to
Must set to PRIMARY ON-VEHICLE PROTOCOL. decrease engine speed so the shift can be initiated.
[18010] ON-VEHICLE PROTOCOL: CAN1 Once initiated, the NRA control will continue -- even
[18020] ON-VEHICLE PROTOCOL: CAN2 if the service brakes or throttle pedal are released –
until shift completion or for a maximum of 3 seconds.
to SAE J1939, FULL FUNCTIONALITY. If a garage shift is requested while engine speed is
too high or accelerator pedal position is > 40%,
[12020] NEUTRAL-TO-RANGE ASSIST (NRA)
engine speed will not be reduced and the shift will
Must be set to ENABLED. be inhibited. The Range Inhibited Indicator (RII) will
be activated, and the operator will have to re-select
the desired range.
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B.4.25.8.1. Engine Fails to Respond to Torque

Limit from TCM
If engine speed fails to lower to an acceptable level
within 3 seconds, the TCM will cease the TSC1
torque limit command and the transmission will
remain in Neutral.
The Range Inhibited Indicator (RII) will be activated,

and the operator will have to re-select the desired
range. No DTCs are logged.
B.4.25.8.2. TCM loses throttle or service brake

input reception
NRA logic will not execute if the TCM fails to receive
either a valid J1939-based throttle input or a valid
Service Brake Status input, or has an active fault
related to either.
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B.4.26. ENGINE MANAGEMENT – B.4.26.3.1. VEPS / ACCT Trims
OUTPUT TORQUE LIMITING The following trims influence function operation:
(OTL) — [12060] OUTPUT TORQUE LIMITING: T-Case
Low Output Torque Limit
describe the intended use of a specific — [12070] OUTPUT TORQUE LIMITING: Reverse
function which has been validated in the Output Torque Limit
Implementations or use of this feature — [12080] OUTPUT TORQUE LIMITING: General
which differ from that described could Output Torque Limit
serious personal injury, or loss of life. B.4.26.4. OTHER REQUIREMENTS /
RESTRICTIONS
OTL requires that ENGINE MANAGEMENT – LRTP
and all of its requirements be supported.
use of this feature. If OTL is desired during transfer case low operation,
then HIGH N/V RATIO INPUT support is required.
B.4.26.1. OVERVIEW
Output Torque Limiting (OTL) is an Engine B.4.26.5. NORMAL OPERATION – TCM
Management function where the TCM limits engine OTL operation is identical to LRTP except that
torque output in order to keep transmission output engine limits are based on transmission output shaft
torque below OEM-specified limits. torque. During vehicle operation, OTL limits engine
torque when transmission output torque is close to
B.4.26.2. AVAILABILITY exceeding the programmed torque limits. The TCM
Output Torque Limiting is optional in: continually gauges engine response during these
TSC1 commands.
— 1000 through 4000 Series SPS applications,
— all 3000/4000 Series OFS applications, and The “transfer case low” output torque limit is invoked
— TC10 applications per the HIGH N/V RATIO INPUT function.
…when used with a compatible ENGINE MAKE B.4.26.6. FAILURE MODES ANDTCM
AND MODEL as validated by the Allison Engine RESPONSES
Integration group. Application Engineering review is All TCM failure modes and responses are identical
required. to those listed for ENGINE MANAGEMENT – LRTP.
B.4.26.3. CONFIGURATION (VEPS / ACCT) B.4.26.7. FAILURE MODES AND REQUIRED

ENGINE RESPONSES
[11020] ENGINE MAKE AND MODEL All failure modes and requirements are identical to
Output Torque Limiting will only enable when used those listed for ENGINE MANAGEMENT – LRTP.
with compatible electronic engines as validated by
the Allison Engine Integration group. B.4.26.8. INSTALLATION CHECKLIST: ENGINE
MANAGEMENT – OTL
[18000] THROTTLE AND LOAD SOURCE Allison Application Engineering will review new
Must set to PRIMARY ON-VEHICLE PROTOCOL. implementations. The written test plan is available
to assist vehicle and engine OEMs in development
[18010] ON-VEHICLE PROTOCOL: CAN1 of Engine Management compatibility. Contact your
[18020] ON-VEHICLE PROTOCOL: CAN2 Allison Application Engineer.
[25130] HIGH N/V RATIO INPUT

Must be set to PRIMARY ON-VEHICLE PROTOCOL
so the J1939 parameter will trigger the “transfer case
low” output torque limit. GPI CC will not trigger the t-
case output torque limit.
[12040] OUTPUT TORQUE LIMITING

Must be set to ENABLED.
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B.4.27. ENGINE MANAGEMENT – PTO B.4.27.3.1. VEPS / ACCT Trims
TORQUE LIMITING (PTL) The following trims influence function operation:
WARNING: The following sections — [27083] PTO DRIVE INTERFACE 1: Torque

describe the intended use of a specific Limit
— [27084] PTO DRIVE INTERFACE 1: Drive Ratio
Implementations or use of this feature (Percentage of Engine Speed)
— [27143] PTO DRIVE INTERFACE 2: Torque
Limit
— [27144] PTO DRIVE INTERFACE 2: Drive Ratio
(Percentage of Engine Speed)
incorrect implementation or unintended B.4.27.4. J1939 PARAMETER AND SA USE
See J1939 Parameter and SA use requirements for
ENGINE MANAGEMENT – LRTP.
B.4.27.1. OVERVIEW
PTO Torque Limiting (PTL) is an Engine B.4.27.5. OTHER REQUIREMENTS /
Management function where the TCM restricts RESTRICTIONS
engine torque output in order to keep PTO drive — The PTO Torque Limiting function requires that
output torques below OEM-specified limits. ENGINE MANAGEMENT – LRTP and all of its
requirements be supported.
PTL is optional in 1000 – 4000 Series (except EVS — PTL may not be used with output shaft PTOs.
and SP vocations), H3000 and TC10 applications
when used with an LRTP-compatible ENGINE — The vehicle is required to support at least one of
MAKE AND MODEL as validated by the Allison PTO Drive Interface 1 and / or PTO Drive
Engine Integration group. Interface 2. These interfaces can be either
J1939- or GPIO-based.
— PTL may not be used in rolling PTO applications;
[11020] ENGINE MAKE AND MODEL it is restricted to stationary PTO applications only.
PTL can only be enabled with LRTP-compatible
electronic engines as validated by the Allison Engine B.4.27.6. NORMAL OPERATION – TCM
Integration group. For each PTO drive, while it is engaged, the TCM
will limit engine torque to the OEM-defined torque
[18000] THROTTLE AND LOAD SOURCE rating for the given drive. In dual drive applications,
Must set to PRIMARY ON-VEHICLE PROTOCOL. if both drives are engaged, the TCM will limit the
engine to the lower torque rating.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.27.7. FAILURE MODES ANDTCM
Parameters are only exchanged on the CAN port set RESPONSES
B.4.27.7.1. TCM Detects Improper Engine
[27082] PTO DRIVE INTERFACE 1: Torque Response during PTL Operation
Limiting If engine response is deemed unacceptable for a
Must be set to ENABLED to invoke torque limiting number of PTL TSC1 commands, DTC P2641 is
when PTO Drive 1 is active. logged and the Check Trans Indicator is actuated.
[27142] PTO DRIVE INTERFACE 2: Torque Source Address for Controlling Device for Engine
Limiting Control is logged so service technicians can see if
TSC1 commands from another J1939 device may be
Must be set to ENABLED to invoke torque limiting pre-empting the PTL commands to the engine.
when PTO Drive 2 is active.
[30390] J1939 BROADCAST: Request – EC1 include wiring integrity failures, electrical noise, or
May be set to DISABLED (NO REQUESTS SENT) if bus loading.
EC1 is periodically broadcast; otherwise, leave set
to ENABLED (MAXIMUM OF 3 REQUESTS).
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The TCM will continue attempting to use PTL as B.4.27.9. INSTALLATION CHECKLIST: ENGINE
needed, and self-clear the active DTC if engine MANAGEMENT – PTL
response returns to within acceptable criteria for a Allison Application Engineering will review new
number of TSC1 commands. implementations. The written test plan is available
to assist vehicle and engine OEMs in development
B.4.27.7.2. TCM Receives Incorrect Input of Engine Management compatibility. Contact your
Values Allison Application Engineer.
PTL inputs are used to determine engine torque
limits imposed while PTO Drive Interface 1 is
engaged. No DTCs are set if incorrect values are
received. However, if:

— EEC3 Estimated Engine Parasitic Losses –
Percent Torque
…are in error such that calculated (per Appendix B)

gross torque is lower than actual, the PTL limits may
not adequately protect the PTO-drive device and
damage may occur. Conversely, if errors in these
parameters result in calculated gross torque that is
higher than actual, excessively restrictive torque
limits will be placed on the engine, and PTO
performance may be reduced.
B.4.27.7.3. TCM Loses Communication with

Engine

…the TCM will revoke PTO engagement consent,

and prohibit PTO operation until communication
resumes. If lost for a period of more than 5
seconds, a DTC is also set and the Check Trans
Indicator is actuated.
B.4.27.8. FAILURE MODES AND REQUIRED

ENGINE RESPONSES
B.4.27.8.1. Engine Loses TCM Heartbeat

Like LRTP, if the heartbeat message is not received
in a time period of 5 times its broadcast rate (5 x 10
ms = 50 ms for ETC1), the engine is required to
invoke a torque limit holding the engine to less than
or equal to the value of Transmission Torque Limit.
The engine may release the limit when engine-to-
TCM communication is re-established.
WARNING: In applications that require

PTO Torque Limiting, the Transmission
Torque Limit value invoked during
communication loss may not be low
enough to sufficiently protect the driven
PTO device.
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B.4.28. ENGINE SPEED INPUT “Some parameters may be calculated and/or
updated based on engine crank angle rather than at
WARNING: The following sections a specific time interval. When this is the case the
describe the intended use of a specific reference to a specific update rate is not accurate
function which has been validated in the because this time will change based on the speed of
configuration(s) described. the engine. The primary goal is to minimize the
Implementations or use of this feature latency associated with sampling, calculating and
which differ from that described could transmitting the data without overburdening the
result in damage to equipment or property, network. There are many approaches to sampling
serious personal injury, or loss of life. the data to be converted and sent over the network.
The two preferred approaches are: (a) Time-based
Allison Transmission is not liable for sampling, calculating and transmission; and (b) A
consequences associated with hybrid time-based and engine crank angle-based
incorrect implementation or unintended sampling, calculating and transmission where the
use of this feature. number of crank angle degrees between updates is
modified based on the current operating speed in
B.4.28.1. OVERVIEW order to maintain an update rate within an
All Allison transmission applications require an acceptable range (see Figure 1). Because there are
engine speed input signal. Traditionally an engine multiple ways to acquire and transmit data onto the
speed sensor is installed by Allison as part of the network the following guidelines have been defined
Allison control system. However, the TC10 and for the engine speed and directly associated data.
H3000 Series have no such provision, and require
1. At speeds above 500 rpm, the time from
this data via the J1939 datalink.
sampling to message transmission shall not
B.4.28.2. AVAILABILITY exceed 12 ms. Systems that acquire engine
speed information via period measurement
Support is required for all H3000 Series and TC10 inherently have less time delay at higher
applications. A compatible electronic engine, as speeds. Above 1000 rpm, for instance, the time
validated by the Allison Engine Integration group, from sampling to message transmission shall
must be used. range from 5 to 30 ms. Less time is required
because the period measurement takes less
This function is currently not supported by 1000 –
time at higher speeds. How much time is saved
4000 Series applications.
depends on the number of crank angle degrees
B.4.28.3. CONFIGURATION (VEPS / ACCT) used to perform the period measurement.
[18010] ON-VEHICLE PROTOCOL: CAN1 2. “Normal” update rates:

a. Time based updates will occur every 20 ms.
Parameter is only received on the CAN port set to
SAE J1939, FULL FUNCTIONALITY. b. Hybrid time based and engine crank angle
based updates are shown in Figure 1.”
[11040] ENGINE SPEED SOURCE
Must only be set to PRIMARY ON-VEHICLE B.4.28.5.2. Data Accuracy and Latency
PROTOCOL in H3000 and TC10 applications. A minimum accuracy of ±30 rpm is required, along
with no more than 300 ms latency between sampling
B.4.28.4. J1939 PARAMETER AND SA USE and broadcast. These requirements apply to both
engine running and engine cranking.
SA 00 (Engine #1) is required to provide EEC1 B.4.28.5.3. Error State Support
Engine Speed. The component reading and processing the engine
speed sensor signal is required to diagnose the
signal and convey an EEC1 Engine Speed Error
RESTRICTIONS
indication when the signal is deemed incorrect.
B.4.28.5.1. Transmission Repetition Rate
The rates established per SAE J1939-71 section
Engine Speed is received and used for transmission
“Transmission Repetition Rate for Engine Speed
control.
and Directly Associated Data (Crank Angle or Time
Based Update Rates)” are required:
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B.4.28.7. FAILURE MODES AND RESPONSES  Is the TCM calibration configured properly?
B.4.28.7.1. TCM receives invalid Engine Speed  Is the required parameter supported from an
If Engine Speed indicates an invalid signal (Error or acceptable source address?
Not Available) or TCM reception of Engine Speed is
lost, a DTC is logged. The Check Trans indicator is  Are the SAE J1939-71 repetition rates met?
not activated.
 Are the accuracy and latency requirements met?
B.4.28.8. INSTALLATION CHECKLIST: ENGINE
SPEED  Does Engine Speed indicate Error when the
sensor is disconnected from the controller
Allison Application Engineering will review new receiving its signal?

FROM SAE J1939-71: “FIGURE 1 – LIMITS OF HYBRID UPDATE RATES”
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B.4.29. FUELSENSE® INDICATOR B.4.29.6. NORMAL OPERATION
When ETC7 Transmission Mode 10 Indicator = 01b
®
WARNING: The following sections (active), the FuelSense Indicator should be
describe the intended use of a specific activated. When Transmission Mode 10 Indicator =
®
function which has been validated in the 00b (inactive), the FuelSense Indicator should be
configuration(s) described. deactivated. The indicator only activates briefly after
Implementations or use of this feature TCM power-up.
result in damage to equipment or property, B.4.29.7. FUELSENSE INDICATOR FAILURE
serious personal injury, or loss of life. MODES AND RESPONSES
Any vehicle system response, fault logging,
Allison Transmission is not liable for diagnostics or troubleshooting related to the loss of
consequences associated with Transmission Mode 10 Indicator reception is the
incorrect implementation or responsibility of the controller monitoring the
unintended use of this feature. parameter and the vehicle OEM.
B.4.29.1. OVERVIEW B.4.29.7.1. Optional Heartbeat

® Heartbeat monitoring and a Communication Failure
The Allison FuelSense Indicator conveys that the
TCM is configured to help optimize vehicle fuel indication are not required for this function, although
economy. Activation only occurs briefly after TCM vehicle OEMs may choose to implement such logic
power-up; it does not reflect any dynamic changes in at their discretion. See USING A COMMUNICATION
® HEARTBEAT for recommendations on detecting and
transmission operation. The FuelSense Indicator
can be implemented via: responding to J1939 communication failures.
th B.4.29.8. INSTALLATION CHECKLIST:
— Any Allison 5 Generation shift selector with a ®
built-in display, or FUELSENSE INDICATOR
— A vehicle OEM display in addition to the Allison J1939-based implementations for the following
shift selector display. minimum functionality. While vehicle OEMs may
use this list to help evaluate their implementation
B.4.29.2. AVAILABILITY during development, it is not a substitute for the
The indicator is only available with certain 1000 – requirements described previously.
4000 Series VMCs. J1939-based implementation is
optional in all 1000 – 4000 Series applications, Acceptable implementations will answer “yes” to all
pending Application Engineering approval. of the questions in the following sequence:
B.4.29.3. CONFIGURATION (VEPS / ACCT)  Is the TCM calibration configured properly?
[18010] ON-VEHICLE PROTOCOL: CAN1  Observe the display while monitoring ETC7
[18020] ON-VEHICLE PROTOCOL: CAN2 Transmission Mode 10 Indicator from SA 03 in
®
Parameter is only broadcast on the CAN port set to the Allison DOC Data Bus Viewer. Turn on the
SAE J1939, FULL FUNCTIONALITY. vehicle key switch. Does the FuelSense®
Indicator appear when the J1939 parameter
®
[16110] FUELSENSE INDICATOR value is 01b, and disappear when it is 00b?
Must be set to BOTH ALLISON SHIFT SELECTOR
AND J1939 PARAMETER to use a J1939-based
implementation.

®
The component controlling the FuelSense Indicator
is required to receive ETC7 Transmission Mode 10
(v)
Indicator from SA 03 (Transmission #1).

®
OEM implementations of the FuelSense Indicator
must be reviewed by Allison Transmission; please
contact your Application Engineering representative.
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B.4.30. HIGH N/V RATIO INPUT 4. SA 00 (Engine #1)
WARNING: The following sections NOTE: TCI broadcast must be continuous.

describe the intended use of a specific It may also be sent on change between the
function which has been validated in the normal 1 second updates. If sent only on
configuration(s) described. change, diagnostic responses will be
Implementations or use of this feature generated by the TCM.
All 2WD and 4WD applications are required to
support the applicable states as defined by SAE:
consequences associated with Bits Meaning
use of this feature. 000b 2WD high (normal or On Highway range)
001b 4WD high (normal or On Highway range)
010b Neutral
B.4.30.1. OVERVIEW
011b 2WD low (or Off Highway range)
High N/V operation results when driveline ratios 100b 4WD low (or Off Highway range)
result in high transmission output shaft speeds (N) 101b Shift in Progress or gear not confirmed
while running at low vehicle speeds (V). Allison 110b Error
defines high N/V values as 43 to 93 rpm / kph (70 to
150 rpm / mph). In these situations, such as during
two speed axle or transfer case operation, special For example, a 2WD vehicle must support states
TCM logic must be employed to optimize modulation 000b and 011b, while a 4WD vehicle must support
and shift quality. states 001b and 100b. Transfer cases with a
Neutral position must support state 010b.
High N/V can be accomplished via J1939 or GPI CC Regardless as to whether a vehicle is 2WD or 4WD,
th
(See the Allison 5 Generation Controls Installation 110b (Error) support is required.
Manual).
The J1939-based implementation is optional in 1000 B.4.30.5.1. Required Support –
– 4000 Series applications. Communication Failure Indication
During Sensor Failure
B.4.30.3. CONFIGURATION (VEPS / ACCT) If the component broadcasting Transfer Case Status
detects an input sensor or system failure, operator
[18010] ON-VEHICLE PROTOCOL: CAN1 notification is required. The intent is to avoid
[18020] ON-VEHICLE PROTOCOL: CAN2 unknowingly operating the vehicle when the TCM
Parameters are only received on the CAN port set to does not know the status of the transfer case.
Physical implementation of this Communication
[25130] HIGH N/V RATIO INPUT Failure indication is left to the discretion of the
Must be set to PRIMARY ON-VEHICLE PROTOCOL vehicle OEM. Acceptable examples include a lamp
to enable TCI Transfer Case Status reception. or text display with phrasing such as “Vehicle
Electrical Fault” or “Vehicle Electronic Fault”. No
B.4.30.4. J1939 PARAMETER AND SA USE specific wording is defined, as Allison realizes
SAs marked (V) may be set to an OEM-specified vehicle OEMs may already have a method to
value via VEPS. See AUTO-DETECTION for SA communicate such problems to the operator. Your
selection details. Allison Application Engineer must review all
implementations.
Check Trans Indicator actuation is not an acceptable
The J1939 network is required to provide TCI
means of representing a communication problem. If
Transfer Case Status every 1 S and on change from
only the Check Trans Indicator is active, service
one of the following SAs, in order of TCM
technicians may assume there is a transmission
preference:
problem, when in fact it is most likely a vehicle
1. SA 04 (Transmission #2)
(V) network or wiring issue.
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B.4.30.5.2. Bulb Checks NOTE: Regardless of J1939 or GPI CC
The component that actuates the Communication implementation, all operation is in converter
Failure indication is required to perform a bulb check mode when the function is active.
or functionality check on this indicator at the
beginning of each key switch cycle.
Allison recommends the lamp or indicator remain on
B.4.30.8.1. Component Broadcasting Transfer
for 2 seconds during the check. However, there is
Case Status Detects a Problem
no specific timing requirement, and a slightly longer
or shorter time period may be used. The component broadcasting Transfer Case Status
is required to diagnose its input sensor or system
B.4.30.6. OTHER REQUIREMENTS / and indicate 110b (Error) in the event that transfer
RESTRICTIONS case status cannot be determined.
B.4.30.6.1. Park Brake B.4.30.8.2. TCM receives invalid Transfer Case

Status
WARNING: If the transfer case is placed in When Transfer Case Status indicates 110b (Error),
Neutral while the transmission is in Park, or the TCM fails to receive a valid Transfer Case
the park pawl will be rendered useless, Status value, the TCM will assume the transfer case
and the vehicle may roll or move is in high range. Adaptive shift quality will suffer,
unexpectedly. and converter lockup operation may stall the engine
during rapid deceleration.
Transfer cases or gearboxes downstream
of the transmission are outside of TCM B.4.30.9. INSTALLATION CHECKLIST: HIGH N/V
control and responsibility. However,
Allison encourages vehicle manufacturers Allison Application Engineering will review new
to alert the operator of this situation and / J1939-based implementations for the following
or implement their transfer case systems in minimum functionality. While vehicle OEMs may
such a manner that this situation cannot use this list to help evaluate their implementation
occur. If the transfer case is placed in during development, it is not a substitute for the
Neutral while the transmission is in Park, requirements described previously.
the park pawl will be rendered useless,
and the vehicle may roll or move
unexpectedly.
B.4.30.9.1. Basic Parameter and SAs
Transfer cases or gearboxes downstream
of the transmission are outside of TCM  Is the TCM calibration configured properly?
control and responsibility. However,
Allison encourages vehicle manufacturers  Is the required parameter supported from an
to alert the operator of this situation and / acceptable source address?
or implement their transfer case systems in
such a manner that this situation cannot B.4.30.9.2. Bulb Check / Text Display Check
occur.
 Turn the key switch on. Is a Check Trans
ETC2 Transmission Selected Gear is available from Indicator bulb check or text display check
the TCM to assist the transfer case system in performed at power up?
determining if a 1000/2000 Series transmission is in
B.4.30.9.3. Basic Operation
Park.
 Manipulate the transfer case controls. Does
Transfer Case Status correctly reflect all
When TCI Transfer Case Status indicates either: applicable range indications?
— 011b, 2WD low (or Off Highway range) B.4.30.9.4. Failure Modes
— 100b, 4WD low (or Off Highway range)
 Disconnect or disable the transfer case position
…torque converter lockup is disengaged, and the input from the component which broadcasts TCI
TCM adjusts to accommodate vehicle performance Transfer Case Status. Is 110b (Error) indicated?
changes which result from the deeper gear ratio
associated with the transfer case “low” position.
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B.4.31. HYBRID ENGINE STOP-START B.4.31.5. OTHER REQUIREMENTS /
INTERLOCK RESTRICTIONS
B.4.31.5.1. Diagnosing Input(s)

describe the intended use of a specific The device broadcasting AUXIO1 Auxiliary I/O #03
function which has been validated in the is required to diagnose its input(s) for any single
configuration(s) described. point failures, and indicate their presence by setting
Implementations or use of this feature AUXIO1 Auxiliary I/O #03 = 10b (Error).
result in damage to equipment or property, B.4.31.5.2. Support When No Interlock Desired
serious personal injury, or loss of life. If the vehicle OEM does not desire any Engine Start
Interlock capability, broadcast of AUXIO1 Auxiliary
Allison Transmission is not liable for I/O #03 = 01b (Automatic Engine Stops & Starts
consequences associated with Allowed) is required.
use of this feature. B.4.31.5.3. Single AUXIO1 Instance on Network
WARNING: The system integrator (vehicle
B.4.31.1. OVERVIEW OEM) must ensure there is only one
instance of AUXIO1 broadcast from SA 33
FUNCTION NEW FOR E141 RELEASE
on the CAN1 network. Other instances will
interfere with the Engine Start Interlock
function, and may result in unexpected
FUNCTION IS PRELIMINARY: engine starts.
This function is under development for
H3000 applications. Since AUXIO1 is a global message, the TCM has no
way to distinguish which instance contains the actual
Most H3000 engine start signals are accomplished Engine Start Interlock information. All AUXIO1
via hard wires. However, a J1939 input is provided Auxiliary I/O #03 values received are assumed to
so that vehicle OEMs have a datalink-based method apply to the Engine Start Interlock function.
of inhibiting automatic engine starts.
Vehicle OEMs can aggregate one or more interlocks When AUXIO1 Auxiliary I/O #03 = 01b (Automatic
(e.g. hood switch, door switch, etc.) into this single Engine Stops & Starts Allowed), the TCM will initiate
J1939 parameter. automatic engine stops and starts if all other
operating criteria are met.
NOTE: Broadcast support is required When AUXIO1 Auxiliary I/O #03 = 00b (Automatic
regardless of vehicle OEM desire for any Engine Stops & Starts Not Allowed), automatic
engine start interlocks. engine stops and starts will be inhibited. Engine
cranking and shutdown can only be initiated via the
B.4.31.2. AVAILABILITY operator key switch.
Parameter support is required in H3000 applications.
B.4.31.7.1. TCM Fails to Receive Valid Data
[18010] ON-VEHICLE PROTOCOL: CAN1 If AUXIO1 Auxiliary I/O #03 reception indicates 10b
Parameter is only received on the CAN port set to (Error), 11b (Not Available), or times out, automatic
SAE J1939, FULL FUNCTIONALITY. H3000 engine stops and starts will be inhibited. Engine
applications require this to be set to CAN1. cranking and shutdown can only be initiated via the
operator key switch.
B.4.31.4.1. Required Broadcast Support

SA 33 (Body Controller) is required to broadcast
AUXIO1 Auxiliary I/O #03 at a 100 ms rate. See the
parameter definition for Allison manufacturer-defined
bit states.
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B.4.32. HYBRID ENGINE STOP B.4.32.4. J1939 PARAMETER AND SA USE
INTERFACE – EPTO B.4.32.4.1. Required Reception Support
WARNING: The following sections SA 00 (Engine #1) is required to respond to engine
describe the intended use of a specific shutdown requests via EBC1 Engine Auxiliary
function which has been validated in the Shutdown Switch from SA 03 (Transmission #1).
Implementations or use of this feature B.4.32.5. OTHER REQUIREMENTS /
which differ from that described could RESTRICTIONS
result in damage to equipment or property, The engine is required to cease and inhibit DPF
serious personal injury, or loss of life. regeneration when under engine PTO governor
control.
consequences associated with B.4.32.6. NORMAL OPERATION
incorrect implementation or unintended When EBC1 Engine Auxiliary Shutdown Switch =
use of this feature. 00b (Off), the engine is required to cease fueling
such that the engine stops running.
B.4.32.1. OVERVIEW
FUNCTION IS PRELIMINARY:
H3000 applications. The previous HYBRID
ENGINE STOP INTERFACE function has
been split into two; one each for ePTO and
Road Mode operation.
The H3000 Series ePTO function requests engine

starts and stops during PTO operation in order to
optimize fuel efficiency. ePTO functionality will:
— Shut down the engine during periods of low PTO

power demand,
— Use stored electrical energy and the hybrid motor

to drive the PTO in lieu of the engine.
— Restart the engine if electrical energy reserves

are depleted during ePTO operation.
The ePTO demand input and engine start interface

are currently managed through wired interfaces,
while engine stops are managed via J1939.
Only available in H3000 applications. Support is
required when utilizing ePTO.
[40090] PTO DRIVE INTERFACE 1: Allow ePTO

Operation
[40100] PTO DRIVE INTERFACE 2: Allow ePTO
Operation
In order to use ePTO, at least one of the above
VEPS / ACCT options must be set to YES.
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B.4.33. HYBRID ENGINE STOP B.4.33.4.2. Option: J1939 EBC1 Engine
INTERFACE – ROAD MODE Auxiliary Shutdown Switch
Required Reception Support
WARNING: The following sections SA 00 (Engine #1) is required to respond to engine
describe the intended use of a specific shutdown requests via EBC1 Engine Auxiliary
function which has been validated in the Shutdown Switch from SA 03 (Transmission #1).
Implementations or use of this feature B.4.33.5. OTHER REQUIREMENTS /
which differ from that described could RESTRICTIONS
result in damage to equipment or property, Engines utilizing DPF and/or SCR emission control
serious personal injury, or loss of life. systems are required to support function EMISSION
CONTROL SYSTEMS (DPF / SCR).
consequences associated with B.4.33.6. NORMAL OPERATION
use of this feature. B.4.33.6.1. Engine Stop Criteria
Engine stop requests are only issued when the
B.4.33.1. OVERVIEW following conditions are met:
FUNCTION IS PRELIMINARY:
— Vehicle is stopped
— Forward range has been attained
H3000 applications. The previous HYBRID
— Neutral at Stop function is active
ENGINE STOP INTERFACE function has
— Service brakes are applied
been split into two; one each for ePTO and
— Vehicle battery voltage is sufficient
Road Mode operation.
— Engine temperature is within limits
— Engine emission systems are operating passively
The H3000 Series will request engine starts and — Transmission temperature is within limits
stops during normal driving in order to optimize — Hybrid system and components are operational
vehicle fuel efficiency. Engine starts are currently — Hybrid battery power limits are adequate
managed through a wired interface, while engine — Hybrid battery temperatures is within limits
stops are managed via one of two J1939 options. — Hybrid battery SOC is within limits
— All conditions satisfied for a period of time
Support is required in all H3000 applications. Also, applications using J1939 ENGINE FUELING
CONTROLS PARAMETERS will only issue stop
B.4.33.3. CONFIGURATION (VEPS / ACCT) requests when EEC13 Engine Fueling Inhibit
Allowed = 01b (Engine will permit fueling inhibit).
[40080] HYBRID ENGINE STOP INTERFACE:
Road Mode B.4.33.6.2. Expected Engine Behaviors
Must be set to J1939 ENGINE FUELING CONTROL
PARAMETERS or J1939 EBC1 ENGINE Option: J1939 Engine Fueling Control
AUXILIARY SHUTDOWN SWITCH for the engine in Parameters
use. If TCM ESR Desired Engine Fueling State = 00b
(Fueling not desired), and no other controllers are
B.4.33.4. J1939 PARAMETER AND SA USE broadcasting ESR Desired Engine Fueling State =
Requirements depend on the HYBRID ENGINE 01b (Fueling desired), then the engine is required to
STOP INTERFACE: Road Mode option selected: cease fueling such that the engine stops running.
B.4.33.4.1. Option: J1939 Engine Fueling Option: J1939 EBC1 Engine Auxiliary Shutdown
Control Parameters Switch
Required Broadcast Support When EBC1 Engine Auxiliary Shutdown Switch =
SA 00 (Engine #1) is required to broadcast EEC13 00b (Off), the engine is required to cease fueling
Engine Fueling Inhibit Allowed. such that the engine stops running.
Required Reception Support When EBC1 Engine Auxiliary Shutdown Switch =

01b (On), the engine is required to allow and control
SA 00 (Engine #1) is required to respond to engine
fueling such that the engine will start and run if
shutdown requests via ESR Desired Engine Fuel
cranked by either the low voltage starting system or
State from SA 03 (Transmission #1).
the hybrid system.
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B.4.34. HYBRID POWERTRAIN B.4.34.4. J1939 PARAMETER AND SA USE
INTERFACE SAs marked (V) may be set to an OEM-specified
WARNING: The following sections selection details.
function which has been validated in the B.4.34.4.1. Required Broadcast Support
configuration(s) described. SA 00 (Engine #1) is required to broadcast::
which differ from that described could EEC1 Driver’s Demand Engine – Percent Torque
serious personal injury, or loss of life. EEC2 Actual Maximum Available Engine – Percent
Torque
consequences associated with EEC2 Estimated Pumping – Percent Torque
ET1 Engine Coolant Temperature
LFE1 Engine Fuel Rate
B.4.34.1. OVERVIEW
The J1939 network is required to provide CCVS1
FUNCTION IS PRELIMINARY: Wheel-Based Vehicle Speed from one of the
This function is under development for following SAs, in order of TCM preference:
H3000 applications.
(V)
To optimize hybrid system operation and vehicle fuel 2. SA 33 (Body Controller)
efficiency, the H3000 Series needs additional 3. SA 00 (Engine #1)
information from the engine.
B.4.34.2. AVAILABILITY RESTRICTIONS
Support is required in all H3000 applications. The following function support is required for the
Hybrid Powertrain Interface:
Must set to PRIMARY ON-VEHICLE PROTOCOL. ENGINE MANAGEMENT – LRTP
Must be set to SAE J1939, FULL FUNCTIONALITY.
[11010] ENGINE COOLANT TEMPERATURE
(ECT) SOURCE
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B.4.35. HYBRID REGENERATION B.4.35.5. DRIVER & VEHICLE INTERFACES
INDICATOR B.4.35.5.1. Optional Support – Brake Light
Activation
describe the intended use of a specific Vehicle brake light activation is left to the vehicle
function which has been validated in the builder’s discretion.
Implementations or use of this feature B.4.35.5.2. Optional Driver Indication
which differ from that described could Installing a Regeneration Indicator for the vehicle
result in damage to equipment or property, operator is left to the vehicle builder’s discretion.
serious personal injury, or loss of life. Often a dash lamp is installed.
Allison Transmission is not liable for B.4.35.5.3.Optional Communication Failure

consequences associated with Indication
incorrect implementation or unintended See FAILURE MODES & OPTIONAL RESPONSES.
B.4.35.1. OVERVIEW The receiver may assume regeneration is active
when ERC1 Retarder Requesting Brake Light = 01b.
The Hybrid Regeneration Indicator conveys when
the hybrid system is actively slowing the vehicle and B.4.35.7. FAILURE MODES AND OPTIONAL
capturing energy. This function provides a J1939- RESPONSES
based trigger for applications where vehicle brake
light activation is desired by the vehicle OEM or Fault logging, diagnostics, and troubleshooting
required by local regulations. related to the loss of ERC1 reception are the
responsibility of the controller monitoring the
This function can also be accomplished via GPO BS parameter(s) and the vehicle OEM.
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(REGENERATION INDICATOR); see the Allison 5
B.4.35.7.1. Loss of Parameter Reception
Generation Controls Installation Manual for details.
Failure to receive Retarder Requesting Brake Light
B.4.35.2. AVAILABILITY may be the result of bus loading, wiring integrity
The J1939-based implementation is standard in all failures, electrical noise, or improper function
H3000 applications. implementation. Vehicle OEMs should consider
such failures during their design process.
B.4.35.7.2. Heartbeat
[18010] ON-VEHICLE PROTOCOL: CAN1 Heartbeat monitoring and a Communication Failure
Must be set to SAE J1939, FULL FUNCTIONALITY. indication are not required for this function, although
vehicle OEMs may choose to implement such logic
[26228] REGENERATION INDICATOR at their discretion. See USING A COMMUNICATION
Must be set to BOTH GPO AB AND J1939 HEARTBEAT for recommendations on detecting and
PARAMETER or J1939 ERC1 RETARDER responding to J1939 communication failures.
REQUESTING BRAKE LIGHT to enable parameter
broadcast. B.4.35.8. INSTALLATION CHECKLIST: HYBRID
REGENERATION INDICATOR
B.4.35.4. J1939 PARAMETER AND SA USE The vehicle OEM implementing the Hybrid
Regeneration Indicator function is responsible for all
testing.
The component detecting hybrid regeneration is
required to receive ERC1 Retarder Requesting
Brake Light from SA 90 (Powertrain Control Module).
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B.4.36. KICKDOWN INPUT B.4.36.4.1. Required Support
WARNING: The following sections Accelerator Pedal Kickdown Switch from one of the
describe the intended use of a specific following SAs, in order of TCM preference:
(V)
configuration(s) described. 1. SA 17 (Cruise Control)
which differ from that described could 3. SA 33 (Body Controller)
result in damage to equipment or property, 4. SA 00 (Engine #1)
consequences associated with B.4.36.5.1. Required Support – Physical Detent
incorrect implementation or unintended An acceptable mechanization is required for the
use of this feature. engine controller to determine when to indicate a
“kickdown active” state. The throttle pedal MUST
B.4.36.1. OVERVIEW be equipped with a detent indicating when full-
throttle is achieved using the Economy shift points.
The kickdown input function permits the operator to
When the operator “steps through” this detent, the
invoke Performance shift points when operating in
function is activated and Performance shift points
an Economy shift schedule. The transition can be
are achieved.
controlled by either the accelerator pedal or the
MODE button, depending on TCM configuration. Many controllers set Accelerator Pedal Kickdown
Switch based solely on pedal position information
The J1939 implementation described here is
from the throttle pedal sensor. For example, an
intended as a substitute for physical accelerator
engine might set “Kickdown active” when throttle
pedal kickdown switch.
position is at 95% or higher.
Implementations without a physical detent or “break-
The J1939-based implementation associated with over” point in the throttle travel to notify the operator
the accelerator pedal is optional in 1000 – 4000 that the throttle pedal is in the active kickdown zone
Series, H3000 and TC10 applications. TC10 are not acceptable. Without sensory feedback,
applications may also assign this function to the operators may unknowingly operate a vehicle
MODE button. continuously in kickdown mode, resulting in poor fuel
economy.
The figure below illustrates one possible operator
feedback implementation in addition to the proper
Must set to PRIMARY ON-VEHICLE PROTOCOL. signal to the engine controller. The throttle position
sensor may be used instead of the switch, as long
as its kickdown point is properly synchronized with
the throttle pedal detent or “break-over” point.
SAE J1939, FULL FUNCTIONALITY. B.4.36.6. NORMAL OPERATION
When Accelerator Pedal Kickdown Switch is 01b
[25010] KICKDOWN INPUT
(Kickdown Active), performance shift points are used
Must be set to PRIMARY ON-VEHICLE PROTOCOL at full throttle.
to enable EEC2 Accelerator Pedal Kickdown Switch
reception. B.4.36.7. TCM FAILURE MODES & RESPONSES
If Accelerator Pedal Kickdown Switch reception is
lost or indicates 10b (Error) or 11b (Not Available),
SAs marked (V) may be set to an OEM-specified the transmission defaults back to Economy mode
value via VEPS. See AUTO-DETECTION for SA after a timeout period expires.
selection details.
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B.4.36.8. INSTALLATION CHECKLIST:  Does the operator’s accelerator pedal have a
KICKDOWN INPUT physical detent?
implementations for the following minimum  Is Accelerator Pedal Kickdown Switch inactive
functionality. While vehicle OEMs may use this list with the pedal gently resting against the detent?
substitute for requirements described previously.  Is the detent at 95% or greater accelerator pedal
position?
of the following questions:  When the accelerator pedal is pressed through
the detent, does Accelerator Pedal Kickdown
 Is the TCM calibration configured properly? Switch indicate 01b (Kickdown Active)?
 Is Accelerator Pedal Kickdown Switch being

broadcast from an acceptable source address?
MECHANIZATION OF KICKDOWN SWITCH
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B.4.37. LOCKUP INDICATOR B.4.37.7. FAILURE MODES AND RESPONSES
If the TCM cannot determine the status of the lock-
WARNING: The following sections up clutch, 10b (Error) is broadcast.

B.4.37.1. OVERVIEW
The lockup indicator function gives auxiliary vehicle
systems a means to acquire knowledge of torque
converter lock-up clutch status. Status can be
obtained through GPO K – LOCKUP INDICATOR or
a J1939 parameter.

Parameter is only broadcast on the CAN port set to
[26030] LOCKUP INDICATOR

Must be set to BOTH GPO K AND J1939
PARAMETER or ONLY J1939 ETC1
TRANSMISSION TORQUE CONVERTER LOCKUP
ENGAGED to enable ETC1 Transmission Torque
Converter Lockup Engaged broadcast.

The component making decisions based on lock-up
status is required to receive and utilize ETC1
Transmission Torque Converter Lockup Engaged
from SA 03 (Transmission #1).

There are no specific driver interface requirements
for this function.

When ETC1 Transmission Torque Converter Lockup
Engaged is 01b, the torque converter lock-up clutch
is engaged.
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B.4.38. NEUTRAL AT STOP B.4.38.2. AVAILABILITY
WARNING: The following sections B.4.38.2.1. Neutral At Stop Standard via Brake
describe the intended use of a specific Pedal Position
function which has been validated in the The J1939-based implementation is optional in 1000
configuration(s) described. – 4000 Series applications, and must be approved
Implementations or use of this feature by Allison Application Engineering Review prior to
which differ from that described could VEPS / ACCT configuration.
serious personal injury, or loss of life. B.4.38.2.2. Neutral At Stop Premium via
Service Brake Status Input
Allison Transmission is not liable for TC10 applications require Neutral At Stop Premium
consequences associated with support; the J1939-based implementation described
incorrect implementation or unintended is one option for meeting that requirement.
B.4.38.1. OVERVIEW
NEW TO THIS PUBLICATION: [18020] ON-VEHICLE PROTOCOL: CAN2
The function previously referred to as Parameters are only exchanged on the CAN port set
Reduced Engine Load at Stop (RELS) is to SAE J1939, FULL FUNCTIONALITY.
now known as Neutral At Stop Standard.
®
Enhanced Converter Load Reduction [16110] FUELSENSE (3000/4000 Series Only)
(ECLR) is now known as Neutral At Stop Neutral At Stop Standard applications may set this
Premium. to DISABLED. To use Neutral At Stop Premium, a
®
“PLUS” or “MAX” FuelSense package must be
Neutral At Stop Premium requires use of a specified.
“Plus” or “Max” FuelSense® package.
[25270] NEUTRAL AT STOP
The Normal Operation section includes the
Defaults vary per product family and VMC. Currently
ABS impact on NEUTRAL AT STOP
the only answers that make use of J1939 inputs are:
operation.
— NEUTRAL AT STOP STANDARD, VIA BRAKE
NEW FOR B/C142 RELEASE: PEDAL POSITION
Neutral At Stop activation criteria
— NEUTRAL AT STOP PREMIUM, VIA SERVICE
considers vehicle grade.
BRAKE STATUS INPUT
Neutral at Stop Standard and Neutral at Stop [25300] SERVICE BRAKE STATUS INPUT
Premium both save fuel by reducing engine load Must be set to J1939 CCVS1 BRAKE SWITCH or
when the vehicle is at a full stop. J1939 EBC1 EBS BRAKE SWITCH to enable TCM
parameter reception in Neutral At Stop Premium
Prior to B/C142 and D141 software releases, these applications.
functions were referred to as Reduced Engine Load
at Stop (RELS) and Enhanced Converter Load [25271] NEUTRAL AT STOP: Brake Pedal
Reduction (ECLR), respectively. Position Activation Level
[25272] NEUTRAL AT STOP: Brake Pedal
Neutral At Stop Standard may be activated via Position Deactivation Level
analog brake pressure switch (via GPI AS), or J1939 Answers to these questions define the brake pedal
EBC1 Brake Pedal Position. position percentages at which Neutral At Stop
Standard will activate / deactivate for vehicles
Neutral At Stop Premium may be activated by an
configured for NEUTRAL AT STOP STANDARD,
analog brake pressure switch (via GPI AS), or any
VIA BRAKE PEDAL POSITION.
Service Brake Status input.
The activation level value is required to be higher
This document only discusses the available J1939
than the deactivation level value. Allison Application
inputs. For other input options, refer to GPI AS
Engineering will assist in determination of the proper
(NEUTRAL AT STOP) documentation.
values.
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B.4.38.4. J1939 PARAMETER AND SA USE Allison shift selectors convey no indication that
SAs marked (V) may be set to an OEM-specified Neutral At Stop is active, as function operation is
value via VEPS. See AUTO-DETECTION for SA intended to be transparent to the vehicle operator.
selection details.
Neutral At Stop functions will deactivate when:
B.4.38.4.1. Required Support – Neutral At Stop
Standard via Brake Pedal Position — the accelerator pedal is applied, or
— a transmission PTO drive becomes active,
The J1939 network is required to provide EBC1
— an ABS event occurs, or
Brake Pedal Position from one of the following SAs,
— its J1939 Neutral At Stop input goes inactive
in order of TCM preference:
AND
1. SA 45 (Endurance Braking System)
2. SA 11 (Brakes – System Controller) — (TC10 only) the ANSISSO park brake input is
inactive.
B.4.38.4.2. Required Support – Neutral At Stop
Premium via Service Brake Status B.4.38.6.2. Neutral At Stop Standard Input
Input
The Neutral At Stop Standard input is active when
All applications require the J1939 network to provide EBC1 Brake Pedal Position is greater than its
one of the J1939 brake switch parameters defined configured activation value, and inactive when less
under SERVICE BRAKE STATUS INPUT. than its configured deactivation value.
TC10 applications also require the J1939 network to B.4.38.6.3. Neutral At Stop Premium Input
provide CCVS1 Parking Brake Switch from one of
The Neutral At Stop Premium input is active when
the following SAs, in order of TCM preference:
the J1939 brake switch parameter indicates 01b
(V) (brake pedal depressed), and inactive when it
2. SA 49 (Cab Controller) indicates 00b (brake pedal released).
4. SA 23 (Instrument Cluster #1) B.4.38.7. TCM FAILURE MODES AND
5. SA 33 (Body Controller) RESPONSES
6. SA 00 (Engine #1) If the TCM receives Error, Not Available or J1939
parameter reception is lost, the respective Neutral At
B.4.38.4.3. Impact of Neutral At Stop Operation Stop function will not activate. No DTCs are set.
on other TCM Broadcasts
Neutral At Stop functions do not impact any TCM B.4.38.8. INSTALLATION CHECKLIST:
NEUTRAL AT STOP
broadcast parameters. For example, there are no
ETC2 or ETC7 parameter broadcast content Allison Application Engineering will review all new
changes when a Neutral At Stop function activates J1939-based implementations. The GPI AS
or deactivates. (NEUTRAL AT STOP) documentation contains
written test plans. Contact your Allison Application
B.4.38.5. OTHER REQUIREMENTS / Engineer for assistance.
RESTRICTIONS
Neutral At Stop functions are required to meet the
timing and performance criteria specified under GPI
AS.
B.4.38.6.1. General
Neutral At Stop functions will activate when:
— normal sump operating temperature is achieved,

st
— the transmission is in 1 range,
— the vehicle is at a stop,
— the accelerator pedal is released,
— vehicle grade is not excessive,
— no transmission PTO drives are active,
— no ABS event is active, and
— the J1939 Neutral At Stop input is active, or (TC10
Only) the ANSISSO park brake input is active.
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B.4.39. NEUTRAL INDICATOR B.4.39.5. DRIVER INTERFACE
WARNING: The following sections for this function.
function which has been validated in the B.4.39.6. OTHER REQUIREMENTS /
configuration(s) described. RESTRICTIONS
WARNING: The J1939 Neutral Indicator
function is not an acceptable means of
implementing ‘neutral start’ functionality.
Refer to the NEUTRAL START function.
consequences associated with The J1939-based Neutral Indicator function cannot
incorrect implementation or unintended be substituted for GPO S – Neutral Indicator for PTO
use of this feature. (NIPTO). The NIPTO function incorporates timer
logic specifically required for PTO integration. There
B.4.39.1. OVERVIEW is no J1939 equivalent for NIPTO at this time.
The neutral indicator function gives vehicle OEMs B.4.39.7. NORMAL OPERATION
the means to interface with auxiliary vehicle systems
When both ETC2 Transmission Current Gear and
that require neutral indication.
Transmission Selected Gear indicate zero, the
B.4.39.2. AVAILABILITY transmission is in Neutral. If either parameter does
not indicate zero, the transmission is either engaged
in a range or attempting to shift into a range.
Fault logging, diagnostics, and troubleshooting
[18010] ON-VEHICLE PROTOCOL: CAN1 related to the loss of any parameter reception are
[18020] ON-VEHICLE PROTOCOL: CAN2 the responsibility of the controller monitoring the
Parameters are only broadcast on the CAN port set parameter(s) and the vehicle OEM.
[30180] J1939 BROADCAST: ETC2 Transmission NEUTRAL INDICATOR
Current Gear The vehicle OEM implementing vehicle functions
[30220] J1939 BROADCAST: ETC2 Transmission utilizing the Neutral Indicator are responsible for all
Selected Gear testing. Vehicle system responses to “Error”
Both must be set to ENABLED. indications in any / all of the received parameters
should be understood.
Parameters marked (V) can be enabled or disabled
via VEPS.

The component making decisions based on Neutral
Indication is required to receive and utilize the
following from SA 03 (Transmission #1):
(V)
— ETC2 Transmission Current Gear , and
(V)
— ETC2 Transmission Selected Gear
Use of ETC2 Transmission Current Range and / or

ETC2 Transmission Requested Range is not
recommended for this function. These parameters
were developed and validated for use by vehicle
displays. As such, their failure modes were
developed for display systems, and may not be
acceptable for vehicle control situations.
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B.4.40. NEUTRAL START — Any multi-parameter implementation relies on the
vehicle OEM for proper interpretation, whereas
WARNING: The following sections the wire output and dedicated Transmission
describe the intended use of a specific Engine Crank Enable parameter are simple yes-
function which has been validated in the no indications.
Implementations or use of this feature — Allison’s implementation of ETC2 Transmission
which differ from that described could Requested Range was developed and validated
result in damage to equipment or property, for use only by vehicle displays. As such, failure
serious personal injury, or loss of life. modes for this parameter were developed for
display systems. These failure modes may not be
Allison Transmission is not liable for acceptable for vehicle control situations.
incorrect implementation or unintended — Future changes to the logic behind the three
use of this feature. parameters (particularly those originally intended
for display) might unintentionally change the
neutral start functionality. A dedicated neutral
B.4.40.1. OVERVIEW
start parameter prevents this, and allows for future
The neutral start function prevents engine cranking changes behind its logic without forcing any
while the transmission is in gear, and can be change for the vehicle OEMs’ software.
accomplished by either a dedicated TCM wire output
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or the J1939 datalink. See Allison 5 Generation ETC7 Transmission Engine Crank Enable should
Controls Installation Manual Section D: “Vehicle not be used for interfacing with auxiliary vehicle
Electrical System Interface” for details on the systems that require neutral indication. ETC2
dedicated wire implementation. Transmission Selected Gear and Transmission
Current Gear are available for fulfilling this need.
The J1939-based implementation is standard in all B.4.40.5. DRIVER INTERFACE
B.4.40.5.1. Required Support –
B.4.40.3. CONFIGURATION (VEPS / ACCT) Communication Failure Indication
If the controller that enables engine cranking detects
[18010] ON-VEHICLE PROTOCOL: CAN1 TCM communication loss, it is required to inform the
[18020] ON-VEHICLE PROTOCOL: CAN2 operator. See STARTER CONTROLLER FAILURE
Parameter is only broadcast on the CAN port set to MODES AND RESPONSES. The intent is to avoid
SAE J1939, FULL FUNCTIONALITY. situations where the engine fails to crank and the
operator has no indication of a vehicle problem.
[30240] J1939 BROADCAST: ETC7 Transmission
Engine Crank Enable Actuating the Check Trans Indicator is not an
Must be set to ENABLED. acceptable means to represent a communication
problem. If the Check Trans Indicator is active,
B.4.40.4. J1939 PARAMETER AND SA USE service technicians may assume there is a
Parameters marked (V) can be enabled or disabled transmission problem, when in fact, it is most likely a
via VEPS. vehicle network or wiring issue.
B.4.40.4.1. Required Reception Support B.4.40.6. NORMAL OPERATION

The component controlling engine cranking is
required to receive ETC7 Transmission Engine B.4.40.6.1. Timing
(V) J1939-based neutral start has an inherent delay
Crank Enable as sent from SA 03 (Transmission
#1). between the time when the key switch moves from
the “off” to “crank” position and the activation of the
TCM neutral start indication. The additional delay is
WARNING: J1939 Neutral Start the amount of time for the TCM to begin
implementations that do not utilize ETC7 broadcasting on J1939 once it receives a key switch
Transmission Engine Crank Enable are not voltage signal.
acceptable.
The first ETC7 broadcast typically appears ~110 ms
Use of ETC2 Transmission Selected Gear, after the TCM receives key switch voltage.
Transmission Current Gear and / or Transmission
Requested Range is not permitted for this function:
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B.4.40.6.2. Voltage & Latching Requirements
While the dedicated wire and J1939-based neutral Shift D
Selector
start implementations provide similar behavior from Position N
the driver’s perspective, their responses to voltage
drop during cranking differ. Vehicle Crank
Key
Dedicated Wire Implementation Run Run
Switch
The wire output provides a signal to energize the Position Off
neutral start relay. Allison is responsible for keeping
Trans. 012
the wire output “latched” as long as possible during
the cranking process, and has special TCM circuitry Engine
002
Crank
in place to do so. The wire will not “drop out” unless Enable None
the TCM input voltage drops below 4.5 volts.
Engine Running
Vehicle OEMs are responsible for ensuring relay &
voltage doesn’t drop out during cranking. If either Cranking
Starter
voltage drops out, the starting circuit will cycle Status Off
between being enabled and disabled.
J1939 Implementation SEQUENCE 1 2 3 4 5 6 7 8

As long as TCM voltage remains above 7.5 volts, Typically 200 ms
Transmission Engine Crank Enable directly follows
the state of the wire output. When the wire output is Typically 110 ms
energized, Transmission Engine Crank Enable will = TCM begins J1939 broadcast.
indicate (via state 01b) engine cranking is allowed.
= TCM J1939 broadcast ceases.
When input voltage drops below 7.5 volts, J1939
communication ceases until the TCM receives J1939-BASED NEUTRAL START SEQUENCE
sufficient voltage and subsequently reinitializes. EXAMPLE
There is no special circuitry that can keep the J1939
broadcast active during TCM resets. 1. The operator turns the key switch to the “Run”
position. The TCM is not yet broadcasting on
In J1939 implementations, the controller actuating J1939.
the engine starter is required to “latch” the state of
Transmission Engine Crank Enable after cranking 2. Approximately 110 ms after receiving the key
has initiated, and retain it as long as the key switch switch signal, the TCM initializes and begins
remains in the crank position for the given instance J1939 broadcasts. The first ETC7 Transmission
of cranking. The vehicle OEM is responsible for Engine Crank Enable may indicate 00b
proper operation of the entire cranking circuit. (Cranking Disabled).
B.4.40.6.3. Cranking Sequence Example 3. Approximately 200 ms after receiving the key
The following illustrates the relationship between the switch signal, ETC7 Transmission Engine Crank
key switch, TCM, and the controller actuating the Enable indicates 01b (Cranking Enabled).
engine starter:
4. The operator turns the key switch to the “Crank”
position. The controller receiving Transmission
Engine Crank Enable allows the starter to begin
cranking the engine. At the onset of cranking,
this receiving controller latches onto the
Transmission Engine Crank Enable state, and
retains it as long as the key switch remains in
the crank position.
5. During cranking, TCM voltage drops below 7.5

volts, and TCM J1939 broadcast ceases.
However, the controller actuating the starter
allows cranking to continue, based on the
“latched” Transmission Engine Crank Enable
value from the beginning of this cranking cycle.
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6. The operator releases the key switch back to the B.4.40.8. STARTER CONTROLLER FAILURE
“Run” position. Engine cranking ceases; the MODES AND RESPONSES
engine has started. The controller actuating the
starter “unlatches” and resets the logic that B.4.40.8.1. TCM Broadcasts Error
determines if cranking is allowed. The TCM does not support Transmission Engine
Crank Enable state 10b (Error). If the TCM cannot
7. TCM input voltage returns, the TCM reinitializes, determine the proper broadcast value, it will indicate
and resumes J1939 broadcasts. 00b (Cranking Disabled). This avoids improper
interpretation of Error on the part of the starter
8. The operator selects Drive, and Transmission controller.
Engine Crank Enable indicates cranking is not
allowed. B.4.40.8.2. TCM Broadcasts Not Available
Transmission Engine Crank Enable will indicate 11b
B.4.40.7. STARTER CONTROLLER FAILURE
(Not Available) only if broadcast is disabled via
MODES AND RESPONSES
VEPS. A starter controller receiving 11b (Not
Fault logging, diagnostics, and troubleshooting Available) is required to prevent cranking from
related to the loss of Transmission Engine Crank occurring.
Enable reception are the responsibility of the
controller monitoring the parameter(s) and the
vehicle OEM.
B.4.40.7.1. Starter Controller Doesn’t Receive

Transmission Engine Crank Enable
When a vehicle Neutral Start system is designed to
utilize ETC7 Transmission Engine Crank Enable,
and the parameter is not being received, the
receiving controller is required to assume that
cranking is not allowed until a valid Transmission
Engine Crank Enable is received, and is required to
indicate a Communication Failure to the operator.
B.4.40.7.2. Starter Controller Loses

While Cranking
As discussed under “Normal Operation”, this failure
most likely occurs due to voltage loss during an
engine-cranking event. However, this failure should
not prevent engine cranking from continuing:
The controller actuating the engine starter is

required to “latch” the state of Transmission Engine
Crank Enable after cranking has initiated, and retain
it as long as the key switch remains in the crank
position for the given instance of cranking.
B.4.40.7.3. Starter Controller Resets

The controller actuating the starter may be powered
down intentionally (key switch turned off) or
unintentionally (intermittent power source) while
Transmission Engine Crank Enable reflects either
“cranking allowed” or “no cranking allowed”.
In either case, it is required that the starter controller

assume cranking is not allowed when it reinitializes.
The starter controller should only allow the starter to
engage when a positive indication of Transmission
Engine Crank Enable is received.
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B.4.40.9. INSTALLATION CHECKLIST: 4. Turn the key switch to the “crank” position.
NEUTRAL START Does the starter controller prevent engine
Allison Application Engineering will review new cranking?
functionality. While vehicle OEMs may use this list 5. Reconnect the TCM to the J1939 network. Is
to assist implementation development, it is not a the Communication Failure indication turned off
substitute for requirements described previously. A when the TCM is reconnected?
lever-style shift selector must be used for the
B.4.40.9.5. Starter Controller Latches
following tests.
Acceptable implementations will answer “yes” for the When Cranking Initiated
following test sequences.
1. Clear any Allison DTCs, and begin this
B.4.40.9.1. Vehicle Preparation and Test Setup sequence with the key switch off.
A protocol tool such as Vector CANalyzer is required 2. Start to crank the engine.
to test the starter controller’s response to “Error” and
“Not Available” indications. 3. As soon as the starter engages, IMMEDIATELY
disconnect the TCM from the J1939 network by
Regardless of tool use, testing requires the ability to open circuiting its J1939 connection. Does
disconnect or unplug the TCM from the J1939 engine cranking continue when the TCM is
network. Possible methods include: disconnected?
— a modified engineering vehicle wiring harness, Note: The engine may start; this is okay. If the
— a modified Allison service tool “T-Harness”, or engine starts, shut it off after the test is done.
B.4.40.9.6. Starter Controller Receives “Error”
B.4.40.9.2. General or “Not Available”
 Is the TCM calibration configured properly? 1. Begin this sequence with the key switch off.
B.4.40.9.3. Normal Operation 2. Disconnect the TCM from the J1939 network by
open circuiting its J1939 connection.
sequence with the key switch off. 3. Turn the key switch on.
2. Quickly turn the key through the “run” position to 4. With a protocol tool such as CANalyzer,
the “crank” position. Regardless of delay, does broadcast an ETC7 Transmission Engine Crank
the engine eventually begin cranking? Enable value of 10b from SA 03.
3. Turn the key switch off. On lever selector 5. Turn the key switch to the “crank” position.
applications, move the lever to “D”; on Does the starter controller prevent engine
pushbutton selectors hold down the “D” button. cranking?
Turn the key through the “run” position to the
“crank” position. Does the starter controller 6. Switch the ETC7 Transmission Engine Crank
completely prevent engine cranking? Enable broadcast value to 11b.
B.4.40.9.4. Starter Controller Doesn’t Receive 7. Turn the key switch to the “crank” position.
Transmission Engine Crank Enable Does the starter controller prevent engine
cranking?
1. Clear any Allison DTCs and begin this sequence
with the key switch on and the engine not
running.
2. Disconnect the TCM from the J1939 network by

open circuiting its J1939 connection. Is a
Communication Failure indicated due to loss of
ETC7 Transmission Engine Crank Enable?
3. Is the Communication Failure indicated ONLY

by method(s) OTHER than the Check Trans
Indicator?
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B.4.41. OIL LEVEL DISPLAY [30500] J1939 BROADCAST: TRF1 Transmission
Oil Level 1 High / Low – Enable Continuous
WARNING: The following sections Broadcast
describe the intended use of a specific Answer CONTINUOUS BROADCAST DISABLED is
function which has been validated in the required for implementation OPTION 1. The shift
configuration(s) described. selector must be in oil level display mode in order for
Implementations or use of this feature the oil level broadcast parameters to be updated.
result in damage to equipment or property, Answer CONTINUOUS BROADCAST ENABLED is
serious personal injury, or loss of life. required for implementation OPTION 2 (Customer
Designed). The oil level parameter data is updated
Allison Transmission is not liable for regardless as to whether or not the shift selector is
consequences associated with in oil level display mode.
use of this feature. [19100] SHIFT SELECTORS: J1939
PROPRIETARY INTERFACE
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B.4.41.1. OVERVIEW Default answer is 5 GEN FORMAT. OEMs whose
When 3000/4000 Series or TC10 transmissions are systems determine oil level display mode via TCM
equipped with an oil level sensor, transmission oil Proprietary A broadcast content must set this to
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level can be read out on Allison shift selectors with answer 4 GEN COMPATIBLE; the 5 Generation
built-in displays. The Oil Level Display function Proprietary A message no longer contains data
allows vehicle OEMs to convey oil level to the indicating the current shift selector display mode.
operator through a customer-supplied shift selector
B.4.41.4. IMPLEMENTATION OPTIONS
or auxiliary display.
Oil Level Display implementation options are tied to
This function does not provide an oil level readout the shift selector implementation chosen by the
for continuous monitoring, but rather the equivalent vehicle OEM.
of an “electronic dipstick”. th
B.4.41.4.1. OPTION 1 (Allison 4 Gen Selector
B.4.41.2. AVAILABILITY or Duplicate)
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The J1939-based implementation is standard in all Here the vehicle OEM is either using an Allison 4
3000/4000 Series and TC10 applications equipped Gen selector, or has duplicated the messaging and
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with an oil level sensor. operator interactions used with Allison 4 Gen shift
selectors. Since an Allison proprietary message
B.4.41.3. CONFIGURATION (VEPS / ACCT) controls the selector display, oil level data and
measurement status codes will already be shown
[18010] ON-VEHICLE PROTOCOL: CAN1 exactly as seen on Allison selectors. Oil level
[18020] ON-VEHICLE PROTOCOL: CAN2 parameter data is ONLY updated when the TCM
Parameters are only broadcast on the CAN port and selector are in Oil Level Display mode.
designated as SAE J1939, FULL FUNCTIONALITY.
For this option, implementation discussion consists
[15300] OIL LEVEL SENSOR of (1) how the TCM and selector enter and exit oil
Must be set to AUTODETECTED or YES. level display mode, and (2) how TRF1 parameter
data may be shown on a separate auxiliary display.
[30490] J1939 BROADCAST: TRF1 Transmission
Oil Level 1 High / Low B.4.41.4.2. OPTION 2 (Customer Designed)
Must be set to ENABLED. This method uses all standard SAE messages and
parameters, and does not require use of TC1
[30510] J1939 BROADCAST: TRF1 Transmission Transmission Shift Selector Display Mode Switch to
Oil Level 1 Measurement Status request the oil display data. The same oil display
Must be set to ENABLED. functionality as an Allison selector can be achieved.
Oil level parameter data is updated regardless as to
[30480] J1939 BROADCAST: TRF1 Transmission whether or not the TCM and selector are in Oil Level
Oil Level 1 Countdown Timer Display mode.
Must be set to ENABLED unless the vehicle OEM
does use of this parameter.
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B.4.41.5. J1939 PARAMETER AND SA USE OPTION 1 (Allison 4 Gen Selector or Duplicate)
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Parameter requirements are tied to the selector The Allison 4 Gen (or duplicate) selector interface
design path (OPTION 1 or 2) chosen by the vehicle satisfies the requirement that the operator purposely
OEM. Parameters marked (V) can be enabled or convey a desire to the TCM to read the oil level.
disabled via VEPS.
OPTION 2 (Customer Designed)
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B.4.41.5.1. OPTION 1 (Allison 4 Gen Selector The oil level display may not be a continuous
or Duplicate) display; the customer-designed interface must
require physical operator input before any oil level
Required Support data is displayed. In addition, the vehicle OEM
Allison-duplicate shift selectors are required to display and / or documentation is required to convey
broadcast TC1 Transmission Shift Selector Display the need for parking the vehicle on level ground
Mode Switch from SA 05 (Shift Console, Primary) or before attempting an oil level reading.
SA 06 (Shift Console, Secondary) (as applicable) to
DA 03 (Transmission #1). B.4.41.7. NORMAL OPERATION
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Optional Support B.4.41.7.1. Specific to OPTION 1 (Allison 4
By design, Allison-duplicate shift selectors receive oil Gen Selector or Duplicate)
level information from the proprietary TCM message Measurement conditions are evaluated and oil level
which controls the selector display. If desired, an parameters are updated only occur when the shift
auxiliary display may receive and display any or all selector is in oil level display mode. If not in oil level
of the following from SA 03 (Transmission #1) while display mode, the TCM continually conveys:
the selector is in oil level display mode:
— TRF1 Transmission Oil Level 1 High / Low

(V) Oil Level Parameter Value (Meaning)
(V)
— TRF1 Trans. Oil Level 1 Measurement Status High / Low 251 (Conditions not valid)
(V)
— TRF1 Trans. Oil Level 1 Countdown Timer Measurement Status 1101b (Other)
Countdown Timer 1110b (Error)
B.4.41.5.2. OPTION 2 (Customer Designed)
Required Support The TCM provides the shift selector with information
The Oil Level Display controller is required to receive for up to four display modes: Range, Oil Level,
the following from SA 03 (Transmission #1): Prognostic (when applicable) and Diagnostic.
— TRF1 Transmission Oil Level 1 High / Low

(V) The display is in range display mode at power up.
—
(V)
TRF1 Trans. Oil Level 1 Measurement Status . The TCM increments the display mode each time
the selector broadcast of Transmission Shift Selector
If continuous updating of the oil level parameters is Display Mode Switch is toggled from 00b (Off) to 01b
necessary, this must be specified via VEPS. (On). Toggling the parameter once puts the TCM in
Oil Level Display mode, regardless as to whether or
Display of Transmission Oil Level 1 Measurement not prognostics are enabled:
Status is required. This keeps the operator aware of
conditions which may prevent an oil level reading,
Selector Display Order, Display Order,
and allows him or her to take corrective action as
Display Prognostics Prognostics
necessary.
Toggle Disabled Enabled
Optional Support Initial Range Range
st
Reception and use of TRF1 Transmission Oil Level 1 Oil Level Oil Level
(V) nd
1 Countdown Timer is optional. 2 Diagnostic Oil Life
rd
3 (Back to Range) Filter Life
B.4.41.6. DRIVER INTERFACE th
4 -- Transhealth
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5 -- Diagnostics
B.4.41.6.1. Required Support 6
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-- (Back to Range)
The vehicle must be on level ground for a valid oil
level reading to be taken. Since the TCM cannot
detect this, the operator interface is required to Oil Level Display mode is exited if the next display
indicate when this criterion is met. mode is toggled, the selector requests a non-Neutral
range, or the key switch is cycled.
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B.4.41.7.2. Specific to OPTION 2 (Customer B.4.41.9. INSTALLATION CHECKLIST: OIL
Designed) LEVEL DISPLAY
The TCM continuously evaluates measurement Allison Application Engineering will review new
conditions and updates the oil level parameters. implementations for the following minimum
B.4.41.7.3. Operation Regardless of Design to assist implementation development, it is not a
Option substitute for requirements described previously.
If measurement conditions are unacceptable,
Transmission Oil Level 1 High / Low indicates 251 Acceptable implementations will answer “yes” to all
(Conditions not valid), and Transmission Oil Level 1 of the following questions:
Measurement Status conveys the reason:
Transmission Oil Level Bit Allison  Does the display interface require operator input
1 Measurement Status Value Criteria before any oil level information is shown?
Transmission in gear 0010b <>Neutral  Does the display stop displaying oil level data
Transmission fluid 0011b < 40°C when Oil Level Display mode is exited?
Temperature too low
 For each Transmission Oil Level 1 Measurement
Transmission fluid 0100b > 104°C Status criteria listed, does the display correctly
temperature too high indicate that a reading cannot be taken when the
Vehicle moving; output 0101b > 60 rpm Oil Level Display mode is entered?
shaft speed too high
 When all criteria are met, does the Oil Level
Engine speed too low 0111b < 400 rpm Display indicate that the settling timer is
counting down? (Display of the minutes
Engine speed too high 1000b > 1000 rpm
remaining is optional.)
When conditions are acceptable, the TCM initiates a

settling timer. Transmission Oil Level 1
Measurement Status indicates 0001b (Settling timer
still counting down), and Transmission Oil Level 1
Countdown Timer reflects the minutes remaining.
When the timer expires, Transmission Oil Level 1

Measurement Status indicates 0000b (Conditions
valid for transmission oil level measurement), and
Transmission Oil Level 1 High / Low is populated
with oil level data.
B.4.41.8.1. Oil Level Sensor Failure

If the oil lever sensor fails, a DTC is set and TRF1
Transmission Oil Level 1 High / Low indicates 254
(Error).
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B.4.42. POWER DIVIDER INPUT B.4.42.6. OTHER REQUIREMENTS /
RESTRICTIONS
WARNING: The following sections Allison Application Engineering review is required.
describe the intended use of a specific This function is only available via special calibration.
NOTE: SAE J1939 datalink etiquette
dictates (and Allison requires) that
unsupported broadcast parameters be set
to their “Not Available” values. Failure to
do so may result in unintended activation
Allison Transmission is not liable for of other TC1-based Allison functions.
incorrect implementation or unintended B.4.42.7. NORMAL OPERATION
use of this feature. When TC1 Transmission Mode 3 is 01b, the TCM
adapts operation for conditions where the torque
B.4.42.1. OVERVIEW converter is no longer driven directly by the engine.
A power divider is a gearbox located between the
B.4.42.8. INSTALLATION CHECKLIST: POWER
engine and transmission torque converter that splits
DIVIDER INPUT
engine power off to a pump or other driven device.
The TCM must be aware of power divider operation Allison Application Engineering will review new
to properly adjust for this type of operation. implementations for the following minimum
B.4.42.2. AVAILABILITY to assist implementation development, it is not a
This function is optional via special calibration in substitute for requirements described previously.
4000 Series non-OFS applications. Allison
Application Engineering review is required.
 Is TC1 sent every 50 ms to the proper DA, from
one or more acceptable SAs?
Input parameter is only received on the CAN port
designated as SAE J1939, FULL FUNCTIONALITY.  When the power divider is operating such that
torque converter input speed does not equal
[25360] POWER DIVIDER INPUT engine speed, is TC1 Transmission Mode 3 set
Must set to ENABLED for TCM TC1 Transmission to 01b?
Mode 3 reception.
 When the power divider is operating such that
B.4.42.4. J1939 PARAMETER AND SA USE torque converter input speed equals engine
SAs marked (V) may be set to an OEM-specified speed, is TC1 Transmission Mode 3 set to 00b?
selection details.

Transmission Mode 3 every 50 ms to DA 03
(Transmission #1) from one of the following SAs, in
order of TCM preference:
(V)

for this function.
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B.4.43. PRESELECT REQUEST INPUT B.4.43.2. AVAILABILITY
WARNING: The following sections 1000 – 4000 Series, H3000 and TC10 applications.
function which has been validated in the B.4.43.3. CONFIGURATION (VEPS / ACCT)
Implementations or use of this feature [18010] ON-VEHICLE PROTOCOL: CAN1
which differ from that described could [18020] ON-VEHICLE PROTOCOL: CAN2
result in damage to equipment or property, Parameters are only received on the CAN port
serious personal injury, or loss of life. designated as SAE J1939, FULL FUNCTIONALITY.
There are no VEPS requirements beyond this;
Allison Transmission is not liable for J1939-based Preselect Request logic and related
consequences associated with J1939 parameter reception are enabled by default.
use of this feature. B.4.43.3.1. VEPS / ACCT Trims
[17130] PRESELECT STRATEGY

B.4.43.1. OVERVIEW
Determines when preselects will occur relative to
NEW TO THIS PUBLICATION: engine speed. When set to STANDARD, downshifts
Additional VEPS / ACCT trim options are will occur 300 rpm above engine governed speed.
discussed under the Configuration section. When set to LOW, downshifts will occur 150 rpm
Differences J1939-based vs. GPI-based above engine governed speed.
preselect requests are discussed under
Normal Operation. OTHERS
The following trims impact function operation; see
Preselecting involves selecting any forward gear the NORMAL OPERATION section:
lower than “D” on the shift selector. When a range
has been “preselected” in this manner, shift points to — [17000] PRIMARY MODE: Gears
and from gear ranges above the preselected range — [17030] SECONDARY MODE: Gears
are higher than the normal shift points. Shifts below
B.4.43.3.2. Relation to GPI-based Preselect
the preselected range are not affected.
Request Functions
For 1000/2000 Series transmissions, this function J1939-based Preselect Requests may be used
also provides the capability to limit the transmission alone or in conjunction with GPI AR (OVERDRIVE
to forward ranges that may not have physical DISABLE, 1000/2000 Series only), and / or GPIs
positions on the shift selector. For example, when CB1 and CB2 (PRESELECT REQUEST 1 and 2).
used in conjunction with a shift selector with
positions 5-3-2-1, this function creates the provision B.4.43.4. J1939 PARAMETER AND SA USE
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to limit the transmission to 4 range. The TCM
initiates the preselect electronically, eliminating any B.4.43.4.1. Required Broadcast Support
required movement of the shift cable. The J1939 network is required to provide TC1
Transmission Requested Gear every 50 ms to DA
In 3000/4000 Series and TC10 applications, this 03 (Transmission #1), from one or more of the
function is intended for requesting preselect ranges following SAs:
to improve engine brake operation.
1000/2000 Series
In addition to the J1939 interface described here,
preselect requests can be accomplished by the 1. SA 42 (Headway Controller)
following GPI functions: 2. SA 33 (Body Controller)
(1)
3. SA 05 (Shift Console, Primary)
— AR (1000/2000 Series only) 4. SA 23 (Instrument Cluster #1)
— CB1 (1000 – 4000 Series and TC10) (1)
— CB2 (1000 – 4000 Series) SA may only be used if the application does not
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GPI implementations are discussed in Allison 5
Generation Controls Installation Manual Section D: 3000/4000 Series and TC10
“Vehicle Electrical System Interface”.
1. SA 42 (Headway Controller)
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See NORMAL OPERATION for parameter values. e.g. active engine braking, the Reverse Inhibit with
Preselect Request function, etcetera.
RESTRICTIONS B.4.43.6.3. Preselect Request Values
NOTE: SAE J1939 datalink etiquette Requests can only be made through “absolute” TC1
dictates that any unsupported parameters Transmission Requested Gear range values as
broadcast in messages specifically be set shown below, i.e. ranges 1 through 9:
to their “Not Available” values.
PSR Unscaled Byte Unscaled
Unused TC1 parameters are required to Range Value (Dec) Byte Value (Hex)
be set to their appropriate “Not Available”
values. Failure to do so may result in 9 134 0x86
unintended activation of other TC1-based 8 133 0x85
Allison functions. 7 132 0x84
6 131 0x83
5 130 0x82
J1939-based Preselect Requests may not be used
4 129 0x81
in conjunction with the 1000/2000 Series J1939-
3 128 0x80
based RANGE SELECTION MODE function.
2 127 0x7F
B.4.43.6. NORMAL OPERATION 1 126 0x7E
If activated while in a forward drive range that is
higher than the desired preselect range, the TCM When a preselect is not desired, Transmission
will invoke preselect downshifts until the specified Requested Gear is required to indicate 0xE0
gear range is attained. Function response is limited (Position unknown and / or no buttons pressed).
by various boundaries as discussed below.
B.4.43.6.4. Shift Mask Boundaries
J1939-based Preselect Request values are reflected During operation, preselect range availability is
in the requested range digit of 3000/4000 Series and dependent upon the active shift mask. Shift masks
TC10 J1939-based Allison shift selectors and ETC2 determine the forward ranges associated with the
Transmission Requested Range. physical positions of the shift selector lever, or the
bounds placed on the ranges when a pushbutton
Deficiencies Fixed in C141 Software Release unit is in use.
Deficiency Fixed: C141 3000/4000 Series 7-speed
applications will preselect the exact range VEPS option PRIMARY MODE: Gears defines the
requested. C132 and C134 software would primary mode shift mask, and is applicable to all
incorrectly yield an actual preselect of one range transmissions. VEPS option SECONDARY MODE:
above that requested. Gears defines the secondary mode shift mask, and
is only applicable to 3000/4000 Series and TC10
Deficiency Fixed: C141 3000/4000 Series 7-speed transmissions.
st
applications can preselect 1 range. C132 and
C134 software would incorrectly limit minimum The maximum attainable preselect range is bounded
nd
preselects to 2 range. by the top range of the active (primary / secondary)
shift mask. In addition, 3000/4000 Series and TC10
B.4.43.6.1. Accelerator Pedal Position preselect requests are bounded by the bottom range
J1939-based preselect requests are honored of the active shift mask; there is no lower limit on
regardless of accelerator pedal position. This is 1000/2000 Series transmissions. Preselects
different than GPI-based preselects, where VEPS / requested beyond these boundaries are honored,
ACCT options define the accelerator pedal positions but capped to the applicable shift mask boundary.
where preselects are honored.
3000/4000 Series applications may be calibrated to
B.4.43.6.2. Preselect Shift Schedule have different shift masks in primary and secondary
When a preselect request is active, the TCM mode operation.
commands downshifts at higher-than-normal engine
speeds as defined by VEPS option PRESELECT B.4.43.6.5. Allison Function Interactions
STRATEGY. If other internal TCM logic or Allison functions are
generating active preselect requests while a J1939-
The calibrated preselect shift schedule is invoked based preselect request is active, the TCM will
when the J1939-based Preselect Request function is invoke the lowest preselect range requested.
active, regardless of other coinciding operations,
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During an active preselect, loss of Transmission
Requested Gear reception or reception of a state
outside those listed as acceptable will result in the
transmission reverting to normal operation (no
preselect) after a timeout period expires. No DTCs
are logged.

PRESELECT REQUEST


one or more acceptable SAs?
 When a J1939-based preselect is desired, is

TC1 Transmission Requested Gear set to one of
the acceptable values?
 When a J1939-based preselect is not desired, is

TC1 Transmission Requested Gear set to 0xE0?
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B.4.44. PTO DRIVE INTERFACE 1 & 2 B.4.44.3.1. VEPS / ACCT Trims
The following trims impact function operation:
describe the intended use of a specific — [27040] PTO DRIVE INTERFACE 1: Maximum
function which has been validated in the Engine Speed for Engagement
Implementations or use of this feature — [27050] PTO DRIVE INTERFACE 1: Maximum
which differ from that described could Engine Speed for Operation
— [27060] PTO DRIVE INTERFACE 1: Maximum
Output Speed for Engagement
consequences associated with — [27070] PTO DRIVE INTERFACE 1: Maximum
incorrect implementation or unintended Output Speed for Operation
— [27080] PTO DRIVE INTERFACE 1: Lockup
Engagement Speed (1K2K Series only)
B.4.44.1. OVERVIEW
PTO Drive Interface functions 1 & 2 allow vehicle — [27100] PTO DRIVE INTERFACE 2: Maximum
OEMs to integrate transmission operation with up to Engine Speed for Engagement
two PTO drives. Either interface instance can be
implemented via GPIO wires or J1939 parameters. — [27110] PTO DRIVE INTERFACE 2: Maximum
Regardless of implementation, each instance has a Engine Speed for Operation
unique set of programmable trims, allowing
operation and protection to be optimized separately — [27120] PTO DRIVE INTERFACE 2: Maximum
for each PTO drive. Output Speed for Engagement
To accomplish either instance via GPIO wires, refer — [27130] PTO DRIVE INTERFACE 2: Maximum
th
to Allison 5 Generation Controls Installation Manual Output Speed for Operation
Section D: “Vehicle Electrical System Interface”.
— [27140] PTO DRIVE INTERFACE 2: Lockup
The traditional GPIO-based functions have been
Engagement Speed (1K2K Series only)
renamed to reflect the availability of two instances:
GPIs C1 / C2 (PTO Request 1 / 2) and GPOs G1 / B.4.44.4. J1939 PARAMETER AND SA USE
G2 (PTO Enable 1 / 2).
B.4.44.2. AVAILABILITY value via VEPS. See AUTO-DETECTION for SA
J1939-based PTO Drive Interface 1 & 2 selection details.
implementations are optional in 1000 – 4000 Series B.4.44.4.1. Required Support
and H3000 applications. PTO Drive Interface 1 is
optional on TC10 transmissions. J1939 PTO Drive Engagement (PTODE) parameter
pairs are location-specific. For troubleshooting
B.4.44.3. CONFIGURATION (VEPS / ACCT) ease, OEMs are required to use the correct set of
PTODE parameters for a given PTO drive location.
[18020] ON-VEHICLE PROTOCOL: CAN2 The J1939 network is required to support the PTO
Parameters are only exchanged on the CAN port set Drive Engagement parameter pair(s) enabled for
to SAE J1939, FULL FUNCTIONALITY. use in the VEPS options:
[27030] PTO DRIVE INTERFACE 1 Broadcast PTODE Enable Switch – Transmission

Input Shaft PTO 1 and receive PTODE Engagement
The corresponding J1939 parameter pair is enabled Consent – Transmission Input Shaft PTO 1.
for use when this option is set to J1939 PTODE
INTERFACE – Transmission Input Shaft PTO #1. AND / OR
[27090] PTO DRIVE INTERFACE 2 Broadcast PTODE Enable Switch – Transmission
The corresponding J1939 parameter pair is enabled Input Shaft PTO 2 and receive PTODE Engagement
for use when this option is set to J1939 PTODE Consent – Transmission Input Shaft PTO 2.
INTERFACE – Transmission Input Shaft PTO #2 or
J1939 PTODE INTERFACE – Transmission Output AND / OR
Shaft PTO.
th
st
Broadcast PTODE Enable Switch – Transmission During 1 gear PTO engagement, TC10 applications
st
Output Shaft PTO and receive PTODE Engagement invoke a 1 gear preselect to reduce the potential for
Consent – Transmission Output Shaft PTO. upshifts during PTO operation.
Enable Switch parameters are required to be B.4.44.7.2. Revoking Consent

provided from one of the following SAs, in order of The TCM revokes consent for an instance by setting
TCM preference: the associated Engagement Consent parameter to
(V) 00b (consent not given) when any programmed
1. SA 49 (Cab Controller) limits for that instance are exceeded, or its Enable
2. SA 23 (Instrument Cluster #1) Switch parameter indicates 00b (enable switch off –
3. SA 33 (Body Controller) PTO operation not desired). Modulate main
operation resumed when consent is revoked for both
All Consent parameters are broadcast from SA 03 instances.
(Transmission #1).
B.4.44.8. NORMAL OPERATION: PTO
CONTROLLER
A Communication Failure indication is optional; see
“PTO controller” refers to the device that is
FAILURE MODES AND RESPONSES – PTO communicating with the TCM via J1939, and whose
CONTROLLER. outputs control physical engagement of the drive(s).
For each PTO drive instance, the PTO controller is
RESTRICTIONS required to monitor the corresponding PTODE
WARNING: If the PTO drives high inertia Engagement Consent parameter from the TCM, and
equipment (e.g. alternator, blower, chain- only engage the drive when the parameter value is
driven mechanical devices), then 01b (Consent given – PTO drive may be engaged).
‘Maximum Engine Speed for PTO
Engagement’ should be set as close as If the Engagement Consent parameter from the TCM
possible to engine idle speed. PTO indicates 00b (Consent not given – PTO drive
engagement at high speed may cause should not be engaged), the PTO controller is
damage to the PTO system, whether at required to prevent PTO drive engagement, or if that
initial engagement or automatic re- PTO drive is already engaged, disengage the drive
engagement after an overspeed as soon as possible.
disengagement.
B.4.44.9. FAILURE MODES & RESPONSES:
TCM
B.4.44.7. NORMAL OPERATION: TCM
B.4.44.9.1. TCM does not receive Enable
B.4.44.7.1. Invoking Consent
Switch parameter
When the Enable Switch parameter associated with
If the TCM does not receive an Enable Switch
any instance indicates 01b (enable switch on – PTO
parameter, or receives a value of 10b (Error) or 11b
operation desired), the TCM ceases to modulate
(Not Available), consent will be revoked. When
main pressure to provide maximum clutch apply
reception of a valid value resumes, the appropriate
pressures during the pending PTO operation.
consent parameter(s) will be reset based on the
For each instance where PTO operation is desired, Enable Switch parameter value and current
the TCM evaluates operating conditions against the operating conditions. No DTCs are set.
programmed limits for that instance:
B.4.44.9.2. TCM power interrupted
— For all products, throttle position must be low, and If TCM power is interrupted, J1939 broadcasts will
engine speed and transmission output shaft stop, and the device controlling the PTO drive
speeds must be acceptable. engagement should respond as discussed below.
— In addition, TC10 PTO operation is only allowed in When power is restored to the TCM, the appropriate
ranges R1, N and 1. Engagement Consent parameter(s) will be reset
based on enable switch parameter state(s) and
Consent for an instance is given when its associated current operating conditions. No DTCs are set.
Engagement Consent parameter is set to 01b
(consent given).
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B.4.44.10. FAILURE MODES & RESPONSES: PTO B.4.44.11.3. PTO Controller Disengages PTO
CONTROLLER Drive when TCM Consent Revoked
B.4.44.10.1. PTO engaged without consent or 1. Clear any Allison DTCs, and begin this
not disengaged when consent sequence with the key switch off.
revoked
2. Manipulate the vehicle inputs such that the PTO
WARNING: Engaging a PTO drive or controller broadcasts an Enable Switch request
continuing drive engagement when (01b) to engage the PTO drive.
consent is removed may result in damage
to the transmission and / or the PTO drive 3. While TCM Engagement Consent is being given
mechanism. (01b) increase throttle to the point where the
TCM revokes consent (00b).
B.4.44.10.2. PTO controller does not receive
Engagement Consent parameter 4. Does the PTO controller disengage the PTO
If the PTO controller fails to receive the applicable drive when the TCM revokes consent (00b)?
Engagement Consent parameter from the TCM, the
B.4.44.11.4. PTO Controller Disengages PTO
device is required to disengage that PTO drive as
Drive when TCM Consent
soon as possible.
Parameter Reception is Lost
In addition, vehicle OEMs may choose at their
discretion to inform the operator of communication
sequence with the key switch off.
loss between the TCM and the PTO controller.
Methods of informing the operator are left to the 2. Manipulate the vehicle inputs such that the PTO
vehicle OEM. However, actuating the Check Trans controller broadcasts an Enable Switch request
Indicator is not an acceptable means to represent a (01b) to engage the PTO drive.
communication problem. If only the Check Trans
Indicator is active, service technicians may assume 3. While TCM Engagement Consent is being given
there is a transmission problem, when in fact it is (01b) and the PTO drive is engaged, disconnect
most likely a vehicle network or wiring issue. the TCM from the J1939 network.
B.4.44.11. INSTALLATION CHECKLIST: PTO 4. Does the PTO controller disengage the PTO
DRIVE INTERFACE drive when it loses reception of the Engagement
Allison Application Engineering will review new Consent parameter from the TCM?

of the following questions.
B.4.44.11.1. General
 Are the Enable Switch parameter(s) sent every

100 ms from an acceptable SA?
B.4.44.11.2. Vehicle Preparation and Test Setup

Some testing below requires the ability to disconnect
or unplug the TCM from the J1939 network.
Possible methods include:
— a modified engineering vehicle wiring harness,

— a modified Allison service tool “T-Harness”, or
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B.4.45. RANGE DISPLAY – RANGE customer-supplied selectors that use the Allison
ATTAINED Proprietary A message for display control.
WARNING: The following sections NOTE: All H3000 and TC10 applications
describe the intended use of a specific require use of the 5TH GEN FORMAT.
configuration(s) described. B.4.45.4. J1939 PARAMETER AND SA USE
via VEPS. The display controller is required to
receive ETC2 Transmission Current Range from
SA 03 (Transmission #1).
RESTRICTIONS
use of this feature. ETC2 Transmission Current Gear may not be used
for this display function as the data format does not
match that of Transmission Current Range.
B.4.45.1. OVERVIEW
A Range Attained display indicates the current ETC2 transmission range and gear parameter
operating range of the transmission. Such displays intended use is explained further under RANGE
are used with (but not limited to) function SHIFT DISPLAYS – GENERAL INFORMATION.
SELECTORS, NON-ALLISON: 3000/4000 SERIES.
This same functionality is referred to as the B.4.45.6. DRIVER INTERFACE
MONITOR display on Allison J1939-based shift
selectors. B.4.45.6.1. Required Support
If Range Attained is to be displayed, a separate digit
B.4.45.2. AVAILABILITY other than that used for the Requested Range
Standard in all 1000 – 4000 Series, H3000 and display is required.
TC10 applications.
B.4.45.3. CONFIGURATION (VEPS / ACCT) Transmission Current Range is contained in ETC2
bytes 7 and 8, and reflects the range attained by the
[18010] ON-VEHICLE PROTOCOL: CAN1 transmission. For 1000 – 4000 Series applications,
two content formats are available via VEPS option
Parameter is only broadcast on the CAN port set to J1939 BROADCAST: ETC2 Range Parameter
SAE J1939, FULL FUNCTIONALITY. Format:
[30190] J1939 BROADCAST: ETC2 Transmission TH
B.4.45.7.1. 4 GEN COMPATIBLE FORMAT
Current Range Byte 7 conveys an ASCII value of the current range,
Must be set to ENABLED. while byte 8 conveys an ASCII value of the torque
converter clutch lockup status (“C” or “L”). The
[30210] J1939 BROADCAST: ETC2 Range information in byte 8 is not required to be displayed
Parameter Format for this function.
th
NOTE: Beginning with Allison 5 TH
Generation Controls, the ETC2 B.4.45.7.2. 5 GEN FORMAT
Transmission Current Range format has Recent SAE J1939 committee clarification indicates
th
been revised; see NORMAL OPERATION. that the Allison 4 Generation Controls byte order
This VEPS option allows for backward did not adhere to the recommended practice. With
th
compatibility with 1000 – 4000 Series Allison 5 Generation Controls:
th
Allison 4 Generation Controls.
— Transmission lockup status is no longer conveyed
TH in byte 8; vehicle OEMs seeking this information
Default is 5 GEN FORMAT; may be changed to
TH should refer to function LOCKUP INDICATOR.
4 GEN COMPATIBLE in 1000 – 4000 Series
applications if necessary for backward compatibility — ETC2 content is now “right justified”, with single
with existing customer-supplied shift selector or digit ranges only appearing in byte 8. Dual-digit
range attained displays. This VEPS answer does ranges use both bytes.
not impact Allison shift selector displays or
th
To properly implement a range display, both bytes B.4.45.9. INSTALLATION CHECKLIST: RANGE
must be utilized. Data examples are shown in the ATTAINED DISPLAY
following table: Allison Application Engineering will review new
Option Byte 7 Content Byte 8 Content functionality. While vehicle OEMs may use this list
th
Example 1: Transmission Current Range = 5 : substitute for requirements described previously.
th
4 Gen ASCII 53 (“5”) ASCII 76 (“L”)
th Acceptable implementations will answer “yes” to all
5 Gen ASCII 32 (space) ASCII 53 (“5”)
th
Example 2: Transmission Current Range = 10 :
th
B.4.45.9.1. General
4 Gen Not possible Not possible
th
5 Gen ASCII 49 (“1”) ASCII 48 (“0”)  Is the TCM calibration configured properly?

See ALLISON PARAMETER BROADCAST under
the ETC2 Transmission Current Range definition for
 With the selector in Neutral, start the engine;
more details.
does the Range Attained display indicate
Neutral?
B.4.45.8. RANGE DISPLAY FAILURE MODES
AND RESPONSES
 Drive the vehicle around such that the
Any vehicle system response, fault logging, transmission shifts into all possible ranges,
diagnostics or troubleshooting related to the loss of including reverse; does the Range Attained
Transmission Current Range reception is the display track properly?
parameter and the vehicle OEM. B.4.45.9.3. Loss of Transmission Current
Range Reception
B.4.45.8.1. Loss of ETC2 Transmission Current
Range  With the engine running and the transmission in
WARNING: If an Error (either byte = 0) or Neutral, disconnect the Range Attained display
controller from the J1939 network. Does the
Not Available indication (both bytes = 255)
display go blank, or at least not indicate a
is received, or parameter reception is lost,
the display controller must blank the range? (For example, some displays may show
display. asterisks or dashes under this condition.)
The display may not continue to indicate  Reconnect the Range Attained display controller
the last valid value of Transmission to the J1939 network; does the display indicate
Current Range received prior to Neutral?
encountering the communication problem.
This logic avoids display of misleading information

during communication problems between the TCM
and Range Attained display.
Heartbeat monitoring and a Communication Failure
indication are not required for this function, although
at their discretion. See USING A COMMUNICATION
HEARTBEAT for recommendations on detecting and
responding to J1939 communication failures.
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B.4.46. RANGE DISPLAY – REQUESTED [30210] J1939 BROADCAST: ETC2 Range
RANGE Parameter Format
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NOTE: Beginning with Allison 5 Gen
WARNING: The following sections Controls, the ETC2 Transmission
describe the intended use of a specific Requested Range format has been
function which has been validated in the revised; see NORMAL OPERATION. This
configuration(s) described. VEPS option allows for backward
Implementations or use of this feature compatibility with 1000 – 4000 Series
which differ from that described could th
Allison 4 Generation Controls.
serious personal injury, or loss of life. TH
Default answer 5 GEN FORMAT may be changed
TH
Allison Transmission is not liable for to 4 GEN COMPATIBLE in 1000 – 4000 Series
consequences associated with applications if necessary for backward compatibility
incorrect implementation or unintended with existing customer-supplied shift selector or
use of this feature. range attained displays. This VEPS answer does
not impact Allison shift selector displays or
customer-supplied selectors that use the Allison
B.4.46.1. OVERVIEW Proprietary A message for display control.
Previously publications failed to note an NOTE: All H3000 and TC10 applications
ETC7 Transmission Requested Range TH
require use of the 5 GEN FORMAT.
Display Flash State deficiency: At power
up, the parameter incorrectly indicates 01b
[30280] J1939 BROADCAST: ETC7 Transmission
(Active) for 1-2 seconds even though no
Range Requested Display Flash State
inhibit exists; it should indicate (00b). All
th
Allison 5 Gen Controls software releases Must be set to ENABLED if parameter used to meet
are affected. This deficiency will be function requirements.
addressed in a future software release.
[26223] RANGE INHIBIT INDICATOR
Must be set to ONLY ETC7 TRANSMISSION SHIFT
A Requested Range display reflects the range INHIBIT INDICATOR or BOTH GPO AD AND J1939
chosen by the vehicle operator via the shift selector, TRANSMISSION SHIFT INHIBIT INDICATOR to use
and signals if conditions exist such that the operator this function.
request may not be honored. Such displays are
typically used with (but not limited to) functions [30270] J1939 BROADCAST: ETC7 Transmission
RANGE SELECTION MODE or SHIFT Range Requested Display Blank State
SELECTORS, NON-ALLISON: 3000/4000 SERIES. Must be set to ENABLED.
This same functionality is referred to as the SELECT
display on Allison J1939-based shift selectors. B.4.46.4. J1939 PARAMETER AND SA USE
via VEPS. The display controller is required to
Standard in all 1000 – 4000 Series, H3000 and receive all of the following from SA 03 (Transmission
TC10 applications. #1):
B.4.46.3. CONFIGURATION (VEPS / ACCT) — ETC2 Transmission Requested Range
(V)
[18010] ON-VEHICLE PROTOCOL: CAN1 — ETC7 Transmission Range Requested Display

[18020] ON-VEHICLE PROTOCOL: CAN2 Flash State
(V)
(preferred for displays) OR ETC7
(V)
Parameters are only broadcast on the CAN port set Transmission Shift Inhibit Indicator
— ETC7 Transmission Range Requested Display
(V)
[30200] J1939 BROADCAST: ETC2 Transmission Blank State
Requested Range
Must be set to ENABLED. B.4.46.5. OTHER REQUIREMENTS /
RESTRICTIONS
ETC2 transmission range and gear parameter
intended use is explained further under RANGE
DISPLAYS – GENERAL INFORMATION,
th
Is Preselect Value Reflected in ETC2
B.4.46.6.1. Required Support Transmission Requested Range?
By choosing to implement their own Requested
Function or TCM 1000 3000
Range display, vehicles OEMs assume responsibility
Logic Requesting a / 2000 / 4000
for meeting all associated FMVSS and other
Preselect Range Series Series TC10
regulatory requirements.
PSR via shift selector Yes Yes Yes
To mimic Allison shift selector display operation, PSR via GPI CB1 or CB2 Yes Yes Yes
vehicle OEM displays are required to: PSR via J1939 Yes Yes Yes
— Indicate range inhibit conditions, and Engine Brake Preselects No Yes Yes
— Blank the display when requested to do so. Grade Braking Preselects
(1)
No Yes Yes
st
PTO 1 Gear Preselect NA NA Yes
Reverse Inhibit w/PSR No Yes NA
Transmission Requested Range is contained in BBAN (GPI CA) Preselect Yes Yes NA
ETC2 bytes 5 and 6, and reflects the range chosen
by the operator via the shift selector, as well as most Transmission Sump Temp. No No No
operator-initiated preselect requests. For 1000 – Engine Coolant Temp. No No No
4000 Series applications, two content formats are
available via VEPS option J1939 BROADCAST: Overdrive Disable (GPI AR) Yes NA NA
ETC2 Range Parameter Format: Wired 6-5-4 selection Yes NA NA
TH Range Selection Mode Yes NA NA
B.4.46.7.1. 4 GEN COMPATIBLE FORMAT
Byte 5 conveys an ASCII value of the requested Retarder operation NA No NA
range, while byte 6 is always ASCII 32 (space). Retarder Sump Temp. NA No NA
TH Retarder Coolant Temp. NA No NA
B.4.46.7.2. 5 GEN FORMAT Direct Hold (GPI CE) NA No NA
Recent SAE J1939 committee clarification indicates D1 Selection (GPI B) NA Yes NA
th
that the Allison 4 Generation Controls byte order Auto 2-1 Preselect (GPI BD) NA Yes NA
did not adhere to the recommended practice. With Auxiliary Hold (GPI G) NA Yes NA
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Allison 5 Generation Controls, ETC2 content is now
(1)
“right justified”, with single digit ranges appearing in Includes preselects associated with VEPS /
byte 6. Dual-digit ranges use both bytes. ACCT questions PRESELECTS: Automatic
Level of Preselect Range during Cruise
To properly implement a range display, both bytes Control and GRADE BRAKING /
must be utilized. Data examples are shown in the REGENERATION INPUT.
following table:
B.4.46.7.4. Indicating Inhibited Shifts
Option Byte 5 Content Byte 6 Content Depending on the J1939 parameter used to meet
Example 1: Trans. Requested Range = 5 :
th the requirements of this function, either when:
th
4 Gen ASCII 53 (“5”) ASCII 32 (space) — ETC7 Transmission Requested Range Display
th
5 Gen ASCII 32 (space) ASCII 53 (“5”) Flash State is 01b (Active; Transmission
th Requested Range display should be flashing)
Example 2: Trans. Requested Range = 10 :
th
4 Gen Not possible Not possible OR
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5 Gen ASCII 49 (“1”) ASCII 48 (“0”)
— ETC7 Transmission Shift Inhibit Indicator is 01b
(Active; shift is inhibited)
See ALLISON PARAMETER BROADCAST under
ETC2 Transmission Requested Range definition for …display controllers are required to blink and / or
more details. activate a range inhibit indicator (see function
RANGE INHIBITED INDICATOR) to show that shifts
B.4.46.7.3. Reflection of Preselect Operation are either temporarily or permanently inhibited. The
Preselected ranges are reflected in ETC2 inhibit may clear if its cause clears within 3 seconds
Transmission Requested Range per the table below: of the shift request. Otherwise, the operator must
re-select range.
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B.4.46.7.5. Indicating Display Problems B.4.46.10.1. General
When ETC7 Transmission Requested Range
Display Blank State is 01b ( Active; Transmission  Is the TCM calibration configured properly?
Requested Range display should be blanked),
display controllers are required to turn off the
Requested Range display. Depending on the
 With the selector in Neutral, start the engine;
failure, selectors may still operate in certain ranges. does the Requested Range display indicate
B.4.46.8. TCM FAILURE MODES & RESPONSES Neutral?
In all 3000/4000 Series, H3000 and TC10  Apply the service brakes and systematically
applications equipped with J1939-based shift select all possible ranges (forward & reverse);
selector(s), ETC2 Transmission Requested Range does the Requested Range display track
will indicate ASCII 0 (Error) if TC1 Transmission properly?
Requested Gear reception is not received from the
active shift selector. B.4.46.10.3. Indicate Inhibited Shifts
With the transmission in Neutral and the engine
B.4.46.9. RANGE DISPLAY FAILURE MODES running, raise engine speed to above 1000 rpm.
RESPONSES
Any vehicle system response, fault logging,  Apply the service brakes and place the selector
diagnostics or troubleshooting related to reception in Drive. Is the inhibited shift indicated by either
loss of any required display parameter is the (1) the “Requested Range” digit blinking, or (2)
responsibility of the display controller monitoring the the activation of a separate Range Inhibit
parameters and the vehicle OEM. Indicator?
B.4.46.9.1. Loss of Parameter Reception  Return the selector to the Neutral position; does
WARNING: If an Error (either byte = 0) or the “Range Inhibit” indication cease?
Not Available indication (both bytes = 255) B.4.46.10.4. Blank Display on Command
is received, or parameter reception is lost,
the display controller must blank the  Using a protocol analyzer (e.g. CANalyzer),
display. send ETC7 Transmission Requested Range
Display Blank State = 01b; does the Requested
The display may not continue to indicate Range display go blank?
the last value of Transmission Requested
Range received prior to encountering the B.4.46.10.5. Loss & Recovery of Transmission
communication problem. Requested Range Reception
Begin this test with the engine running and the
This logic avoids display of misleading information transmission in Neutral.
during communication problems between the TCM
and Requested Range display.  Disconnect the TCM from the J1939 network;
does the Requested Range display go blank, or
B.4.46.9.2. Heartbeat at least not indicate a range? (For example,
Heartbeat monitoring and a Communication Failure some displays may show asterisks or dashes
indication are not required for this function, although under this condition.)
at their discretion. See USING A COMMUNICATION  Reconnect the TCM to the J1939 network; does
HEARTBEAT for recommendations on detecting and the Requested Range display indicate Neutral?

REQUESTED RANGE DISPLAY

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B.4.47. RANGE INHIBIT INDICATOR (RII) B.4.47.4. J1939 PARAMETER AND SA USE
WARNING: The following sections via VEPS.
function which has been validated in the B.4.47.4.1. Required Support
configuration(s) described. The display controller is required to receive ETC7
(V)
Implementations or use of this feature Transmission Shift Inhibit Indicator from SA 03
which differ from that described could (Transmission #1).
serious personal injury, or loss of life. B.4.47.5. DRIVER INTERFACE REQUIREMENTS
The indicator is supplied and installed by the vehicle
Allison Transmission is not liable for builder, and is required to be:
incorrect implementation or unintended — in the normal forward field of view of the vehicle
use of this feature. operator (preferred), or readily viewable as part of
the shift selector assembly.
B.4.47.1. OVERVIEW
— clearly visible from both operator stations in dual
The Range Inhibit Indicator (RII) function alerts the
selector applications (may require two indicators).
operator that range shifts requested by the operator
may not be honored. The RII will also activate in
— clearly visible under all vehicle lighting conditions,
1000/2000 Series applications if the TCM detects
both daytime and nighttime.
potentially damaging torque converter stall
operation. Refer to Allison 5th Generation Controls Acceptable interface options are discussed below.
Installation Manual Section B: “System Operation” For other potential implementations, please contact
for more information on these features. your Allison Application Engineer.
All 1000/2000 Series installations require an RII, B.4.47.5.1. Dedicated Lamp with Text
which may be controlled either via J1939 or by
th A lamp with appropriate wording for the country of
dedicated wire 124 (see the Allison 5 Generation
vehicle operation is acceptable. Examples include:
Controls Installation Manual).
3000/4000 Series and TC10 applications do not Country or Region Acceptable Wording
require an external RII, as Allison shift selectors
have such capability built-in. However, the J1939 North America, United ...... RANGE INHIBIT or
interface allows consistency among Allison product Kingdom, Netherlands, RANGE INHIBITED
families at a given vehicle OEM, and / or the ability Sweden
to activate the RII in applications with customer- Germany ........................... GANG GESPERRT
supplied shift selectors.
Spain................................. RANGO INHIBIDO
J1939-based implementations are standard in all Other wording may be acceptable upon review of an
1000 – 4000 Series, H3000 and TC10 applications. appropriately qualified Application Engineer.
B.4.47.3. CONFIGURATION (VEPS / ACCT) The preferred lamp color is yellow or amber, which is
consistent with ISO symbol color conventions.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.47.5.2. Icon or Graphical Symbol
Parameter is only broadcast on the CAN port set to Per ISO 2575: “Road Vehicles –
SAE J1939, FULL FUNCTIONALITY. Symbols for Controls, Indicators, and
[26223] RANGE INHIBIT INDICATOR transmission gearshift, and is
Must be set to ONLY ETC7 TRANSMISSION SHIFT acceptable for Allison RII use.
INHIBIT INDICATOR or BOTH GPO AD AND J1939 Preferred icon colors are yellow or amber.
TRANSMISSION SHIFT INHIBIT INDICATOR to use
this function.
th
B.4.47.5.3. Lamp or Icon Illumination B.4.47.6. BULB CHECKS
The lamp or icon may illuminate continuously or The display controller is responsible for performing
flash for the full duration of an active range inhibit and bulb or display checks at the beginning of each
condition. The vehicle OEM has full responsibility key switch cycle.
for implementing the mechanism(s) required to flash
the lamp or icon if this indication method is chosen, Allison recommends lamps or indicators remain on
since only an Active / Inactive signal is provided by for 2 seconds during the check. Slightly longer or
the TCM over J1939. Typical flash rates are 1 to 3 shorter time periods are acceptable.
Hz, with a 50% duty cycle.
NOTE: The TCM does not send any
B.4.47.5.4. Flashing Range Display Character J1939-based “bulb check” when powered
If a Transmission Range Selected / Range Attained up; Transmission Shift Inhibit Indicator is
dashboard display is used, the Transmission Range set to 00b.
Selected character may be flashed in lieu of a
dedicated lamp or Icon.
Typical flash rates are 1 to 3 Hz, with a 50% duty When ETC7 Transmission Shift Inhibit Indicator =
cycle. Flashing the Transmission Range Attained 01b (Active), the Range Inhibit Indicator should be
character is not allowed, as the Range Inhibit activated. When this parameter is 00b (Inactive), the
Indicator conveys an issue with what the vehicle Range Inhibit Indicator should be deactivated.
operator is asking for (Range Selected) not the
current state of the transmission (Range Attained). On 1000/2000 Series applications, wire 124 will
activate at the same time as the ETC7 parameter.
Due to the many potential implementations of this
function (flashing the character, flashing the When the indicator is active, transmission operation
character highlighting, alternating the color of the is or will be inhibited in some fashion:
character, etc.), Allison Application Engineering
— Operator-requested range shifts may not occur.
must review the method and flash rate proposed to
ensure that the “spirit and intent” of the Range Inhibit — 1000/2000 Series with Engine Management will
Indicator function are met. limit engine torque output if the TCM detects
potentially damaging torque converter stall
B.4.47.5.5. Acceptable Additions
operation.
In addition to the above implementations, a tone
may optionally accompany the RII visual indication. The RII is not activated during engine start / stop
activity associated with the Auto-Neutral for Idle
NOTE: An audible tone cannot be Start / Stop function.
substituted for the visual Range Inhibit
indication. WARNING: When the RII is active, the
transmission may not respond to shift
The accompanying tone may sound continuously or selector requests, since operating
beep for the full duration of an active Range Inhibit limitations are being placed on the
condition, and must be distinguishable from and transmission. Direction changes may not
heard in addition to all other required tones in the occur.
vehicle (Low Air Pressure alarm, Reverse Warning
tone, etc.).
The vehicle OEM has full responsibility for

implementing the mechanism(s) required to sound
the accompanying tone if this method is chosen.
Additionally, if a beeping tone and flashing lamp or
icon is chosen, the tone and flash should be
synchronized to maximize the association of the
beeping tone with the flashing Lamp or Icon.
th
B.4.47.8. RANGE INHIBIT INDICATOR FAILURE B.4.47.9. INSTALLATION CHECKLIST: RANGE
MODES AND RESPONSES INHIBIT INDICATOR
Vehicle system response, fault logging, diagnostics Allison Application Engineering will review new
or troubleshooting related to Transmission Shift implementations for the following minimum
Inhibit Indicator reception loss is the responsibility of functionality. While vehicle OEMs may use this list
the controller monitoring the parameter and the to assist implementation development, it is not a
vehicle OEM. substitute for requirements described previously.
B.4.47.8.1. Initialization or Response to Resets Acceptable implementations will answer “yes” to all
The display controller may be powered down questions in the following test sequences:
(intermittent power source) while an active inhibit is B.4.47.9.1. General
present.
In either case, Allison recommends that the display
B.4.47.9.2. Bulb Check / Text Display Check
when it reinitializes -- If the inhibit is still present
 Turn the key switch on. Is an RII bulb check or
when power returns, TCM broadcast data will reflect
text display check performed at power up?
this and only then should the display controller
reactivate the indicator. B.4.47.9.3. Normal Operation
This recommendation is based on the fact that some 1. Clear any Allison DTCs. Start engine.
Allison inhibits self-clear during a power cycle.
2. Increase engine speed to high idle. Move the
B.4.47.8.2. Loss of TCM Communication shift selector to Drive. Is the RII actuated?
If Transmission Shift Inhibit Indicator reception is
lost, or 10b (Error) or 11b (Not Available) is received, (Note some 1000/2000 Series applications use
display controller response is required as follows: J1939 TSC1 commands to reduce engine speed
such that the shift can be made; however, the RII
— If an active inhibit was the last valid indication should be active until engine speed lowers
received, the RII should remain ON until a new enough to make the shift.)
valid signal is received.
3. Move the selector back to Neutral. Does the RII
— If no inhibit was active when the last signal was deactivate?
received, the RII should remain OFF until a new
valid signal is received. B.4.47.9.4. Loss of Shift Inhibit Indicator
Reception
This logic maintains operator awareness of an active
shift inhibit if communication is lost after the TCM 1. With engine speed still above 1000 rpm, shift the
has begun to indicate an inhibit. selector to Drive. The RII should actuate.
B.4.47.8.3. Heartbeat 2. Disconnect the RII controller from the J1939

This function does not require heartbeat monitoring network. Does the RII remain actuated?
or a Communication Failure indication, although
vehicle OEMs may choose to implement such logic 3. Is the Check Trans Indicator inactive?
HEARTBEAT for recommendations on detecting and 4. Let the engine return to idle, and move the
selector to Neutral. Reconnect the RII controller
to the J1939 network. Does the RII go inactive?
5. Disconnect the RII controller from the J1939

network. Does the RII remain inactive?
6. Is the Check Trans Indicator inactive?
B.4.47.9.5. Optional Tone Accompaniment
 When the RII is active, is the beep synchronized

with the flashing?
th
B.4.48. RANGE SELECTION MODE B.4.48.4.1. Required Support
(“TAP UP, TAP DOWN”’) The J1939 network is required to provide TC1
WARNING: The following sections 03 (Transmission #1) from one of the following SAs,
describe the intended use of a specific in order of TCM preference:
configuration(s) described. 1. SA 33 (Body Controller)
(1)
Implementations or use of this feature 2. SA 05 (Shift Console, Primary)
which differ from that described could 3. SA 23 (Instrument Cluster #1)
result in damage to equipment or property, (1)
serious personal injury, or loss of life. SA may only be used if the application does not
consequences associated with See NORMAL OPERATION for required parameter
incorrect implementation or unintended specific indicator support.
B.4.48.5. DRIVER INTERFACE REQUIREMENTS
B.4.48.1. OVERVIEW — The selector pattern or “shift mask” chosen in

To facilitate different driving, towing and hauling VEPS is required to contain a Manual position
needs, a J1939-based Range Selection Mode (M), such as PRNDM1. Regardless of the shift
feature is available to supplement the 1000/2000 mask, the “M” position is always the next selector
Series mechanical shift linkage. This is sometimes location beyond the normal Drive position.
referred to as “Tap Up, Tap Down” functionality.
— Momentary inputs are required to trigger the
By using momentary inputs provided by the vehicle range commands in this function.
OEM, the operator can select the range of gears
they desire for current driving conditions. Range Response to sustained momentary inputs -- such
Selection Mode also allows control of engine and as when the “tap down” button is depressed and
vehicle speed while going down a hill by enabling held for a period of time -- is left to the discretion
selection of a preferred range. of the vehicle manufacturer. For example, an
OEM may elect to broadcast a single “tap down”
The required Requested Range display will show the command sequence per depression / release
range selected by the operator. This range is the cycle of the momentary input, or they may choose
highest attainable range, with all gears below to issue a series of “tap down” command
accessible (i.e. when 4th is selected, ranges 1st sequences if the input is depressed for some
through 4th are available). period of time.
TCM response to a continuous sequence of “tap
B.4.48.2. AVAILABILITY down” commands is illustrated under NORMAL
Function is optional in 1000/2000 Series OPERATION.
applications.
— A J1939-based display as described under
B.4.48.3. CONFIGURATION (VEPS / ACCT) RANGE DISPLAY – REQUESTED RANGE is
required to convey the manually selected range to
[18010] ON-VEHICLE PROTOCOL: CAN1 the vehicle operator.
Parameter is only received on the CAN port set to B.4.48.6. OTHER REQUIREMENTS /
SAE J1939, FULL FUNCTIONALITY. RESTRICTIONS
— Range Selection Mode cannot be used in
[17000] PRIMARY MODE: Gears 1000/2000 Series applications with an Allison
The selected shift mask must contain a manual J1939-based shift selector.
position (“M”, e.g. 6M1) to enable this function.
— Range Selection Mode may not be used with
B.4.48.4. J1939 PARAMETER AND SA USE function PRESELECT REQUEST INPUT.
See AUTO-DETECTION for SA selection details.
— Range Selection Mode may not be used in
conjunction with the wired “3-Position Hold
th
Switch” as described in Allison 5 Generation
Controls Installation Manual Section D: “Vehicle
Electrical System Interface”.
th
— Per SAE recommended practice, unsupported  Does TC1 Transmission Requested Gear
TC1 parameters must be set to Not Available. indicate 0xF9 when the increment or “tap up”
input is activated?
— The TCM performs no diagnostics specific to the
TC1 reception for this function. As such, Range  Does TC1 Transmission Requested Gear
Selection Mode cannot be used in OBD II indicate 0xF7 when the decrement or “tap down”
applications below 14,000 lbs. GVW. input is activated?
B.4.48.7. NORMAL OPERATION  When Range Selection Mode is not desired, is

The TCM only responds to Range Selection Mode TC1 Transmission Requested Gear set to 0xE0?
requests while the selector is in the “M” position.
Response to command
When a higher range is available, the TCM will
increment to it when Transmission Requested Gear
6
transitions from 0xE0 (224 decimal, Position
unknown and / or no buttons pressed) to 0xF9 (249 ETC2 5
Transmission
decimal, Upshift 1 gear from current position).
Requested 4
Range
When a lower range is available, the TCM will 3
decrement to it when Transmission Requested Gear (100 ms
transitions from 0xE0 to 0xF7 (247 decimal, broadcast) 2
Downshift 1 gear from current position). 1
When Range Selection Mode is no longer desired,

Transmission Requested Gear is required to indicate First ‘tap down’ command
0xE0 (Position unknown and / or no buttons TC1
0xF7
pressed). Transmission
Requested
As shown in the figure below, the TCM will respond Gear
to Transmission Requested Gear transitions as 0xE0
(50 ms
quickly as they can be sent via TC1.
broadcast)

If TC1 Transmission Requested Gear reception is
lost while the TCM is in Range Selection Mode, the Time, in 50 ms increments
transmission will retain the current selected range
until the selector is moved from the “M” position. 0xE0 = Position Unknown / ‘No Buttons Pushed’
0xF7 = Downshift 1 Gear From Current Position
B.4.48.9. INSTALLATION CHECKLIST: RANGE
SELECTION MODE TCM responds to the downshift command as soon
as the parameter transitions from 0xE0 to 0xF7.
functionality. While vehicle OEMs may use this list TCM RESPONSE TO CONSECUTIVE TAP DOWN
to assist implementation development, it is not a COMMANDS

 Does the selector pattern have an “M” position?
 Does the Requested Range display show the

selected range when the selector is in “M”?

an acceptable SA?
th
B.4.49. RETARDER ACTIVE INDICATOR B.4.49.4. J1939 PARAMETER AND SA USE
Parameter marked (V) can be enabled or disabled
configuration(s) described. The component detecting retarder activation is
Implementations or use of this feature required to receive either ERC1 Actual Retarder –
(V)
which differ from that described could Percent Torque OR ERC1 Retarder Requesting
(V)
result in damage to equipment or property, Brake Light from SA 16 (Retarder – Driveline).
B.4.49.5. DRIVER & VEHICLE INTERFACES
consequences associated with B.4.49.5.1. Required Support – Brake Light
incorrect implementation or unintended Activation
use of this feature. Vehicle brake light activation is required during
active retardation.
B.4.49.1. OVERVIEW
B.4.49.5.2. Optional Driver Indication
All Allison driveline retarder installations are required
to activate vehicle brake lights when the retarder is Installing a Retarder Active Indicator for the vehicle
active. GPO Q – RETARDER ACTIVE INDICATOR operator is left to the vehicle builder’s discretion.
is often used for this purpose (See Allison 5
th Often a dash lamp is installed.
Generation Controls Installation Manual).
B.4.49.5.3.Optional Communication Failure
While the J1939 implementation can replace the Indication
brake light activation functionality of GPO Q, it does See FAILURE MODES & OPTIONAL RESPONSES.
not support all GPO Q functionality; see OTHER
REQUIREMENTS / RESTRICTIONS below. B.4.49.6. OTHER REQUIREMENTS /
RESTRICTIONS
B.4.49.2. AVAILABILITY When VEPS option RETARDER: Cancel Cruise
The J1939-based implementation is standard in all Control upon Rapid Modulation Request
3000/4000 Series applications equipped with Increase is enabled, GPO Q provides a short “flash”
driveline retarders. when requested retarder level is increased.
Coupled with vehicle service brake wiring, it will
th
B.4.49.3. CONFIGURATION (VEPS / ACCT) cancel cruise control operation. See Allison 5
Generation Controls Section B: “System Operation”
[18010] ON-VEHICLE PROTOCOL: CAN1 for more information.
Parameters are only broadcast on the CAN port set NOTE: The “Retarder Cancel Cruise
to SAE J1939, FULL FUNCTIONALITY. Control” feature cannot be accomplished
through the J1939 implementation of the
[20000] RETARDER
Retarder Active Indicator.
Must be set to AUTODETECTED or YES.
[30030] J1939 BROADCAST: ERC1 Actual B.4.49.7. NORMAL OPERATION

Retarder – Percent Torque The receiver may assume the Allison retarder is
Must be set to ENABLED if the parameter is used to active at any time ERC1 Actual Retarder – Percent
meet function requirements. Torque < 0% (a negative value) or ERC1 Retarder
Requesting Brake Light = 01b.
[30060] J1939 BROADCAST: ERC1 Retarder
Requesting Brake Light Retarder Requesting Brake Light will indicate 01b
Must be set to ENABLED if the parameter is used to whenever Actual Retarder Percent Torque is < 0%.
meet function requirements.
B.4.49.8. FAILURE MODES AND OPTIONAL
RESPONSES
Fault logging, diagnostics, and troubleshooting
related to the loss of ERC1 reception are the
parameter(s) and the vehicle OEM.
th
B.4.49.8.1. Loss of Parameter Reception
Failure to receive Actual Retarder – Percent Torque
or Retarder Requesting Brake Light may be the
result of bus loading, wiring integrity failures,
electrical noise, or improper function implementation.
Vehicle OEMs should consider such failures during
their design process.

RETARDER ACTIVE INDICATOR
The vehicle OEM implementing the Retarder Active
Indicator function is responsible for all testing.
th
B.4.50. RETARDER CAPACITY B.4.50.3.1. VEPS / ACCT Trims
REDUCTION The following trims influence function operation:
WARNING: The following sections — [20080] RETARDER: Engine Coolant

describe the intended use of a specific Temperature (ECT) Based Capacity Threshold
— [20090] RETARDER: Engine Coolant
Implementations or use of this feature Temperature (ECT) Based Capacity Slope
— [20150] RETARDER: Override Capacity
Reduction when Output Speed Increases
consequences associated with B.4.50.4.1. Required Support
SA 00 (Engine #1) is required to provide ET1 Engine
Coolant Temperature.
B.4.50.1. OVERVIEW B.4.50.5. NORMAL OPERATION

Retarder capacity is automatically reduced if the Capacity reduction operation is described in Allison
th
transmission retarder or sump fluid temperatures 5 Generation Controls Installation Manual Section
exceed specified limits as detected by integral B: “System Operation”.
transmission temperature sensors.
Retarder capacity can also be reduced based on Failure of inputs to reach the TCM may be the result
engine coolant temperature, as indicated by either: of – but not limited to – bus loading, wiring integrity
th failures, electrical noise, or improper function
— Analog sensor via wire 135 (see Allison 5 implementation. Vehicle OEMs should consider
Generation Controls Installation Manual) such failures during their design process.
— J1939 ET1 Engine Coolant Temperature. Regardless of ET1 Engine Coolant Temperature
value or reception, the retarder may commence or
continue capacity reduction based on transmission
The J1939-based implementation is optional in retarder and / or sump fluid temperature.
3000/4000 Series applications equipped with
driveline retarders. B.4.50.6.1. TCM Receives Engine Coolant
Temperature Error Value
If retarder capacity reduction is active based on ET1
[18010] ON-VEHICLE PROTOCOL: CAN1 Engine Coolant Temperature and 254 (Error) is
[18020] ON-VEHICLE PROTOCOL: CAN2 received, the TCM will immediately cease capacity
reduction based on engine coolant temperature.
Parameter is only received on the CAN port set to
SAE J1939, FULL FUNCTIONALITY. B.4.50.6.2. TCM Loss of Engine Coolant
Temperature Reception
[20000] RETARDER
If retarder capacity reduction is active based on ET1
Engine Coolant Temperature and reception ceases,
[20070] RETARDER: Engine Coolant capacity reduction will cease after a 5 second time-
Temperature (ECT) Based Capacity Reduction out period. Capacity reduction will reactivate when a
valid value indicating the need for capacity reduction
is once again received.
ENGINE COOLANT TEMPERATURE (ECT)
SOURCE
th
B.4.51. RETARDER CONTROL — ONLY J1939 INTERFACE [INPUT VIA ERC1
Retarder Selection, Non-Engine] is intended for
WARNING: The following sections installations where the TCM only receives
describe the intended use of a specific operator input via the dedicated J1939 parameter.
function which has been validated in the This option should be selected when the analog
configuration(s) described. inputs are not being used for retarder control.
Implementations or use of this feature Diagnostics are not run on the analog RMR input,
which differ from that described could and the analog inputs are ignored by the TCM.
serious personal injury, or loss of life. — BOTH GPIO AND J1939 INTERFACES (default)
is intended for use with traditional analog
Allison Transmission is not liable for installations, or EBS installations requiring both
consequences associated with analog and J1939-based operator inputs.
use of this feature. B.4.51.3.1. VEPS / ACCT Trims
The following trims will influence the J1939 interface:
B.4.51.1. OVERVIEW
[20010] RETARDER: Retarder Capacity Level
Allison driveline retarders can be controlled via:
Determines the maximum retarding capability, and
— GPI Z, which includes a retarder enable switch therefore impacts data broadcast in the retarder
and analog RMR input, or configuration message.
— a J1939 parameter that reflects operator desire for [20040] RETARDER: Use Pressure Sensor for
retarding, or EBS
Only set to YES if the sensor is installed, as this
— a combination of both. controls retarder pressure feedback sensor signal
processing and diagnostics.
In addition, the retarder will respond to J1939 TSC1
commands. [20050] RETARDER: Cancel Retarder when
Cruise Control is Active
B.4.51.2. AVAILABILITY When set to YES, retarder operation is prohibited /
The J1939-based implementation is standard in canceled when cruise control is active; see CRUISE
3000/4000 Series applications equipped with CONTROL, STANDARD.
driveline retarders.
[20100] RETARDER: Cancel Retarder when ABS
B.4.51.3. CONFIGURATION (VEPS / ACCT) Input is Active
When set to YES, retarder operation is cancelled
[18010] ON-VEHICLE PROTOCOL: CAN1 when the TCM receives an ABS Active indication per
[18020] ON-VEHICLE PROTOCOL: CAN2 the ANTI-LOCK BRAKE SYSTEM (ABS) INPUT.
Parameters are only supported on the CAN port set When set to NO, retarder operation is not cancelled
to SAE J1939, FULL FUNCTIONALITY. when the ABS input is active.
[20000] RETARDER
WARNING: If retarder response to
discrete ABS input(s) is disabled, the OEM
[20020] RETARDER INTERFACE is responsible for ensuring appropriate
retarder deactivation (via TSC1
Specifies the operator’s retarder control interface:
commands) during qualified ABS events.
NOTE: VEPS options that use the GPIO Others

interface require the analog RMR to be
connected. If not connected, the TCM will The following trims impact retarder operation:
log DTCs associated with the RMR input.
— [20110] RETARDER: Engine Coolant
Temperature (ECT) Based Preselects
— ONLY GPIO INTERFACE [ANALOG RMR, GPI Z
OR GPI BV, AND GPO Q IF DEFINED IN — [20080] RETARDER: Engine Coolant
SELECTED GPIO PACKAGE] is intended for Temperature (ECT) Based Preselect Threshold
traditional analog installations where the TCM
receives operator requests via the retarder enable — [20140] RETARDER: Use Accumulator
switch and RMR lever.
th
— [20060] RETARDER: Cancel Cruise Control B.4.51.4.2. Optional Data Provided by the TCM
upon Rapid Modulation Request Increase The TCM broadcasts the parameters below for
discretionary use by the retarder control system.
In addition, all parameters listed under section Parameters marked (V) can be enabled or disabled
OPTIONAL DATA PROVIDED BY THE TCM can be via VEPS:
disabled via VEPS if desired.
ERC1 Actual Maximum Available Retarder – Percent
B.4.51.4. J1939 PARAMETER AND SA USE Torque
(V)
See AUTO-DETECTION for SA selection details.

(V)
ERC1 Actual Retarder – Percent Torque
(V)
To request retarder activation via J1939, the TCM ERC1 Engine Coolant Load Increase
requires at least one of the following inputs from the (V)
J1939 component requesting retarder activation: ERC1 Intended Retarder – Percent Torque
(V)
ERC1 Retarder Selection, Non-Engine ERC1 Retarder Requesting Brake Light
ERC1 Retarder Selection, Non-Engine is the ERC1 Retarder Selection, Non-Engine
(1) (V)
preferred method of conveying desire for retarder
activation to the TCM. If used, it is required to come ERC1 Retarder Torque Mode
(V)

preference: ERC1 SA of Controlling Device for Retarder Control
(V)
(V)
2. SA 23 (Instrument Cluster #1) RC Retarder Type
(V)
RC Retarder Location
TSC1 Commands
(V)
TSC1 commands are preferred for conveying vehicle RC Retarder Control Method
system desire for restricting retarder operation, and (V)
are expressed in terms of 0% to –100% of RC RC Retarder Reference Torque
Retarder Reference Torque. The TCM will arbitrate (V)
and respond to TSC1 torque control and torque limit RC Full Retarder Configuration “Map”
commands issued to DA 16 (Retarder – Driveline) (1)
Only broadcast when the TCM analog RMR input
from one or more of the following SAs:
is connected and enabled. Parameter reflects
status of both GPI Z and the analog RMR input.
— SA 00 (Engine #1)
— SA 11 (Brakes – System Controller) B.4.51.5. DRIVER INTERFACE REQUIREMENTS
— SA 17 (Cruise Control)
— SA 33 (Body Controller) The vehicle OEM is required to provide a retarder
— SA 39 (Management Computer #1) enable / disable switch for all Allison retarder
— SA 42 (Headway Controller) installations, and must locate it within easy access of
the operator.
When a TSC1 transmitter is not controlling retarder
operation, the transmitter is required to cease TSC1 WARNING: Failure to provide a full
broadcasts to DA 16. SAE requires that TSC1 authority retarder disable switch may result
control sequences be terminated with a single, final in retarder operation unexpected or
TSC1 message containing Engine Override Control undesired by the operator.
Mode = 00b (Override Disabled).
B.4.51.5.1. TCM GPI Z
NOTE: Incorrect or lack of TSC1 command When the analog RMR input is used, the retarder
sequence termination can interfere with the enable switch must be wired to the TCM. A jumper
SAE-defined TSC1 arbitration process. wire may not be substituted for the switch. The TCM
will not respond to analog RMR requests without
When VEPS option RETARDER: Cancel Retarder switch presence and activation. For more
when ABS input is Active = NO, the ABS controller information on installation and operation, see
is required to support TSC1 torque limits to restrict Controls Installation Manual Section E: “Using Input
and / or cancel driveline retarder operation during / Output (I/O) Functions, Packages, & Groups”.
ABS events.
th
NOTE: GPI Z is only associated with the B.4.51.6.1. J11939 TSC1 Inputs – All
analog RMR signal; it has no impact on Implementations
TCM response to ERC1 Retarder The TCM processes TSC1 commands sent to the
Selection, Non-Engine or TSC1 torque retarder regardless of the answer to VEPS option
control commands. RETARDER REQUEST INPUTS.
B.4.51.5.2. J1939 Input(s) NOTE: In applications where the retarder

When ERC1 Retarder Selection, Non-Engine and / may receive TSC1 commands from
or TSC1 commands are used to request retarder multiple devices, Allison recommends
activation, a retarder enable switch does not need to avoiding retarder activation via TSC1
be wired directly to the TCM. The switch input is torque control commands (Engine
now the responsibility of the vehicle OEM or Override Control Mode = 10b).
components actuating the retarder via J1939:
Per SAE-defined TSC1 arbitration logic, if
— For any device that can activate the retarder via a torque control command and torque limit
J1939, the vehicle OEM is required to provide a command of the same priority are
method by which the vehicle operator can received, the control command is
override said device and disable operation of the processed and the limit ignored. If the
Allison driveline retarder. torque limit command has a higher priority
than the torque control command, the
— This disable switch is required to function even control command is ignored; if this is the
during operator service brake application. only input activating the retarder, retarder
operation is effectively cancelled.
These requirements ensure the operator has final
authority in whether or not the retarder is activated. B.4.51.6.2. RETARDER REQUEST INPUTS
B.4.51.6. RETARDER INPUT OPTIONS Answer = Only Analog Inputs
There are basically two avenues of retarder control: With this VEPS option, the retarder can be:
(a) Retarder activation / deactivation requested by
the vehicle operator, and (b) retarder activation and / — activated or deactivated via the traditional TCM
or restriction by vehicle systems (e.g. ABS or ACC). analog RMR and Retarder Enable Switch inputs.
The 3 possible retarder activation inputs (TSC1 — activated or limited by one or more J1939 TSC1
torque control command, ERC1 Retarder Selection, torque commands.
Non-Engine, and the traditional analog inputs) each
have their own activation / deactivation hysteresis; Answer = Only J1939 ERC1 Retarder Selection,
see RETARDER INPUT PROCESSING. Non-Engine
With this VEPS option, the retarder can be:
If any J1939 inputs are used for retarder activation,
the vehicle OEM and the device activating the — activated or deactivated via J1939 ERC1 Retarder
retarder are responsible for enabling & modulation. Selection, Non-Engine.
See DRIVER INTERFACE REQUIRMENTS.
— activated or limited by one or more J1939 TSC1
torque commands.
Answer = Both Analog Inputs and ERC1 Retarder

Selection, Non-Engine
With this VEPS option, the retarder can be:
— activated or deactivated via the traditional TCM

analog RMR and Retarder Enable Switch inputs.
— activated or deactivated via J1939 ERC1 Retarder

Selection, Non-Engine.
— activated or limited by one or more J1939 TSC1

torque commands.
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B.4.51.6.3. Example Schematic — ERC1 Retarder Selection, Non-Engine < 7%,
The figure below illustrates communication flow for AND
all 3 types of retarder control inputs:
— TSC1 torque control command > -4%.
If a device can activate the retarder, the When multiple TSC1 commands are sent to the
operator must have the ability to override it retarder, the TCM determines the winning command
and turn the retarder OFF under any (torque control or torque limit) via the J1939-71
conditions (see text). TSC1 arbitration process.
OTHER Unless it is under a TSC1 torque limit, the retarder

DEVICES will act on the largest request.
(e.g. ABS)
B.4.51.8. RETARDER ABS RESPONSE
TSC1 torque control or torque limit commands
B.4.51.8.1. TSC1 vs. Anti-Lock Braking (ABS)
Active
Retarder 0% OPERATOR
enable and INPUT
A properly formatted TSC1 Torque Limit or Torque
RMR Input 100% MODULE Command of 0% will cause the TCM to drop retarder
operation. TSC1 messages may cause the retarder
to drop out slightly sooner than Anti-Lock Braking
ERC1 Retarder Selection, Non-Engine
(ABS) Active, as TSC1s to the retarder use a faster
50 ms rate versus the EBC1 100 ms broadcast rate.
ERC1 Retarder Selection, Non-Engine, and other
optional parameters as specified via VEPS
TSC1 messages allow ABS to “stage” its control
0% over the vehicle braking system(s) when wheel slip
RMR
is great enough to take action, but not enough to
Input
100%
ALLISON begin actively modulating brake pressure. This
Retarder On TCM GLOBAL
situation may or may not precede an actual ABS
Enable Off
event where Anti-Lock Braking (ABS) Active
Switch indicates “Active”.
B.4.51.8.2. VEPS Option “RETARDER: Cancel

EXAMPLES OF RETARDER CONTROL INPUTS Retarder when ABS Input is Active”
When VEPS option RETARDER: Cancel Retarder
B.4.51.7. RETARDER INPUT PROCESSING
when ABS Input is Active = NO, retarder operation
WARNING: Regardless of retarder control is not cancelled when the TCM receives a discrete
input (analog or J1939), the retarder will ABS Active indication. In this case, the ABS
not activate when Neutral or Reverse is controller is required to support TSC1 messaging to
selected or attained. restrict and / or cancel driveline retarder operation
during ABS events.
The retarder control inputs each have activation and
deactivation hysteresis windows associated with WARNING: If retarder response to
them. In the absence of physical limitations, system discrete ABS input(s) is disabled, the OEM
faults or other restrictions, the retarder will activate is responsible for ensuring appropriate
when (where applicable based on the input retarder deactivation (via TSC1
configuration): commands) during qualified ABS events.
— analog RMR input > 10% AND the retarder enable B.4.51.9. IMPLEMENTATION ERRORS AND
switch is on, OR IMPACTS
— ERC1 Retarder Selection, Non-Engine > 9%, OR The following items pertain to the J1939 component
requesting retarder activation (the transmitter):
— TSC1 torque control command < -10%.
B.4.51.9.1. Failure to send Override Disable at
The retarder will deactivate when: end of TSC1 sequence
The TCM relies on TSC1 time-outs to deactivate the
— analog RMR input < 7% OR the retarder enable retarder if an Override Disable command is not sent
switch is off, AND at the end of a TSC1 sequence. This may cause
interaction problems and poor control transitions
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when multiple J1939 devices are sending TSC1 — The RC “retarder map” is broadcast as zero.
messages to the driveline retarder.
B.4.51.10.4. Retarder Enable Switch GPI Z or
B.4.51.9.2. Failure to cease TSC1 broadcast RMR Input Failure
when no operator request present When enabled for use via VEPS, electrical failures in
While not strictly forbidden by SAE, it is ill-advised to the analog input circuits will set DTCs, and the
continually broadcast 0% TSC1 torque control retarder will no longer respond to the analog inputs.
messages to the retarder when no operator request ERC1 Retarder Selection, Non-Engine will indicate
is present. Other J1939 devices on the vehicle may 254 (Error). The retarder will still respond to J1939
not be able to control the retarder as needed. Also, inputs.
this creates unnecessary bus loading,
B.4.51.10.5. Accelerator Pedal Input Failure
B.4.51.10. TCM FAILURE MODES & RESPONSES If an accelerator pedal input failure is detected, the
Failure of inputs to reach the TCM may be the result Service Brake Status input function will allow the
of -- but not limited to -- bus loading, wiring integrity operator to manually engage the retarder by
failures, electrical noise, or improper function depressing the brake pedal.
implementation. Vehicle OEMs should consider
such failures during their design process. B.4.51.10.6. Retarder Pressure Sensor Failure
(EBS only)
B.4.51.10.1. Loss of TSC1 Reception Enabling the retarder pressure sensor via VEPS
If a TSC1 sequence terminates unexpectedly during also enables its diagnostics. If the sensor fails,
retarder torque control (i.e. a TSC1 Override Disable ERC1 Actual Retarder – Percent Torque accuracy
does not conclude the sequence), the last valid cannot be held to the levels required by EBS. As a
TSC1 value is honored until a timeout of result, Actual Retarder – Percent Torque indicates
approximately 150 ms is reached. The retarder will 254 (Error) and a DTC is set. The Check Trans
then remain off until a valid command is received. Indicator is not activated.

WARNING: Loss of retarder-activating
RETARDER CONTROL
TSC1 messages during retarder operation
will result in retarder deactivation after a Allison Application Engineering will review new
time limit of approximately 150 ms is implementations for the following minimum
reached. functionality. While vehicle OEMs may use this list
B.4.51.10.2. Loss of ERC1 Retarder Selection,
Non-Engine Reception Acceptable implementations will answer “yes” to the
If reception of Retarder Selection, Non-Engine is lost following questions:
during active retarder control, the last valid value is
honored until a timeout of approximately 500 ms is B.4.51.11.1. General
reached. The retarder then remains off until a valid
input is received.  Is the TCM calibration configured properly?
B.4.51.11.2. Driver Interface

WARNING: Loss of ERC1 Retarder
Selection, Non-Engine during retarder  Does the vehicle operator have a method by
operation will result in retarder deactivation which the Allison retarder can be fully disabled?
after a time limit of approximately 500 ms
is reached.  Bring the vehicle up to speed, release the
accelerator pedal, activate the retarder at a very
B.4.51.10.3. Retarder Solenoid Failure low setting, and then lightly apply the service
If the retarder solenoid fails, DTC(s) are set and the brakes. Using the appropriate driver interface,
retarder will not operate. The inability of the retarder disable the driveline retarder while continuing to
to operate is also reflected in these parameters: apply the service brakes. Does the retarder
deactivate completely?
— ERC1 Actual Retarder – Percent Torque = 0%
— ERC1 Actual Maximum Available Retarder –

Percent Torque = 0%
— ERC1 Intended Retarder – Percent Torque = 0%

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B.4.51.11.3. TSC1 Operation (if applicable)
These tests require a protocol analyzer (such as
®
CANalyzer) or the Allison DOC Data Bus Viewer to
monitor TSC1 messages.
 With the engine running, vehicle stationary, and

no operator input requesting retarder activity, is
there a total absence of TSC1 messages (to DA
16) from the component that conveys operator
driveline retarder requests over J1939?
 Bring the vehicle up to speed, release the

accelerator pedal, and activate the retarder at a
very low setting. Now reduce the operator input
such that no retarder operation is requested,
and the retarder deactivates. Did the last TSC1
message in the retarder activation / deactivation
sequence indicate “override disabled”?
If RETARDER: Cancel Retarder when ABS Input

is Active = NO:
 When an ABS event occurs, does the ABS

controller restrict retarder operation via TSC1
commands?
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B.4.52. RETARDER TEMPERATURE B.4.52.4. CONFIGURATION (VEPS / ACCT)
INDICATOR [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters are only broadcast on the CAN port set
Implementations or use of this feature [20000] RETARDER
which differ from that described could Must be set to AUTODETECTED or YES.
serious personal injury, or loss of life. [26250] J1939 BROADCAST: RF DRIVELINE
RETARDER OVERHEAT INDICATOR
Allison Transmission is not liable for Must be set to ENABLED IF HARDWARE
consequences associated with PRESENT if parameter used to meet function
incorrect implementation or requirements.
unintended use of this feature.
[30015] J1939 BROADCAST: DM1
B.4.52.1. OVERVIEW Must be set to ENABLED if DM1 is used to meet the
function requirements.
The Retarder Temperature Indicator notifies the
operator that transmission temperatures are above B.4.52.5. J1939 PARAMETER AND SA USE
the normal operating range. With the exception of
transit buses, all Allison retarder applications are B.4.52.5.1. DM1 Trigger – Required Support
required to provide a Retarder Temperature
The display controller is required to receive ALL of
Indicator. Driver interface options for this function
the following from SA 16 (Retarder – Driveline):
include a text display or a dedicated lamp w/text or
icon. Available TCM outputs for this function — DM1 Suspect Parameter Number, and
include: — DM1 Amber Warning Lamp Status, and
— DM1 Failure Mode Identifier
— GPO B (SUMP / RETARDER TEMPERATURE
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INDICATOR); see Allison 5 Generation Controls
Installation Manual for details. NOTE: Specific data values conveyed in
these three parameters are directly tied to
— J1939 DM1 message content the J1939 activation of a Retarder
Temperature indication.
— J1939 RF Driveline Retarder Overheat Indicator
Amber Warning Lamp Status alone cannot be used
Allison recommends DM1-based implementation for
to activate the Retarder Temperature Indicator; the
text displays with generic lamps, and discrete
content of all three DM1 parameters must be
parameter implementation for dedicated lamps.
considered.
However, either output can be used to control either
indication type. Other SPN, Amber Warning Lamp Status and FMI
combinations may define other Allison indications or
B.4.52.2. DIFFERENCES BETWEEN GPO AND
fault conditions. Users should not assume that any
DATALINK IMPLEMENTATIONS
other combinations of SPN, Amber Warning Lamp
Allison retarder applications encompass two Status, and FMI values from SA 16 are indicative of
indications in the single GPO B wire output. a Retarder Temperature indication.
The Sump Temperature and Retarder Temperature B.4.52.5.2. RF Trigger – Required Support
indications are two separate functions when
When triggering this indicator via the J1939 discrete
implemented via J1939. One or both J1939-based
indications may be used to activate a single (V)
receive RF Driveline Retarder Overheat Indicator
temperature Indicator or alarm as with GPO B.
from SA 16 (Retarder – Driveline). Support of all
B.4.52.3. AVAILABILITY parameter states is required.
The J1939-based implementation is standard in
3000/4000 Series applications equipped with
driveline retarders.
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B.4.52.6. DRIVER INTERFACE (Amber Warning Lamp) to be illuminated at the
RECOMMENDATIONS same time. Per J1939-73, the RSL is higher priority:
builder. While there are no specific physical — An RSL indicates a problem severe enough to
implementation requirements, Allison recommends warrant stopping the vehicle.
the indicator be:
— An AWL indicates the presence of a problem, but
— in the normal forward field of view of the vehicle the vehicle need not be immediately stopped.
operator (preferred), or readily viewable as part of
the shift selector assembly. When text display capacity is limited, it is acceptable
that Retarder Temperature Indicator text is not
— clearly visible from both operator stations in dual visible when the RSL is lit. The Retarder
selector applications (may require two indicators). Temperature Indicator text should be out-prioritized
by text linked to the RSL. The display system
— clearly visible under all vehicle lighting conditions, should allow the vehicle operator to “scroll through”
both daytime and nighttime. the list of items associated with the lamps such that
the Retarder Temperature Indicator can be read.
When a dedicated lamp is used, recommended Exception 2 – Text Prioritization during
wording is “TRANS TEMP”. Yellow or amber lamp Simultaneous AWL Events
color is recommended, as retarder overheating does When a generic AWL is employed, multiple events
not warrant use of a red color. may simultaneously cause it to illuminate.
B.4.52.6.2. Audible Alarm When text display capacity is limited, it is acceptable

An audible alarm may be used to signal the that Retarder Temperature Indicator text is not
overheating condition. It is recommended that a immediately visible when the AWL is lit due to these
lamp or text display be used in conjunction so the multiple situations. Again, the display system should
vehicle operator understands the cause of the alarm. allow the vehicle operator to “scroll through” the list
of items associated with the lamp such that the
B.4.52.6.3. Icon or Graphical Symbol Retarder Temperature Indicator can be read.
Per ISO 2575: “Road Vehicles –
In this situation, the operator knows a problem
Symbols for Controls, Indicators, and
exists, but may not know it is transmission-related
until the text is scrolled through.
transmission fluid temperature
condition, and is acceptable for Allison Exception 3 – Text Suppression
Retarder Temperature Indicator use. Preferred icon
In some applications, Allison indicator text may
colors are yellow or amber.
appear in a display area normally used to convey
B.4.52.6.4. Text Displays other operator information. In these cases it is
acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver
push) to temporarily suppress the Allison indicator
text display used alone or in conjunction with generic
text so normal display operation may resume.
warning and stop lamps is acceptable. In these
implementations, the lamps convey issue severity to The suppression may only exist for the current key
the operator, while the text display provides more switch cycle; i.e. if the key switch is cycled, the
specific information based on DM1 SPN and FMI Allison indicator text is required to reappear if active.
data. The operator may then opt to suppress the text for
that drive cycle.
With dynamically configurable display systems, the
visible content may change due to operating The key points are that (a) the vehicle operator must
conditions or driver selection. In general, Allison recognize and take physical action to suppress the
requires that Retarder Temperature Indicator text is indicator, and (b) the operator is informed of any
visible whenever active. However, there are three active indications again at the next key switch cycle.
exceptions for installations with generic lamps and /
or limited text display capacity: B.4.52.6.5. Bulb Checks
The device that physically actuates the indicator(s) is
Exception 1 – Text Prioritization during
responsible for performing bulb and / or display
Simultaneous RSL and AWL Events
checks at the beginning of each key switch cycle.
When multiple generic lamps are employed, it is
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— SPN 120 appears AND the value of Failure Mode
NOTE: The TCM does not broadcast a
DM1 “bulb check” message at power-up. Indicator associated with this SPN is not 15, OR
There is no DM1 content that allows a
— No faults are indicated, i.e. SPN = 0 and Amber
Warning Lamp Status = 00b (Off)
…then the display controller is required to deactivate
The TCM also does not send a “bulb
the Retarder Temperature Indicator. See DM1
check” in the discrete parameter at power
under J1939 MESSAGE AND PARAMETER USE
up; RF Driveline Retarder Overheat
for data string examples.
Indicator is set to 00b.
B.4.52.7.2. RF Trigger – Required Support
Allison recommends lamps or indicators remain on
for 2 seconds during the check. Slightly longer or Activating the Indicator
shorter time periods are acceptable. The display controller is required to steadily
illuminate the Retarder Temperature Indicator when
B.4.52.6.6.
Optional Communication Failure it receives RF Driveline Retarder Overheat Indicator
Indication = 01b (Driveline Overheat Indicator on continuously).
See VEHICLE SYSTEM FAILURE MODES AND
OPTIONAL RESPONSE. Deactivating the Indicator
If the display controller receives RF Driveline
B.4.52.7. NORMAL OPERATION Retarder Overheat Indicator = 00b (Driveline
The DM1-based Retarder Temperature indication Retarder Overheat Indicator is off), then the display
and RF Driveline Retarder Overheat Indicator are controller is required to deactivate the Retarder
both triggered at the same time as the retarder Temperature Indicator.
portion of GPO B.
B.4.52.8. VEHICLE SYSTEM FAILURE MODES
When the indication is triggered, the TCM may AND OPTIONAL RESPONSES
increase engine speeds associated with closed
throttle downshift points by invoking a preselect B.4.52.8.1. Initialization or Response to Resets
downshift schedule. Downshifting at higher engine The J1939 device that actuates the indicator may be
speeds increases fan speed and coolant flow powered down intentionally (key switch turned off) or
through the transmission cooler and engine radiator. unintentionally (intermittent power source) while an
active indication is present.
DM1 may fluctuate between single and multi-frame In either case, Allison recommends that the display
formats, depending on how many fault indications controller default the indicator to an inactive state
are present. If only one indication is active, DM1 will when it reinitializes -- If the cause of the indication is
be sent in a single frame. If two or more indications still present when power returns, TCM broadcast
are active, DM1 will be sent via Transport Protocol. data will reflect this and only then should the display
controller reactivate the indicator.
Activating the Indicator
If the display controller receives DM1 from SA 16 This recommendation is based on the fact that some
(Retarder – Driveline) with: Allison indications self-clear during a power cycle.
— SPN = 120 (Hydraulic Retarder Oil Temperature), B.4.52.8.2. Heartbeat

AND Heartbeat monitoring and a Communication Failure
— Amber Warning Lamp Status = 01b (On), AND vehicle OEMs may choose to implement such logic
— Failure Mode Identifier = 15 (Data Valid but Above HEARTBEAT for further information on detecting
Normal Operating Range – Least Severe Level) and responding to J1939 communication failures.
…then the Retarder Temperature Indicator is
required to be activated.
In the event of a retarder temperature sensor failure,
Deactivating the Indicator broadcast of the DM1-based Retarder Temperature
If the display controller receives DM1 from SA 16 Indicator will cease and RF Driveline Retarder
where: Overheat Indicator will indicate 00b (Driveline
Retarder Overheat Indicator is off).
— SPN 120 no longer appears, OR
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In either case, a DTC will be set and a Check Trans
Indicator will become active.

RETARDER TEMPERATURE
INDICATOR

 Turn the key switch on. Is a Retarder

Temperature Indicator bulb check or text display
check performed at power up?
B.4.52.10.2. DM1-based Implementation
 Does the indicator only activate when all three

activation criteria are met?
 Does the indicator deactivate when any of the

deactivation criteria are met?
B.4.52.10.3. Discrete Parameter Implementation
 Does the indicator activate when RF Driveline

Retarder Overheat Indicator = 01b?
 Does the indicator deactivate when RF Driveline

Retarder Overheat Indicator = 00b?
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B.4.53. REVERSE INHIBIT WITH B.4.53.4. J1939 PARAMETER AND SA USE
PRESELECT REQUEST SAs marked (V) may be set to an OEM-specified
INTERFACE value via VEPS. See AUTO-DETECTION for SA
selection details.
function which has been validated in the The J1939 network is required to provide TC1
configuration(s) described. Transmission Reverse Gear Shift Inhibit Request
Implementations or use of this feature every 50 ms to DA 03 (Transmission #1), from one
which differ from that described could of the following SAs in order of TCM preference:
(1)
Allison Transmission is not liable for 3. SA 05 (Shift Console, Primary)
consequences associated with 4. SA 33 (Body Controller)
incorrect implementation or unintended (1)
use of this feature. SA may only be used if the application does not
B.4.53.1. OVERVIEW B.4.53.4.2. Required Reception Support
This function is primarily used to meet European The vehicle system is required to receive ETC7
legislation for refuse vehicle operation, and can be Transmission Reverse Gear Shift Inhibit Status from
accomplished by GPI AM, or J1939 as described SA 03 (Transmission #1).
here. GPI implementation is discussed in Controls
Installation Manual Section D: “Vehicle Electrical B.4.53.5. GPI VS. DATALINK IMPLEMENTATION
System Interface”.
When active, Reverse is inhibited when personnel TC1 Transmission Reverse Gear Shift Inhibit
ride at the rear of the vehicle. This function may Request is processed in the same manner as GPI
also be used for other applications, such as a dump AM. When a reverse inhibit request is received, the
truck “hoist bed interlock” which restricts vehicle reverse inhibit is invoked, and the calibrated
movement while the dump bed is in the raised preselect range is invoked.
position.
B.4.53.5.2. Failure Responses
B.4.53.2. AVAILABILITY TCM response to detectable system failures is the
The J1939-based implementation is optional in 1000 same in both implementations; the function will
– 4000 Series and H3000 applications. activate, prohibiting reverse operation. With J1939,
additional requirements are in place such that the
B.4.53.3. CONFIGURATION (VEPS / ACCT) operator is also informed of a failure condition
through an OEM-installed indication mechanism.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.53.6. DRIVER INTERFACE
to SAE J1939, FULL FUNCTIONALITY. B.4.53.6.1. Required Support –
Communication Failure Indication
[27150] REVERSE INHIBIT WITH PRESELECT If the OEM controller or vehicle system detects a
REQUEST INTERFACE TCM communication problem, operator notification is
Must be set to J1939 INTERFACE to enable TCM required. See OEM CONTROLLER FAILURE
J1939 parameter broadcast and reception. MODES AND RESPONSES.
[27160] REVERSE INHIBIT WITH PRESELECT Physical implementation of this Communication
REQUEST: Preselect Range Failure indication is left to the discretion of the
Specifies the range preselected when the function is vehicle OEM. Acceptable examples include a lamp
active. If set equal to the transmission’s top range, or text display with phrasing such as “Vehicle
the pre-select request portion of this function is Electrical Fault” or “Vehicle Electronic Fault”. No
effectively disabled. specific wording is defined, as Allison realizes
vehicle OEMs may already have a method to
communicate these types of problems to the
operator. Your Allison Application Engineer must
review all implementations.
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Check Trans Indicator actuation is not an acceptable with Preselect Request at the time the TCM detected
means of representing the communication problem. a communciation failure.
If only the Check Trans Indicator is active, service
technicians may assume there is a transmission Once the failure response is invoked, the reverse
problem, when in fact it is most likely a vehicle inhibit and preselect request will both remain active
network or wiring issue. until 00b (Allow shifts into Reverse gear) is received.
No DTCs are logged.
The TCM will never indicate 10b (Error) in ETC7
B.4.53.7.1. Activation and TCM Response Transmission Reverse Gear Shift Inhibit Status; it
To activate the function, the OEM controller is always knows the commanded state of the function.
required to set TC1 Transmission Reverse Gear
Shift Inhibit Request = 01b (Inhibit shifts into B.4.53.9. OEM CONTROLLER FAILURE MODES
Reverse gear, and shift transmission to Neutral if & RESPONSES
already in Reverse or attempting to shift to Reverse). Fault logging, diagnostics and troubleshooting
related to the loss or incorrect reception of ETC7
The TCM reflects function activation by setting ETC7 Transmission Reverse Gear Shift Inhibit Status are
Transmission Reverse Gear Shift Inhibit Status = the responsibility of the controller monitoring the
01b (Reverse gear shifts are currently inhibited). parameter and the vehicle OEM.
If the transmission is in Reverse or attempting to The OEM controller is required to continuously

shift into Reverse at the moment the active inhibit monitor and compare the received value of ETC7
request is received by the TCM, the transmission will Transmission Reverse Gear Shift Inhibit Status
shift to Neutral and remain there until commanded against its own TC1 Transmission Reverse Gear
otherwise through the shift selector. An active range Shift Inhibit Request broadcast.
inhibit is conveyed as discussed under RANGE
INHIBITED INDICATOR (RII). If the parameter states fail to mirror each other for a
period of > 10 seconds, the OEM controller is
While the function is active, the TCM ignores required to indicate the presence of a “vehicle
operator requests for Reverse, and invokes the electronic communication” failure to the operator.
calibrated preselect range. A calibrated preselect
st nd
range of 1 will not be achieved if a 2 gear start If the OEM controller detects a problem within its
shift mask is active, or cold sump temperatures own system and cannot determine the TC1
dictate use of a higher gear. Transmission Reverse Gear Shift Inhibit Request
state to broadcast, it is required to indicate 10b
B.4.53.7.2. Deactivation and TCM Response (Error) and indicate the presence of a “vehicle
To deactivate the function, the OEM controller is electronic communication” failure to the operator.
required to set TC1 Transmission Reverse Gear
Shift Inhibit Request = 00b (Allow shifts into Reverse This indication is required to remain on until either
gear). the parameters once again mirror each other, OR
cycling the key switch resets the OEM controller.
The TCM revokes both the reverse inhibit and This logic informs the operator of a vehicle system
preselect request. Function deactivation is problem that may not allow the Reverse Inhibit with
conveyed by setting ETC7 Transmission Reverse Preselect Request function to operate properly. The
Gear Shift Inhibit Status = 00b (Reverse gear shifts potential state combinations and required responses
are currently allowed). are summarized in the table below.

Like GPI AM, the J1939-based function failure
modes are very conservative. Any failure detected
by the TCM results in an active reverse inhibit and
preselect request, so the vehicle cannot be driven in
Reverse.
Loss of parameter reception, or reception of values

10b (Reserved) or 11b (Take no action) result in an
active reverse inhibit and preselect request. This is
true regardless as to whether or not the vehicle
system was requesting an active Reverse Inhibit
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 After the above communication problem is
TC1 ETC7 Must trigger
indicated, does the indication self-clear when the
Transmission Transmission a failure
TCM broadcast of ETC7 Transmission Reverse
Reverse Gear Reverse Gear indication
Gear Shift Inhibit Status switches to 00b (i.e.
Shift Inhibit Shift Inhibit if states exist
matches the request)?
Request Value Status Value for > 10 sec?
00b 00b No  When the OEM controller is sending TC1
00b 01b Yes Transmission Reverse Gear Shift Inhibit
(1) Request = 00b and the TCM stops sending
00b 10b Yes
00b 11b Yes Transmission Reverse Gear Shift Inhibit Status,
00b Signal Lost Yes does the OEM controller indicate a
communication problem within 10 seconds?
01b 00b Yes
01b 01b No  After the above communication problem is
01b 10b
(1)
Yes indicated, does the indication self-clear when the
01b 11b Yes TCM broadcast of ETC7 Transmission Reverse
01b Signal Lost Yes Gear Shift Inhibit Status returns with a value of
00b (i.e. matches the request)?
(2)
10b ANY Yes
 When the OEM controller is sending TC1
Transmission Reverse Gear Shift Inhibit
11b 00b Yes
Request = 00b and the TCM is sending
11b 01b Yes
(1) Transmission Reverse Gear Shift Inhibit Status
11b 10b Yes
= 11b, does the OEM controller indicate a
11b 11b No
11b Signal Lost Yes
(1) B.4.53.10.2. OEM Controller Responses While
TCM currently does not support state 10b.
Sending 01b
(2)
OEM controller should only broadcast “Error”
if it has a problem and must notify the vehicle
operator that a problem exists when it does.
Request = 01b and the TCM is sending ETC7
Transmission Reverse Gear Shift Inhibit Status
B.4.53.10. INSTALLATION CHECKLIST: = 00b, does the OEM controller indicate a
REVERSE INHIBIT WITH PRESELECT communication problem within 10 seconds?
REQUEST
Allison Application Engineering will review new  After the above communication problem is
implementations for the following minimum indicated, does the indication self-clear when the
functionality. While vehicle OEMs may use this list TCM broadcast of ETC7 Transmission Reverse
to assist implementation development, it is not a Gear Shift Inhibit Status switches to 01b (i.e.
substitute for requirements described previously. matches the request)?
Acceptable implementations will answer “yes” to all  When the OEM controller is sending TC1
of the following questions: Transmission Reverse Gear Shift Inhibit
Request = 01b and the TCM stops sending
 Is the TCM calibration configured properly? Transmission Reverse Gear Shift Inhibit Status,
does the OEM controller indicate a
 Is TC1 Transmission Reverse Gear Shift Inhibit communication problem within 10 seconds?
Request sent every 50 ms to DA 03, from an
acceptable SA?  After the above communication problem is
indicated, does the indication self-clear when the
B.4.53.10.1. OEM Controller Responses While TCM broadcast of ETC7 Transmission Reverse
Sending 00b Gear Shift Inhibit Status returns with a value of
01b (i.e. matches the request)?
Transmission Reverse Gear Shift Inhibit  When the OEM controller is sending TC1
Request = 00b and the TCM is sending Transmission Reverse Gear Shift Inhibit
Transmission Reverse Gear Shift Inhibit Status Request = 01b and the TCM is sending
= 01b, does the OEM controller indicate a Transmission Reverse Gear Shift Inhibit Status
communication problem within 10 seconds? = 11b, does the OEM controller indicate a
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B.4.53.10.3. OEM Controller Responses While
Sending 10b and 11b
 If the OEM controller supports the 01b (Error)

state of TC1 Transmission Reverse Gear Shift
Inhibit Request, is the presence of a problem
indicated to the vehicle operator whenever Error
is indicated?
 If the OEM controller supports TC1

Request state 11b (Take no action) is the
presence of a problem indicated to the vehicle
operator whenever 11b is sent after the TCM
has detected a valid signal (00b or 01b)?
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B.4.54. REVERSE WARNING B.4.54.5. DRIVER INTERFACE
INDICATOR B.4.54.5.1. Optional Support
WARNING: The following sections Allison does not require any operator indications for
describe the intended use of a specific this function; however, the vehicle OEM may opt to
function which has been validated in the provide an operator indication during certain failure
configuration(s) described. modes. See FAILURE MODES AND RESPONSES.
which differ from that described could B.4.54.6. NORMAL OPERATION
result in damage to equipment or property, The receiving controller may assume Reverse is
serious personal injury, or loss of life. being commanded any time ETC2 Transmission
Selected Gear indicates a negative range, or the raw
Allison Transmission is not liable for byte value is 124 or less.
incorrect implementation or unintended B.4.54.7. FAILURE MODES AND RESPONSES
use of this feature. Any vehicle system response, fault logging,
diagnostics or troubleshooting related to the loss of
B.4.54.1. OVERVIEW ETC2 Transmission Selected Gear reception is the
If a reverse warning indicator (audible alarm, back
parameter and the vehicle OEM.
up lights, etcetera) is incorporated into a vehicle,
either a dedicated wire or J1939-based TCM output B.4.54.7.1. Loss of ETC2 Transmission
can be used to trigger the warning. Dedicated wire Selected Gear Reception
implementation is discussed in Controls Installation
Manual Section D: “Vehicle Electrical System WARNING: In the event 254 (Error) or 255
Interface”. (Not Available) is received, or ETC2
Transmission Selected Gear reception is
B.4.54.2. AVAILABILITY lost, the controller monitoring Transmission
The J1939-based implementation is standard in all Selected Gear and the vehicle OEM
1000 – 4000 Series, H3000 and TC10 applications. utilizing this information must have
planned, accepted responses.
For example, if “Reverse” was the last
[18010] ON-VEHICLE PROTOCOL: CAN1 valid indication received, the vehicle OEM
[18020] ON-VEHICLE PROTOCOL: CAN2 may choose to leave the reverse warning
Parameter is only broadcast on the CAN port set to device(s) on until a new valid direction or
SAE J1939, FULL FUNCTIONALITY. range is received.
[30220] J1939 BROADCAST: ETC2 Transmission B.4.54.7.2. Heartbeat

Selected Gear Heartbeat monitoring and a Communication Failure
Must be set to ENABLED. indication are not required for this function, although
B.4.54.4. J1939 PARAMETER AND SA USE at their discretion. See USING A COMMUNICATION
The component controlling the Reverse Warning
Indicator is required to receive ETC2 Transmission B.4.54.8. INSTALLATION CHECKLIST:
(V)
Selected Gear from SA 03 (Transmission #1). REVERSE WARNING INDICATOR
The vehicle OEM implementing the Reverse
Warning system is responsible for all testing.
Vehicle system responses to the scenarios
mentioned under FAILURE MODES AND
RESPONSES above should be evaluated.
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B.4.55. ROAD SPEED LIMITING
NOTE: EEC2 Road Speed Limit Status is
WARNING: The following sections the preferred source for road speed limit
describe the intended use of a specific indications. New J1939 implementations
function which has been validated in the are encouraged to support this parameter,
configuration(s) described. as it is a more robust indication of road
Implementations or use of this feature speed governor operation.
The unorthodox SAE definition has led to incorrect
implementations in some vehicles. As a result, the
Allison Transmission is not liable for TCM has auto-detection logic to determine the state
consequences associated with combination used in a given vehicle:
— 00b = RSL active and 01b = RSL inactive, or
— 01b = RSL active and 00b = RSL inactive.
B.4.55.1. OVERVIEW The parameter state is evaluated during each key
During “road speed limiting” or “road speed switch cycle when the following criteria are met:
governor” operation, throttle pedal position is no
longer representative of operator input or load on the — A Road Speed Limit Status value other than 10b
engine. If a vehicle employs a road speed limiting (Error) or 11b (Not Available) is being received.
function, the TCM MUST know when road speed
limiting is active so it uses the correct information for — Engine is running, and below a calibrated speed
shift modulation and clutch control. This function is (typically 1000 rpm),
only available via datalink; there is no wired
— Transmission output shaft speed is below a
equivalent.
calibrated threshold (typically 60 rpm), and
— A throttle signal is being received, and is below a
This function is standard in all 1000 – 4000 Series, calibrated level (typically 3.5%).
H3000 and TC10 applications.
Once the TCM determines and sets state support, it
B.4.55.3. CONFIGURATION (VEPS / ACCT) will not change again during that key switch cycle. If
one of the two state combinations is not detected, or
10b (Error) or 11b (Not Available) is received, Road
Speed Limit Status is not used by the TCM in any
Parameters are only received on the CAN port set to algorithms. If criteria for determining state support
SAE J1939, FULL FUNCTIONALITY. are not met during a key switch cycle, the TCM will
utilize the state definitions from the last key switch
cycle where the criteria were met.
Must be set to PRIMARY ON-VEHICLE PROTOCOL
to use J1939 EEC2 Percent Load at Current Speed B.4.55.5. NORMAL OPERATION
and EEC1 Engine Torque Mode with this function. When either EEC1 Engine Torque Mode or EEC2
Road Speed Limit Status signify road speed
governing is active, the TCM substitutes EEC2
If road speed limiting is employed and TCM Percent Load at Current Speed for its accelerator
accelerator pedal information is provided via J1939, pedal input.
then SA 00 (Engine #1) is required to provide:
— EEC2 Engine Percent Load at Current Speed
If the Road Speed Limiting input is lost during Road
AND either:
Speed Limiting operation, the TCM assumes Road
— EEC2 Road Speed Limit Status OR EEC1 Engine Speed Limiting is active until vehicle speed drops by
Torque Mode state 0100b (Road Speed a certain amount. Subsequent shifts may be harsh.
Governor).
B.4.55.7. INSTALLATION CHECKLIST: ROAD
If both EEC2 Road Speed Limit Status and EEC1 SPEED LIMITING
Engine Torque Mode are present on the J1939 Allison Application Engineering will review new
network, the TCM will use Road Speed Limit Status J1939-based implementations.
for this function and ignore state 0100b (Road
Speed Governor) from Engine Torque Mode.
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B.4.56. SECONDARY MODE INDICATOR B.4.56.5. J1939 PARAMETER AND SA USE
Parameters marked (V) can be enabled / disabled
configuration(s) described. The component controlling the Secondary Mode
Implementations or use of this feature Indicator is required to receive ETC7 Transmission
which differ from that described could Mode 2 Indicator from SA 03 (Transmission #1).
serious personal injury, or loss of life. B.4.56.5.2. Optional Support
In addition, displays have the option to request PGN
Allison Transmission is not liable for (V)
64839 – Transmission Mode Labels to obtain text
consequences associated with strings identifying the functionality associated with
incorrect implementation or unintended Primary and Secondary Mode operation.
B.4.56.1. OVERVIEW There are no specific physical requirements for
This function provides indication that Secondary Secondary Mode Indicator implementation. It may
Mode is active, and can be accomplished by GPO be a lamp or alarm, for example.
function N and / or J1939 as discussed here. GPO
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implementation is discussed in Allison 5 Generation B.4.56.6.1. Bulb Checks
Controls Installation Manual Section E: “Using Input The device that physically actuates the indicator is
/ Output (I/O) Functions, Packages, & Groups”. responsible for performing bulb and / or display
This function may be used in conjunction with (but is
not restricted to) function SHIFT SELECTORS, Allison recommends lamps or indicators remain on
NON-ALLISON: 3000/4000 SERIES. for 2 seconds during the check. Slightly longer or
shorter time periods are acceptable.
The J1939-based implementation is standard in all NOTE: The TCM does not send any
1000 – 4000 Series, H3000 and TC10 applications. J1939-based “bulb check” when powered
up; ETC7 Transmission Mode 2 Indicator
B.4.56.3. CONFIGURATION (VEPS / ACCT) is set to 00b.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.56.7. NORMAL OPERATION
Parameters are only broadcast on the CAN port set When ETC7 Transmission Mode 2 Indicator = 01b
to SAE J1939, FULL FUNCTIONALITY. (active), the transmission is operating in Secondary
Mode. Depending on the vocational package in use,
[26230] SECONDARY MODE INDICATOR this may indicate “Economy” mode, etc.
Must be set to BOTH GPO N AND J1939
PARAMETERS or ONLY J1939 ETC7 When Transmission Mode 2 Indicator = 00b
TRANSMISSION MODE 1 AND 2 INDICATOR to (inactive), the transmission is not operating in
use the J1939 function. Secondary shift mode.
B.4.56.4. VEPS / ACCT TRIMS DSS Interaction

In most applications, the Transmission Mode
[26232] SECONDARY MODE INDICATOR: Indicator parameters only reflect secondary mode
Indicate Automatic Mode Selection status changes initiated via the designated discrete
This trim impacts ETC7 parameter content during Secondary Mode Input. This establishes a direct
DSS operation, and is only available in special correlation between the operator (MODE button) or
applications. Contact your Allison Transmission other discrete request and the indicator.
Application Engineer for more information.
If SECONDARY MODE INDICATOR: Indicate
Automatic Mode Selection is set to ENABLED, the
Transmission Mode Parameters reflect true
secondary mode status regardless of how it is set.
In this case, if SECONDARY MODE INPUT is set to
DISABLED, the Transmission Mode parameters
become a direct indication of DSS activity.
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B.4.56.8. SECONDARY MODE INDICATOR
FAILURE MODES AND RESPONSES
Any vehicle system response, fault logging,
diagnostics or troubleshooting related to the loss of
Transmission Mode 2 Indicator reception is the
parameter and the vehicle OEM.
B.4.56.8.1. Optional Heartbeat


SECONDARY MODE INDICATOR

of the questions in the following sequence:
B.4.56.9.1. General
B.4.56.9.2. Indicator Test
1. Monitor ETC7 Transmission Mode 2 Indicator

®
from SA 03 in the Allison DOC Data Bus
Viewer.
2. Activate the Secondary Mode Input.
3. Does the Secondary Mode Indicator activate

when Transmission Mode 2 Indicator = 01b?
4. Deactivate the Secondary Mode Input.
5. Does the Secondary Mode Indicator deactivate

when Transmission Mode 2 Indicator = 00b?
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B.4.57. SECONDARY MODE INPUT B.4.57.4.1. Required Support
WARNING: The following sections Transmission Mode 2 every 50 ms to DA 03
describe the intended use of a specific (Transmission #1) from one of the following SAs, in
function which has been validated in the order of TCM preference:
(V)
(1)
which differ from that described could 2. SA 05 (Shift Console, Primary)
result in damage to equipment or property, 3. SA 33 (Body Controller)
serious personal injury, or loss of life. 4. SA 00 (Engine #1)
(1)
Allison Transmission is not liable for SA may only be used if the application does not
consequences associated with employ an Allison J1939-based selector.
use of this feature. B.4.57.5. OTHER REQUIREMENTS /
RESTRICTIONS
B.4.57.1. OVERVIEW B.4.57.5.1. One Input Per Application
This function triggers transmission Secondary Mode Only one secondary mode input is allowed in a given
operation, and can be accomplished by the MODE application. As such, the J1939-based Secondary
button, GPI A, or J1939. The MODE button and GPI Mode Input function may not be used if either of
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implementations are discussed in Allison 5 these VEPS options is set to ENABLED:
Generation Controls Installation Manual Section E:
“Using Input / Output (I/O) Functions, Packages, & — SHIFT SELECTOR TRANSITION AND
Groups”. SECONDARY SHIFT SCHEDULE INPUT
This function may be used in conjunction with (but is — SHIFT SELECTOR TRANSITION AND OIL
not restricted to) function SHIFT SELECTORS, FIELD PUMPING INPUT
NON-ALLISON: 3000/4000 SERIES.
B.4.57.5.2. Unused TC1 Parameter Settings
SAE J1939 datalink etiquette dictates that any
The J1939-based implementation is optional in 1000 unsupported broadcast parameters be set to “Not
– 4000 Series, H3000 and TC10 applications. Available”.
B.4.57.3. CONFIGURATION (VEPS / ACCT) TC1 messages that are only used for J1939-based
Secondary Mode Input are required to set
[18010] ON-VEHICLE PROTOCOL: CAN1 Transmission Requested Gear to 255 (Not
[18020] ON-VEHICLE PROTOCOL: CAN2 Available). Failure to do so may result in unintended
Parameter is only received on the CAN port set to activation of other range-based functions such as
SAE J1939, FULL FUNCTIONALITY. Preselect Request or Range Selection Mode.
[25290] SECONDARY MODE INPUT B.4.57.5.3. 3000/4000 Series Dual Selector
Must be switched to J1939 TC1 TRANSMISSION System – Both Customer-Supplied
MODE 2 to enable TCM parameter reception. When a customer-supplied dual selector system is in
use and TC1 Transmission Mode 2 is sent by the
B.4.57.3.1. VEPS / ACCT Trims selector system (not from SA33), the TCM will only
The following trims will impact function operation: respond to TC1 Transmission Mode 2 from SA 05
(Shift Console, Primary).
— [17030] SECONDARY MODE: Gears
— [17050] SECONDARY MODE: Shift Schedule When the secondary selector is active, the primary
— [17060] SECONDARY MODE: Shift Speed selector is required to maintain TC1 Transmission
— [17040] SECONDARY MODE: Starting Range Mode 2 broadcast in order to control the Secondary
Override Mode Input function. The TCM will not respond to
TC1 Transmission Mode 2 sent from SA 06 (Shift
B.4.57.4. J1939 PARAMETER AND SA USE Console, Secondary).
value via VEPS. See AUTO-DETECTION for SA If a vehicle OEM desires the ability to control
selection details. Secondary Mode Input from both selector stations,
the TC1 Transmission Mode 4 (MODE button)
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interface must be used as described in SHIFT B.4.57.8. INSTALLATION CHECKLIST:
SELECTORS, NON-ALLISON: 3000/4000 SERIES. SECONDARY MODE INPUT
B.4.57.5.4. 3000/4000 Series Dual Selector implementations for the following minimum
System – Mixed functionality. While vehicle OEMs may use this list
A “mixed” dual selector system employs one Allison to assist implementation development, it is not a
J1939-based selector and one Customer-supplied substitute for requirements described previously.
selector.
In these applications, if the Allison selector has following questions:
secondary mode assigned to the MODE button,
AND a Secondary Mode Input is desired from the  Is the TCM calibration configured properly?
customer-supplied selector, then the customer-
supplied selector is required to implement the  Is TC1 sent every 50 ms to the proper DA, from
Secondary Mode Input via TC1 Transmission Mode an acceptable SA?
4, just like the Allison selector. The customer-
supplied selector CANNOT use TC1 Transmission  In applications using Allison shift selectors, is
Mode 2. See function SHIFT SELECTORS, NON- TC1 Transmission Mode 2 being sent from SA
ALLISON: 3000/4000 SERIES. 33?
B.4.57.6. NORMAL OPERATION  In dual selector applications using customer-

When Transmission Mode 2 = 01b (Enable), the supplied shift selectors, is TC1 Transmission
Mode 2 continuously broadcast from SA 05,
transmission will operate in Secondary Mode.
Depending on the vocational package in use, this even when the secondary selector (SA 06) is
may indicate “Economy” mode, etc. active?
®
When Transmission Mode 2 = 00b (Disable),  When monitored with the Allison DOC Data
Bus Viewer, does Transmission Mode 2
primary mode operation resumes.
Indicator goes to 01b when the secondary mode
B.4.57.7. TCM FAILURE MODES & RESPONSES input is activated?
If Transmission Mode 2 reception is lost or indicates
10b (Error) or 11b (Not Available), the transmission
will fail to the active mode. E.g. if reception is lost
while secondary mode is active, the transmission will
remain in secondary mode until another valid
Transmission Mode 2 value is received, or the key
switch is cycled and the TCM reset.
Failure to receive Transmission Mode 2 may be the

result of bus loading, wiring integrity failures,
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(V)
B.4.58. SERVICE BRAKE STATUS 1. SA 232 (Forward Road Image Processor)
INPUT 2. SA 23 (Instrument Cluster #1)
3. SA 49 (Cab Control – Primary)
WARNING: The following sections 4. SA 17 (Cruise Control)
describe the intended use of a specific 5. SA 33 (Body Controller)
function which has been validated in the 6. SA 00 (Engine #1)
OR
which differ from that described could EBC1 EBS Brake Switch from SA 11 (Brakes –
result in damage to equipment or property, System Controller)
(V)
Allison Transmission is not liable for RESTRICTIONS
incorrect implementation or unintended Not all functions incorporating Service Brake Status
use of this feature. may substitute a J1939-based input for the GPI:
Service Brake
B.4.58.1. OVERVIEW
Status Inputs
The Service Brake Status input tells the TCM if the
Allowable
operator has depressed or released the brake pedal.
This function can be accomplished either through
GPI AA (SERVICE BRAKE STATUS) or the J1939 Allison GPI Function
datalink. GPI implementation is discussed in Allison
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5 Generation Controls Installation Manual Section GPI E AUXILIARY FUNCTION RANGE GPI or
E: “Using Input / Output (I/O) Functions, Packages, INHIBIT – SINGLE INPUT (AFRI) J1939
& Groups”.
GPI W DIRECTION CHANGE ENABLE GPI or
B.4.58.2. AVAILABILITY INPUT J1939
The J1939-based implementations are optional in GPI Z Retarder Enable (see RETARDER GPI or
1000 – 4000 Series applications, and standard in CONTROL) J1939
H3000 and TC10 applications.
GPI or
GPI AA Service Brake Status Input
B.4.58.3. CONFIGURATION (VEPS / ACCT) J1939
[18010] ON-VEHICLE PROTOCOL: CAN1 GPI AK Automatic Neutral – Dual Input GPI or
[18020] ON-VEHICLE PROTOCOL: CAN2 with Service Brake Status J1939
Parameters are only received on the CAN port set to GPI AL Shift Selector Transition and GPI
SAE J1939, FULL FUNCTIONALITY. Secondary Shift Schedule Input ONLY
GPI CA AUTOMATIC NEUTRAL – J1939
[25300] SERVICE BRAKE STATUS INPUT
BRAKE-BASED (BBAN) INPUT ONLY
Must be set to J1939 CCVS1 BRAKE SWITCH or
J1939 EBC1 EBS BRAKE SWITCH to enable TCM GPI CN AUTOMATIC NEUTRAL – DUAL GPI or
parameter reception. INPUT W/ARTR J1939
GPI or
B.4.58.4. J1939 PARAMETER AND SA USE NEUTRAL AT STOP PREMIUM INPUT
J1939
Vehicle OEMs and body builders should be
selection details.
conscious of potential operational differences when
B.4.58.4.1. Required Support substituting a J1939-based brake switch input in
place of a traditional GPI.
The J1939 network is required to provide one of the
following parameters, as specified through VEPS: J1939 brake switch parameters in no way indicate
that any braking force is being generated; they
CCVS1 Brake Switch from one of the following SAs, merely indicate an operator’s desire to apply the
in order of TCM preference: brakes. OEM systems designed for a brake
pressure switch -- particularly where the switch
threshold is intentionally high enough to ensure
brake application -- may very likely react in a
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different fashion if a J1939-based brake switch input
is substituted for the GPI and pressure switch.

The TCM assumes the brake pedal is released
when it receives a value of 00b (Brake pedal
released), and depressed when it receives a value
of 01b (Brake pedal depressed).
B.4.58.7.1. TCM Fails to Receive Brake Switch

Input
WARNING: If the TCM fails to receive the
J1939-based brake switch input, or
receives 10b (Error) or 11b (Not Available),
transmission operation will continue as if
the brake pedal is released.
Failure to receive the brake switch parameter may

be the result of bus loading, wiring integrity failures,
B.4.58.7.2. Brake Switch Input Stuck

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With the introduction of Allison 5 Generation
Controls, the TCM no longer performs rationality
tests on the J1939-based brake switch inputs. DTC
P0703 (Brake Switch Circuit) is only triggered when
issues are detected with Service Brake Status GPI.
B.4.58.8. INSTALLATION CHECKLIST: SERVICE

BRAKE STATUS

 Is the brake switch parameter broadcast from an

acceptable or OEM-specified source address?
 Does the brake switch parameter indicate 00b

when the pedal is released and 01b when the
pedal is depressed?
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B.4.59. SHIFT ACTUATOR SYSTEM The TCM must be configured to support the Allison
WITH ALLISON SHIFT shift selector, as it populates the display with
applicable range, mode, diagnostic and prognostic
SELECTOR: 1000/2000 SERIES information.
describe the intended use of a specific NOTE: Integration requirements differ for
function which has been validated in the shift actuator systems that use a J1939-
configuration(s) described. based non-Allison (e.g. Arens) shift
Implementations or use of this feature selector; see SHIFT ACTUATOR SYSTEM
which differ from that described could WITH NON-ALLISON SHIFT SELECTOR:
result in damage to equipment or property, 1000/2000 SERIES.
Only TCM and shift selector communication are
Allison Transmission is not liable for discussed here; for shift selector installation and
consequences associated with operation details, see ALLISON SHIFT SELECTOR
incorrect implementation or unintended th
CONNECTIONS and the Allison 5 Generation
use of this feature. Controls Installation Manual.
B.4.59.1. OVERVIEW B.4.59.2. AVAILABILITY

Only available with 1000/2000 Series transmissions.
See OTHER REQUIREMENTS / RESTRICTIONS
While the interface described here has
th for additional hardware limitations.
been available since Allison 5 Generation
Controls introduction, it has now been split B.4.59.3. CONFIGURATION (VEPS / ACCT)
out into its own separate function.
Additional requirements have been added [18020] ON-VEHICLE PROTOCOL: CAN2
for shift actuator system response to TC1
The shift controller is required to connect to the CAN
Transmission Requested Gear states, and
port set to SAE J1939, FULL FUNCTIONALITY.
for communication failure modes.
[19000] SHIFT SELECTOR 1
Clarified: 1000/2000 Series Range Inhibit
Indicator installation is still required even Must be set to ACTUATOR WITH ALLISON J1939-
though an Allison shift selector is used. BASED SELECTOR.
[19020] SHIFT SELECTORS: J1939-Based

All Allison 1000/2000 Series transmissions utilize a Selector Connection
physical shift selector shaft. Traditionally, operator The default answer is CAN1; CAN2 is optional. This
gear range selection is conveyed to this shaft via a answer is required to align with the CAN port whose
mechanical linkage. ON-VEHICLE PROTOCOL is set to SAE J1939,
FULL FUNCTIONALITY.
Several aftermarket suppliers produce J1939-based
1000/2000 Series shift actuator systems that utilize [19100] SHIFT SELECTORS: J1939 Proprietary
an Allison J1939-based shift selector. These Interface
systems, which are sourced and installed by the
Must be set to 5TH GEN.
vehicle builder, eliminate the mechanical linkage
between the shift selector and selector shaft. [19050] SHIFT SELECTORS: Language
Systems are typically comprised of:
Default answer is ENGLISH; FRENCH is optional.
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— An Allison 5 Generation pushbutton shift
[19060] SHIFT SELECTORS: Units
selector,
Default answer is U.S CUSTOMARY UNITS;
— A shift actuator, either directly or remotely METRIC is optional.
connected to the selector shaft, and
[19070] SHIFT SELECTORS: Mode Label
— A shift controller that receives shift selector and Default answer is “MODE”. Other answers specify
TCM information via J1939, and controls the shift different text to display when the function assigned
actuator. to the MODE button is active.
The shift controller and shift actuator may be

contained in one physical device.
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[24000] GENERAL PURPOSE INPUTS AND B.4.59.6.2. Dual Selector Configurations
OUTPUTS (GPIO) PACKAGE 1000/2000 Series TCM software does not support
MODE button use requires a GPIO package with the dual Allison selectors.
MODE button assigned to the desired function. As
of publication time, no 1000/2000 Series packages B.4.59.6.3. Transmission Hardware
exist with a MODE button assignment. Use is restricted to Allison transmission models that
do not have an internal park pawl. The function is
[26260] TRANSMISSION SERVICE INDICATOR not compatible with park pawl units.
To use the selector wrench icon to convey
prognostic conditions, this question must be set to B.4.59.6.4. Shift Selector Hardware
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default answer BOTH GPO O AND J1939 ETC7 Use of an Allison 5 Generation pushbutton selector
TRANSMISSION SERVICE INDICATOR or to ONLY is required; other Allison shift selectors are not
J1939 ETC7 TRANSMISSION SERVICE compatible.
INDICATOR.
B.4.59.6.5. Range Inhibit Indication
B.4.59.4. J1939 PARAMETER AND SA USE The vehicle OEM is required to install a separate
The shift controller is required to receive TC1 RANGE INHIBIT INDICATOR (RII) as in all
Transmission Requested Gear as sent from SA 05 1000/2000 Series applications. While the shift
(Shift Console, Primary) to DA 03 (Transmission #1). selector SELECT digit will flash when most inhibits
Required parameter state responses are listed exist, 1000/2000 Series Converter Stall Abuse
under OPERATION REQUIREMENTS – SHIFT Protection activity is not conveyed in the SELECT
ACTUATOR SYSTEM. digit.
B.4.59.6.6. Function Interactions

NOTE: Allison is aware that the above SA
use does not conform to the SAE J1939 — An Allison selector may not be used with function
Recommended Practice. However, the RANGE SELECTION MODE.
destination address of the shift selector
TC1 broadcast is not configurable. — When an Allison selector is used, messages from
SA 05 may not be used to accomplish functions:
Shift selector display control is handled by the TCM;
no additional communication is necessary from the PRESELECT REQUEST INPUT
shift actuator system. The display control requires a
Proprietary A
(V)
broadcast from the TCM (SA 03); REVERSE INHIBIT W/PRESELECT REQUEST
this message may not be disabled via VEPS.
SECONDARY MODE INPUT
Shift controllers that require additional TCM J1939
communication should refer to the appropriate B.4.59.7. NORMAL OPERATION – ALLISON
sections in this document, based on the functionality SELECTOR
and/or communication required. The following Allison shift selector aspects operate
as described under function SHIFT SELECTORS,
B.4.59.5. DRIVER INTERFACE ALLISON: 3000/4000 SERIES, H3000 & TC10:
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Please refer to the Allison 5 Generation Controls
— TCM-Initiated Selector Calibration (TISC)
Installation Manual for requirements.
— MODE Button Interface
B.4.59.6. OTHER REQUIREMENTS / — MODE Label Interface
RESTRICTIONS — Display Control
B.4.59.6.1. Bus Loading and Network Message NOTE: The MODE button interface was
Content not functional in 1000/2000 Series B132
WARNING: Other network traffic can and B134 software releases; the interface
interfere with communication between the is functional beginning with B141 software.
shift selector, TCM and shift controller.
The vehicle system integrator must ensure The TCM controls the shift selector display based on
their bus loading and message content do selector shaft position and selector display mode.
not interfere with communication between TC1 Transmission Requested Gear data is only
these devices. used in support of certain display modes, e.g. to
maneuver up and down through DTCs while in
diagnostic display mode.
th
Operator direction requests are always driven by B.4.59.9.1. Allison Components
selector shaft position; the TCM does not process
the shift selector Direction Signal Wire (DSW) output Communication Loss from TCM to Shift Selector
during any communication failures. If the Allison shift selector does not
receive communication from the TCM,
B.4.59.8. OPERATION REQUIREMENTS – SHIFT the display will go blank for
ACTUATOR SYSTEM approximately 12 seconds before showing “double
WARNING: Interpretation of Allison shift cat-eyes” as illustrated above.
selector TC1 Transmission Requested
Communication Loss from Shift Selector to TCM
Gear commands, and subsequent correct
movement of the transmission selector If the TCM does not receive the TC1 message from
shaft, are the responsibility of the vehicle the shift selector, no DTCs are logged, as the TCM
OEM and the selector actuator system does not use TC1 data for direction control. The
manufacturer. operator will not be able to access or maneuver
within the stationary display modes.
The shift controller commands the shift actuator B.4.59.9.2. Shift Actuator System
based on TC1 Transmission Requested Gear data Requirements
th
received from the Allison 5 Generation pushbutton
shift selector. Shift actuator responses to the Communication Loss with Allison Components
following selector commands are required:
WARNING: Shift actuator systems that
0xDF (Reverse Selector Position) receive Allison TCM and shift selector
The shift actuator shall move the selector shaft to J1939 data are responsible for determining
the Reverse position. and executing appropriate responses in
the event they lose reception of Allison
0x7D (Neutral) shift selector and / or TCM communication.
The shift actuator shall move the selector shaft to
the Neutral position. Shift actuator system manufacturers interested in
using the Allison shift selector Direction Signal Wire
0xFC (Forward Drive Position) (DSW) output should contact Allison Application
The shift actuator shall move the selector shaft to Engineering.
the Drive position.
0xF9 (Upshift 1 gear from current position)

0xF7 (Downshift 1 gear from current position)
— The shift controller and shift actuator shall only

respond to these states if the selector shaft is in a
forward range position.
— Selector shaft movements in response to the 0xF9

and 0xF7 states shall be bounded by the selector
shaft Drive and Low positions.
0xE0 (Position unknown and / or no buttons

pressed)
The shift actuator shall not move the selector shaft.

Communication failures may be the result of bus
loading, wiring integrity failures, electrical noise, or
improper function implementation. Vehicle OEMs
should consider such failures during their system
design process.
th
B.4.60. SHIFT ACTUATOR SYSTEM information is gathered from Allison TCM J1939
WITH NON-ALLISON broadcast data or from actuator feedback.
SELECTOR: 1000/2000 SERIES
NOTE: Integration requirements differ for
WARNING: The following sections shift actuator systems employing an
describe the intended use of a specific Allison J1939-based shift selector; see
function which has been validated in the SHIFT ACTUATOR SYSTEM W/ALLISON
configuration(s) described. SELECTOR: 1000/2000 SERIES.
which differ from that described could B.4.60.2. AVAILABILITY
result in damage to equipment or property, May be used in any 1000/2000 Series application.
consequences associated with [18010] ON-VEHICLE PROTOCOL: CAN1
incorrect implementation or unintended [18020] ON-VEHICLE PROTOCOL: CAN2
use of this feature. If the shift controller needs any J1939 data from the
TCM, it is required to connect to the CAN port set to
B.4.60.1. OVERVIEW SAE J1939, FULL FUNCTIONALITY.
NEW TO THIS PUBLICATION: [19000] SHIFT SELECTOR 1
While the interface described here has
Must be set to MECHANICAL SELECTOR OR AN
always been available with the 1000/2000
ACTUATOR WITH NON-ALLISON SELECTOR.
Series, it has now been split out into its
own separate function.
[19020] SHIFT SELECTORS: J1939-Based
Selector Connection
Additional requirements have been added
for shift actuator system response to TC1 Answer is required to be same CAN port whose ON-
Transmission Requested Gear states, and VEHICLE PROTOCOL is set to SAE J1939, FULL
for communication failure modes. FUNCTIONALITY.
[30210] J1939 BROADCAST: ETC2 RANGE

All Allison 1000/2000 Series transmissions utilize a PARAMETER FORMAT
physical shift selector shaft. Traditionally, operator TH
Default answer 5 GEN FORMAT may need to be
gear range selection is conveyed to the selector TH
changed to 4 GEN COMPATIBLE depending on
shaft via a mechanical linkage. selector system needs. Inquiries must be directed to
the shift actuator system manufacturer.
Several aftermarket suppliers (e.g. Arens Controls)
produce J1939-based shift selector systems for the [17000] PRIMARY MODE: Gears
1000/2000 Series that utilize a non-Allison J1939-
A specific shift mask selection (e.g. 6321 or 6M1)
based shift selector. These systems, which are
may be required for the selector system to access
sourced and installed by the vehicle builder,
the desired forward ranges. Inquiries must be
eliminate the mechanical linkage between the shift
directed to the shift actuator system manufacturer.
selector and selector shaft. Systems are typically
comprised of: Others
— A non-Allison (aftermarket) J1939-based shift TCM configuration requirements may vary among
selector, the aftermarket shift actuator systems. Vehicle
OEMs will need to work with:
— A shift actuator, either directly or remotely
connected to the selector shaft, and — their Allison Applications Engineer,
— this document,
— a shift controller that receives shift selector and — the appropriate Allison Programming Guide, and
TCM information via J1939, and controls the shift — the shift actuator system manufacturer
actuator.
…to ensure all shift actuator system needs are met.
The shift controller and shift actuator may be
contained in one physical device.
The vehicle OEM assumes responsibility for all shift

selector display operation, whether the display
th
B.4.60.4. J1939 PARAMETER AND SA USE B.4.60.7. OPERATIONAL REQUIREMENTS –
Message and parameter requirements vary among SHIFT ACTUATOR SYSTEM
shift actuator system manufacturers. Vehicle OEMs WARNING: The transmission selector
will need to work with this document and the shift shaft is the sole input in determining the
actuator system manufacturer to ensure selector vehicle direction desired by the operator,
system needs are met. and the primary input in determining the
forward range desired by the operator.
Other J1939-based Allison functions that may be of
use to the shift actuator system include: The transmission will make every effort to
accommodate the direction and range
RANGE DISPLAY – REQUESTED RANGE
requests made via selector shaft position.
RANGE DISPLAY – RANGE ATTAINED
The shift actuator system manufacturer
RANGE INHIBITED INDICATOR (RII) and vehicle OEM assume full responsibility
for their design to properly translate
RANGE SELECTION MODE operator desires into selector shaft
positions, during normal operation or any
SECONDARY MODE INPUT failure modes.
SECONDARY MODE INDICATOR Inquiries for additional information must be directed

to the shift actuator system manufacturer.
TRANSMISSION SERVICE INDICATOR
th Communication failures may be the result of bus
loading, wiring integrity failures, electrical noise, or
Installation Manual for requirements.
improper function implementation. Vehicle OEMs
B.4.60.6. OTHER REQUIREMENTS / and shift actuator system manufacturers should
RESTRICTIONS consider such failures during their system design
process.
B.4.60.6.1. General
B.4.60.8.1. Communication Loss
The shift actuator system is required to meet design
requirements for shift selectors and cable apply WARNING: Shift actuator systems that
systems as discussed in Technical Document 177 receive Allison TCM J1939 data are
(TD-177): Requirements for Shift Selector and Cable responsible for determining and executing
System. appropriate responses in the event they
lose reception of TCM communication.
B.4.60.6.2. Bus Loading and Network Message
Content
WARNING: Other network traffic can
interfere with communication between the
shift actuator system and the TCM. The
vehicle system integrator must ensure their
bus loading and message content do not
interfere with communication between
these devices.
B.4.60.6.3. Dual Selector Configurations

If a dual selector system is desired, it must be
mechanized by the aftermarket selector system,
completely upstream from the selector shaft input.
th
B.4.61. SHIFT SELECTORS, ALLISON: B.4.61.3. CONFIGURATION (VEPS / ACCT)
3000/4000 SERIES, H3000 & [18010] ON-VEHICLE PROTOCOL: CAN1
TC10 [18020] ON-VEHICLE PROTOCOL: CAN2
The CAN port used for Allison selectors must be
configured to one of the J1939 options; either SAE
J1939, FULL FUNCTIONALITY, or SAE J1939,
LIMITED FUNCTIONALITY.
Implementations or use of this feature [19000] SHIFT SELECTOR 1
which differ from that described could [19010] SHIFT SELECTOR 2
Determines the TCM interface content and enabling
of diagnostics. Note the TC10 does not support a
Allison Transmission is not liable for second selector.
incorrect implementation or unintended [19020] SHIFT SELECTORS: J1939-Based
Selector Connection
Default answer is CAN1; CAN2 is optional. This tells
the TCM where to look for selector inputs and
B.4.61.1. OVERVIEW
broadcast proprietary messages required for Allison
NEW TO THIS PUBLICATION: shift selector operation. This answer has no impact
Implementation requirements for using an if J1939-based selectors are not used.
Allison J1939-based shift selector in
1000/2000 Series applications have been Connecting selector(s) to a separate CAN port with
extracted and re-located to a new function, ON-VEHICLE PROTOCOL = SAE J1939, LIMITED
SHIFT ACTUATOR SYSTEM W/ALLISON FUNCTIONALITY can slightly reduce bus loading on
SELECTOR: 1000/2000 SERIES. the network attached to the CAN port with ON-
VEHICLE PROTOCOL = SAE J1939, FULL
Added failure mode discussion for situation FUNCTIONALITY.
where prognostics are enabled but
selector does not support prognostics [19100] SHIFT SELECTORS: J1939 Proprietary
indication. Interface
For H3000 and TC10 applications, must be set to
th 5TH GEN.
Allison 5 Generation shift selectors use J1939
communication to directly control 3000/4000 Series, In 3000/4000 Series applications, OEMs can opt to
H3000 and TC10 transmission operation. Only TCM use 4TH GEN-COMPATIBLE selector messaging. If
and selector communication are discussed here; for th
any Allison 5 Gen selectors are employed, they will
installation and operation details, see ALLISON th
look and behave similar to Allison 4 Gen selectors,
SHIFT SELECTOR CONNECTIONS and the Allison th
and the following 5 Gen selector features cannot be
th
5 Generation Controls Installation Manual. used:
NOTE: To interface Allison J1939-based — Language, unit or MODE label selection

shift selectors with 1000/2000 Series — SHIFT SELECTOR DIMMING
transmissions, see SHIFT ACTUATOR
SYSTEM WITH ALLISON SELECTOR: SHIFT SELECTORS: Language
1000/2000 SERIES. Default is ENGLISH; FRENCH is optional.
SHIFT SELECTORS: Units

th Default is U.S CUSTOMARY UNITS; METRIC is
Allison 4 Generation selectors may only be used in
optional.
3000/4000 Series applications.
th SHIFT SELECTORS: Mode Label
Allison 5 Generation selectors may be used in
3000/4000 Series, H3000 and TC10 applications. Default is “MODE”. Other answers allow OEMs to
H3000 Series transmissions may only use Allison specify a more informative text string for display
pushbutton or bump lever selectors. when the MODE button is active.
PROGNOSTICS
Prognostics must be enabled order for the wrench
icon to be utilized in the shift selector.
th
TRANSMISSION SERVICE INDICATOR To prevent excessive bus loading in dual selector
Must be set to BOTH GPO O AND J1939 ETC7 applications, the inactive selector slows its TC1
TRANSMISSION SERVICE INDICATOR or ONLY broadcast to 500 ms. The 50 ms broadcast rate
J1939 ETC7 TRANSMISSION SERVICE resumes when the selector is made active.
INDICATOR to control the wrench icon on Allison
selectors. All Allison selectors receive the following items from
the TCM (SA 03), and items marked (V) may not be
J1939 BROADCAST: ETC7 Active Shift Console disabled via VEPS if an Allison selector is installed:
Indicator
— Request (PGN)
Must be set to ENABLED in dual selector (4) (V)
— Proprietary A
applications. (V)
— ETC7 Active Shift Console Indicator
(5) (V)
— ETC7 Transmission Mode 4 Indicator
J1939 BROADCAST: ETC7 Transmission Mode 4 (V)
Indicator — ETC7 Transmission Service Indicator
th
Must be set to ENABLED to use an Allison 4 Gen (4) th
Only broadcast by 5 Gen TCMs when at least
th
selector, or an Allison 5 Gen selector operating in one Allison selector is installed or when VEPS
th
4 Gen-compatible mode. option SHIFT SELECTORS: J1939 Proprietary
TH
Interface = 4 GEN COMPATIBLE.
B.4.61.3.1. Dual Selector Configuration
(5) th
Support Only broadcast by 5 Gen TCMs when an Allison
Any Allison J1939-based shift selector combination J1939-based 4th Gen selector is installed, or
th th when VEPS option SHIFT SELECTORS: J1939
can be installed (Allison 4 Gen, Allison 5 Gen), as TH
long as both are connected to the same TCM CAN Proprietary Interface = 4 GEN COMPATIBLE.
port designated by SHIFT SELECTORS: J1939-
Based Selector Connection. B.4.61.5. DRIVER INTERFACE
th
th th
When a combination of Allison 4 Gen and 5 Gen Installation manual for requirements.
J1939-based selectors are installed, features unique
th
to the 5 Gen selector cannot be enabled. B.4.61.6. OTHER REQUIREMENTS /
RESTRICTIONS
For mixed-selector applications (one Allison selector,
one non-Allison selector), see SHIFT SELECTORS, B.4.61.6.1. Bus Loading and Network Message
NON-ALLISON: 3000/4000 SERIES. Content
B.4.61.4. J1939 PARAMETER AND SA USE WARNING: Other network traffic can
interfere with communication between the
There are no vehicle OEM J1939 messaging shift selector(s) and TCM. The vehicle
requirements for Allison selector operation. system integrator must ensure their bus
Everything is handled by the selector(s) and TCM. loading and message content do not
Parameter and SA usage are listed here for interfere with communication between the
reference. Allison selectors may broadcast: TCM and shift selector(s).
— TC1 Transmission Requested Gear
(1) B.4.61.7. TCM-INITIATED SELECTOR
— TC1 Transmission Mode 3
(2) CALIBRATION (TISC)
— TC1 Transmission Mode 4
(3)
— TC1 Trans. Shift Selector Display Mode Switch Depending on VEPS options and selector features,
— PGN 60928 – Address Claimed / Cannot Claim the TCM may need to adjust the selector calibration.
— Proprietary A The TCM will initiate a calibration (TISC) event if
— SOFT Software Identification deemed necessary.
(1) th
Only Allison 5 Gen Bump Lever selectors. Selectors display “CONFIG START” when the event
(2) begins, and go blank briefly during programming.
Only Allison selectors with a MODE button.
Such events normally last only a few seconds, and
(3)
Only Allison selectors equipped with a display. normal selector operation resumes afterwards.
Primary and secondary (when present) selectors TISC events only happen at vehicle assembly time,
broadcast from SA 05 (Shift Console, Primary) and or if certain selector-related features are enabled,
®
SA 06 (Shift Console, Secondary) respectively. SAs disabled or modified through Allison DOC after the
are set via a jumper wire in the vehicle OEM wiring vehicle is in service.
harness. TC1 broadcasts are directed to DA 03.
th
B.4.61.8. NORMAL OPERATION – SINGLE On push-button selectors, this parameter conveys
SELECTOR 01b (on) when the UPSHIFT and DOWNSHIFT
arrows are pressed simultaneously. On lever
B.4.61.8.1. Range Selection selectors, this parameter conveys 01b (on) when the
The selector broadcasts TC1 at a 50 ms periodic Diagnostics button (the one with the Allison logo) is
rate. The TCM uses TC1 Transmission Requested depressed. The parameter conveys 00b (off) when
Gear to determine the vehicle operator’s desired the respective buttons are released.
range. The table at the end of this function section
lists Transmission Requested Gear values that may B.4.61.9. NORMAL OPERATION – DUAL
be sent by Allison selectors. SELECTORS (3000/4000 SERIES
ONLY)
In applications with Allison Bump Lever selectors, Range selection, MODE button, and display
the TCM also receives TC1 Transmission Mode 3. operation are the same as single selector
This conveys operator desire to toggle between R1 applications. Differences in dual selector systems
nd
and R2 in applications equipped with the 2 include:
Reverse feature.
— The TCM uses PGN 60928 Address Claimed
B.4.61.8.2. MODE Button Interface broadcasts to ensure correct jumper wire
TC1 Transmission Mode 4 is a manufacturer-defined installation on the secondary shift selector.
parameter. For Allison selectors, it conveys the
state of the momentary-contact MODE button input. — A GPI function tells the TCM which selector is
When the button is depressed, 01b (Enable) is sent; active; TCM broadcast of Active Shift Console
when released, 00b (Disable) is sent. Depending on Indicator tells the selectors which is active.
TCM calibration, this parameter may be tied to one
of many TCM input options, including Secondary — When an Allison selector is inactive, its TC1
Mode Input. broadcast is slowed to 500 ms to minimize bus
loading. No range information is displayed on the
B.4.61.8.3. MODE Light / MODE Label Interface inactive selector.
th B.4.61.10. BUS LOADING
MODE Light (4 Gen-Compatible Operation)
th th Connecting selector(s) to a separate CAN port with
When in 4 -Gen compatible mode, Allison 5 Gen
selectors receive ETC7 Transmission Mode 4 ON-VEHICLE PROTOCOL: CANx = SAE J1939,
Indicator from the TCM for MODE lamp control. LIMITED FUNCTIONALITY can slightly reduce bus
loading on the network attached to the TCM CAN
When ETC7 Transmission Mode 4 Indicator = 01b port with ON-VEHICLE PROTOCOL: CANx = SAE
(Active), the MODE lamp on the selector is lit; when J1939, FULL FUNCTIONALITY.
00b is indicated, the MODE lamp is off. This
parameter is set to 01b (Active) during the MODE Bus load savings are approximately 1.8% on a 250
lamp bulb check at power up. kbps network, or 0.9% on a 500 kbps network.
th
MODE Label (Normal 5 Gen Operation) B.4.61.11. FAILURE MODES AND RESPONSES
th Failure of the TCM to receive selector information
5 Gen selectors do not have a dedicated MODE
light. The MODE label text string is specified via may be the result of bus loading, wiring integrity
VEPS and accomplished through Proprietary A failures, electrical noise, or improper function
communication. implementation. Vehicle OEMs should consider
such failures during their system design process.
B.4.61.8.4. Display Control
Transmission Shift Selector Display Mode Switch Communication Loss
reflects the state of an input which tells the TCM If communication is lost between the TCM and
what information is desired on the selector display. J1939-based shift selector(s), limited communication
Information displayed in each mode is conveyed to is maintained through the Direction Signal Wire.
the selector via a TCM Proprietary A message. DTCs are logged and “Check Trans” is indicated.
In Allison selector applications, each time this This limited communication permits the operator to
parameter transitions from 00b (off) to 01b (on), the select the operating direction (Drive, Neutral, or
display will cycle to the next applicable display Reverse) in order that the vehicle may be driven to a
mode, such as Range Display mode, Oil Level service location. Operator requests for range
Display mode or Diagnostic Display mode. upshifts and downshifts will not be recognized and
the selector display will not display the selected
transmission range due to lack of J1939 information.
th
Selector and Prognostics Incompatibility not support the wrench icon, a DTC is logged and
If Prognostics are enable and the TCM detects an the Check Trans Indicator is activated.
th
older Allison 4 Generation shift selector that does
B.4.61.12. ALLISON SHIFT SELECTOR TC1 TRANSMISSION REQUESTED GEAR BROADCAST VALUES
5G 3-Button Strip
5G 6-Button Strip
Raw Byte Value
Raw Byte Value
5G Bump Lever
4G Pushbutton
5G Pushbutton
Scaled Value,
(Hexadecimal)
4G Lever
(Decimal)
or PSI
Parameter Specific
Indicator (PSI) or Scaled Value Meaning
0xFD 253 PSI Hold current gear -- -- --  -- --
0xFC 252 PSI Forward Drive Position      
0xFA 250 PSI Forward Low Position -- -- --  -- --
0xF9 249 PSI Upshift 1 gear from current position  --   -- --
0xF7 247 PSI Downshift 1 gear from current position  --   -- --
0xF5 245 PSI D-1: 1st forward selector position referenced from “Drive” --  -- -- -- --
0xF4 244 PSI D-2: 2nd forward selector position referenced from “Drive” --  -- -- -- --
0xF3 243 PSI D-3: 3rd forward selector position referenced from “Drive” --  -- -- -- --
0xF2 242 PSI D-4: 4th forward selector position referenced from “Drive” --  -- -- -- --
0xF1 241 PSI D-5: 5th forward selector position referenced from “Drive” --  -- -- -- --
(1)
0xF0 240 PSI D-6: 6th forward selector position referenced from “Drive” --  --  -- --
0xEC 236 PSI Between two forward shift selector positions -- -- --  -- --
0xEA 234 PSI Between D-6 & D-5 shift selector positions --  -- -- -- --
0Xe9 233 PSI Between D-5 & D-4 shift selector positions --  -- -- -- --
0xE8 232 PSI Between D-4 & D-3 shift selector positions --  -- -- -- --
0xE5 229 PSI Between D-1 & “Drive” shift selector positions --  -- -- -- --
0xE4 228 PSI Between “Drive” & “Neutral” shift selector positions --  --  -- --
0xE3 227 PSI Between “Neutral” & “Reverse” shift selector positions --  --  -- --
(1)
0xE0 224 PSI Position unknown and / or no buttons pressed  --    
0xDF 223 PSI Reverse Selector Position -- --    
rd (2)
0x80 128 3 3 -- -- -- -- -- 
nd (2)
0x7F 127 2 2 -- -- -- -- -- 
st (2)
0x7E 126 1 1 -- -- -- -- -- 
0x7D 125 0 Neutral      
st (1) (1)
0x7C 124 -1 1 Reverse     -- --
(1)
Only broadcast by a 5th Gen selector when (a) it is connected to a 4th Gen TCM or (b) it is forced into 4th
Gen-compatible operation via VEPS option SHIFT SELECTORS: J1939 Proprietary Interface.
(2)
The TCM only supports this value when received from an Allison shift selector; it is not supported from
customer-supplied shift selectors.
th
B.4.62. SHIFT SELECTORS, NON- Alternatively, customer-supplied selectors using the
th
ALLISON: 3000/4000 SERIES Allison 4 Gen proprietary interface may connect to
a CAN port set to SAE J1939, LIMITED USE.
configuration(s) described. Must be answered CUSTOMER-SUPPLIED J1939-
Implementations or use of this feature BASED as applicable. Allison proprietary broadcast
which differ from that described could is disabled for customer-supplied selectors, unless
result in damage to equipment or property, forced on through the SHIFT SELECTORS: J1939
serious personal injury, or loss of life. Proprietary Interface option.
Allison Transmission is not liable for NOTE: Answer CUSTOMER-SUPPLIED

consequences associated with J1939-BASED is only available in VEPS
incorrect implementation or unintended for vehicle OEMs who have contacted their
use of this feature. Allison Application Engineer and gone
through the AE review process.
B.4.62.1. OVERVIEW
NEW TO THIS PUBLICATION: [19020] SHIFT SELECTORS: J1939-Based
Clarified DTC set when secondary shift Selector Connection
selector is found to be incompatible with Default is CAN1; CAN2 is optional. This tells the
the TCM calibration. TCM where to look for selector inputs and broadcast
proprietary messages if enabled.
This function allows vehicle OEMs to develop their [19100] SHIFT SELECTORS: J1939 Proprietary
own 3000/4000 Series shift selector through use of Interface
standard, public J1939 communication.
Default answer is 5TH GEN. In 3000/4000 Series
Non-Allison or Customer-supplied selectors must applications, OEMs can choose to force use of 4th
use either the public J1939 interface described here, Gen-compatible selector messaging by selecting
or the Allison 4th Gen proprietary interface. The answer 4TH GEN COMPATIBLE. Applications using
Allison 5th Gen proprietary interface may not be TC1 Transmission Mode 4 to mimic the Allison
used. momentary MODE button input must select answer
4TH GEN COMPATIBLE in order to enable TCM
Further selector requirements (e.g. environmental) ETC7 Transmission Mode 4 Indicator broadcast.
are defined in Allison TES-616. A signed agreement
must be on file with Allison prior to receiving this [30210] J1939 BROADCAST: ETC2 RANGE
document and commencing selector development. PARAMETER FORMAT
TH TH
Contact your Allison Application Engineer for details. Default is 5 GEN FORMAT, but may be set to 4
GEN COMPATIBLE for customer-supplied selectors
B.4.62.2. AVAILABILITY that require the Allison 4th Generation Controls
Customer-supplied shift selectors may be used in format. This setting does not impact Allison
any 3000/4000 Series application; however, proprietary A data.
compatible TCM calibrations can only be generated
after the signed agreement is on file with Allison. [30230] J1939 BROADCAST: ETC7 Active Shift
Console Indicator
Customer-supplied selectors developed per TES- May be set to DISABLED if no Allison selectors are
th
340 for use with Allison 4 Gen controls are installed.
th
compatible with Allison 5 Gen Controls.
[24000] GENERAL PURPOSE INPUTS AND
B.4.62.3. CONFIGURATION (VEPS / ACCT) OUTPUTS (GPIO) PACKAGE
If the customer-supplied selector makes use of the
[18010] ON-VEHICLE PROTOCOL: CAN1 optional MODE button interface based on TC1
[18020] ON-VEHICLE PROTOCOL: CAN2 Transmission Mode 4, (1) a GPIO package must be
Customer-supplied shift selectors using public J1939 selected that has the MODE button assigned to the
data must be connected to the CAN port set to SAE desired function, and (2) the corresponding VEPS
J1939, FULL FUNCTIONALITY. Function Input question must be set to an answer
which points to using the MODE button.
th
[30255] J1939 BROADCAST: ETC7 Transmission H3000 & TC10 for the parameter values and PSIs
Mode 4 Indicator supported by the TCM.
May be set to DISABLED if (1) no Allison shift
selectors are in use, and (2) the customer-supplied B.4.62.4.2. Selector Reception Requirements
selector does not use the optional MODE button Range display data can be obtained from either
interface based on TC1 Transmission Mode 4. public or proprietary parameters. If public
parameters are to be used, customer-designed
[30260] J1939 BROADCAST: ETC7 Transmission selector systems are required to display requested
Requested Gear Feedback and attained ranges, as described in:
May be set to DISABLED if not used.
RANGE DISPLAY – REQUESTED RANGE
[30430] J1939 BROADCAST: TCFG
RANGE DISPLAY – RANGE ATTAINED
May be set to DISABLED if none of its parameters
are used. Customer-supplied selectors designed to use the
th
Allison 4 Generation Controls proprietary interface
B.4.62.3.1. Dual Selector Configuration
are required to receive PGN 61184 – Proprietary “A”.
Support
In addition, VEPS option SHIFT SELECTORS:
Any combination of J1939-based shift selectors can J1939 Proprietary Interface must be set to 4
TH
th th
be installed (Allison 4 Gen, Allison 5 Gen, or GEN COMPATIBLE.
customer-supplied), as long as both are connected
to the same TCM CAN port (CAN1 or CAN2) B.4.62.4.3. Initialization Timing Requirements
designated by SHIFT SELECTORS: J1939-Based Customer-supplied shift selectors are required to
Selector Connection. broadcast valid TC1 Transmission Requested Gear
data within 250 ms of the TCM’s first J1939
Only one customer-supplied analog strip selector
broadcast.
may be used in a dual selector installation.
th B.4.62.4.4. Optional Selector Function Support
When a combination of customer-supplied 4 Gen
th
and Allison 5 Gen J1939-based shift selectors are Beyond basic range request and displays, customer-
th
installed, features unique to the Allison 5 Gen designed selector systems may elect to incorporate
selector cannot be enabled. one or more of these optional functions:
B.4.62.4. J1939 PARAMETER AND SA USE OIL LEVEL DISPLAY

Parameters marked (V) can be disabled via VEPS if RANGE INHIBITED INDICATOR (RII)
not used by customer-supplied selectors.
SECONDARY MODE INPUT
B.4.62.4.1. Selector Broadcast Requirements
The active selector is required to provide TC1 SECONDARY MODE INDICATOR
03 (Transmission #1) from the following SAs as MODE Button Interface
applicable: Unlike the functions above, J1939-based MODE
Button capability does not exist as a “stand-alone”
— SA 05 (Shift Console, Primary) for single selectors J1939 function; it may only be incorporated in
conjunction with customer-designed selectors. If the
— SA 06 (Shift Console, Secondary) for the second OEM opts to include this functionality, the customer-
selector in dual selector systems supplied selector system is required to:
Unsupported TC1 parameters are required to — Provide TC1 Transmission Mode 4 from either
indicate Not Available. SA 05 (Shift Console, Primary) or SA 06 (Shift
Console, Secondary).
NOTE: To prevent excessive bus loading (V)
in dual selector applications, the inactive — Receive ETC7 Transmission Mode 4 Indicator
selector TC1 broadcast may be slowed to from SA 03 (Transmission #1).
500ms. It must resume the 50 ms rate
when it is made active. For Allison transmissions, TC1 Transmission Mode 4
conveys the state of the momentary-contact Allison
MODE button input. When the button is depressed,
See table ALLISON SELECTOR TC1 REQUESTED
01b (Enable) is sent; when released, 00b (Disable)
GEAR BROADCAST VALUES under SHIFT
is sent. Depending on TCM calibration, this
SELECTORS, ALLISON: 3000/4000 SERIES,
th
parameter may be tied to one of many TCM input B.4.62.5.4. 3000/4000 Series Dual Selector
options, including secondary mode. Systems
Use of a selector transition GPI is required for all
NOTE: Customer-supplied shift selectors dual selector applications.
that use ETC7 Transmission Mode 4
Indicator must set VEPS option SHIFT The inactive selector is required to continue its TC1
SELECTORS: J1939 Proprietary broadcast for use as a heartbeat by the TCM.
Interface to 4TH GEN COMPATIBLE.
B.4.62.5.5. Secondary Mode Inputs in a Mixed
Dual Selector System
As described under function SECONDARY MODE In mixed selector applications, if the Allison selector
INPUT, TC1 Transmission Mode 2 may be used with has secondary mode assigned to the MODE button,
customer-supplied selectors if the OEM wishes to AND a Secondary Mode Input is desired from the
use an “on-off” type of input to control Secondary customer-supplied selector, then the customer-
Mode operation. supplied selector is required to implement the
Secondary Mode Input using TC1 Transmission
B.4.62.4.5. Other Potentially Useful Data
Mode 4, just like the Allison selector.
Reception of the following TCM broadcasts is not
required by customer-designed shift selectors. They B.4.62.6. NORMAL OPERATION – SINGLE
are provided for use at the vehicle OEM’s discretion: SELECTOR
(V)
ETC7 Transmission Requested Gear Feedback B.4.62.6.1. Range Selection
can be used by a shift selector to monitor if the TCM TC1 messages are broadcast continuously by the
is acting upon that selector’s request. selector at a 50 ms rate. Transmission Requested
(V) Gear is used by the TCM to determine the range
TCFG Number of Forward Gear Ratios may be
desired by the vehicle operator.
useful if selectors must be configured for multiple
transmission makes or models. Customer-designed B.4.62.6.2. Optional MODE Button Interface
selectors can read this parameter to determine the
number of ranges (5-speed, 6-speed, etc.) used in a The TCM MODE Button logic assumes a momentary
given application. input; it responds to “off”  “on” state transitions of
TC1 Transmission Mode 4.
RESTRICTIONS For example, depressing and releasing the MODE
button causes a sequence of 00b  01b  00b. If
B.4.62.5.1. Bus Loading and Network Message primary mode was active prior to this sequence, the
Content TCM will switch to secondary mode on the 00b 
01b transition. Likewise, if secondary mode was
WARNING: Bus loading can prevent active prior to this sequence, the TCM will switch to
J1939-based shift selectors from being primary mode on the 00b  01b transition.
able to communicate with the TCM.
TC1 Transmission Mode 4 Indicator indicates TCM
The vehicle system integrator must ensure MODE button request acknowledgement. When this
their bus loading and message content do parameter indicates 01b (On), the receiver should
not interfere with communication between activate the lamp or operator indicator associated
the TCM and shift selector(s). with the MODE Button. When 00b (Off) is indicated,
the associated indicator should be deactivated.
B.4.62.5.2. Allison Application Engineering
Review B.4.62.7. NORMAL OPERATION – DUAL
Allison AE Review is required prior to using a SELECTORS
customer-supplied J1939-based shift selector with Range selection, MODE button, and display
an Allison transmission. If AE Review is not operation use the same logic as single selector
completed, a calibration enabled for customer- applications. The key difference is that the TCM
supplied shift selector use cannot be ordered. only listens to one (active) shift selector at any given
time, e.g. if the secondary selector is active, only
B.4.62.5.3. Direction Signal Wire parameters from that TC1 (SA 06) will potentially be
The TCM Direction Signal Wire inputs are disabled responded to by the TCM. TC1 parameter values
when a customer-supplied selector is specified. from the primary selector (SA 05) are ignored.
A GPI function tells the TCM which selector is active;

TCM broadcast of Active Shift Console Indicator
th
conveys which selector’s input is being processed
by the TCM.
When a selector is inactive, the TC1 broadcast from

that selector may be slowed to 500 ms to minimize
bus loading. A requested range is not displayed on
the inactive selector.

Failure of the TCM to receive selector information
may be the result of bus loading, wiring integrity
failures, electrical noise, or improper function
implementation. Vehicle OEMs should consider
such failures during their system design process.
WARNING: TC1 Transmission Requested

Gear is the primary TCM input in
determining the range and vehicle
direction desired by the operator.
The TCM will make every effort to do what

is asked of it via the J1939 TC1
Transmission Requested Gear parameter.
Manufacturers and vehicle OEMs utilizing

customer-supplied selectors assume sole
and full responsibility of ensuring their
design conveys no unintentional requests
or parameter values to the TCM via J1939,
during normal operation or any failure
modes.
B.4.62.8.1. Incorrect TCM Calibration

If the TCM calibration is not enabled for customer-
supplied selector use, the TCM will log DTC(s),
restrict ranges, and ignore commands from the
customer-supplied selector(s). The DTCs are:
— U0304 (Gear Shift Module 1 Incompatible)

— U0333 (Gear Shift Module 2 Incompatible)
B.4.62.8.2. TCM Loss of TC1 Reception

Loss of TC1 reception from one or more selectors in
a system will result in DTCs being set, and restricted
range operation.
B.4.62.9. TESTING
The vehicle OEM implementing the shift selector is
responsible for testing that the customer-supplied
selector system design meets all criteria listed in this
section, as well as in TES-616.
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B.4.63. SHIFT SELECTOR DIMMING B.4.63.5. DRIVER INTERFACE
If a vehicle OEM wishes to match selector
WARNING: The following sections brightness with other components (e.g. instrument
describe the intended use of a specific cluster), they must build in any necessary command
function which has been validated in the offsets into the values being broadcast.
Implementations or use of this feature B.4.63.6. NORMAL OPERATION
which differ from that described could The vacuum fluorescent display and backlighting
result in damage to equipment or property, brightness are both controlled by the single 0 –
serious personal injury, or loss of life. 100% J1939 input, in a manner analogous to the
traditional voltage input.
consequences associated with If the dimming controller is connected to the same
incorrect implementation or unintended CAN port as the selectors, the selectors receive CL
use of this feature. messages directly from the source address specified
via SHIFT SELECTOR 1 / 2: Dimming Input.
B.4.63.1. OVERVIEW
If the dimming controller is connected to a different
Traditionally, selector display and backlight dimming
CAN port than the selectors, the TCM will gateway
could only be accomplished via an analog voltage
the CL messages to the appropriate CAN port.
input (e.g. potentiometer). In addition to the analog
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input, Allison 5 Generation selectors support Each selector stores its current dimming level at
J1939-based dimming control. power-down, and resumes that level upon power-up,
until a new valid value is received.
J1939-based dimming is optional in applications B.4.63.7. FAILURE MODES AND RESPONSES
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equipped Allison 5 Generation shift selectors.
B.4.63.7.1. Selector Fails to Receive J1939
B.4.63.3. CONFIGURATION (VEPS / ACCT) Input
In the event that a shift selector no longer receives a
valid CL Illumination Brightness Percentage value
(Error, Not Available, or timed out), the selector will
The CAN port on which the dimming commands are default to maximum display and backlighting levels.
broadcast must be configured to one of the J1939
options.
[19030] SHIFT SELECTOR 1: Dimming Input

[19040] SHIFT SELECTOR 2: Dimming Input
These options set the dimming input source for each
selector. When set to 254 (default), the traditional
analog input is used. When a SA of 0 – 253 is
specified, the given selector will respond to CL
Illumination Brightness Percent from that SA.
Since the inputs are specified per selector, dual

selector applications may use any combination of
analog vs. J1939 input.

The dimming controller is required to provide CL
Illumination Brightness Percentage from the SAs as
specified in the VEPS options, to either DA 05 (Shift
Console, Primary) or DA 06 (Shift Console,
Secondary) as applicable.
The CL message is destination-specific; in dual

selector applications, the dimming controller must
broadcast a separate message to each selector.
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B.4.64. SUMP TEMPERATURE B.4.64.4. CONFIGURATION (VEPS / ACCT)
INDICATOR [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters are only broadcast on the CAN port set
Implementations or use of this feature [26240] J1939 BROADCAST: TRF2 Transmission
which differ from that described could Overheat Indicator
result in damage to equipment or property, Must be set to ENABLED if parameter used to meet
serious personal injury, or loss of life. function requirements..
Allison Transmission is not liable for [30015] J1939 BROADCAST: DM1

consequences associated with Must be set to ENABLED if DM1 is used to meet
incorrect implementation or unintended function the requirements.
B.4.64.1. OVERVIEW B.4.64.5.1. DM1 Trigger – Required Support
The Sump Temperature Indicator notifies the The display controller is required to receive ALL of
operator that transmission temperatures are above the following from SA 03 (Transmission #1):
normal operating range, or that a torque converter
stall abuse condition exists that may cause severe — DM1 Suspect Parameter Number,
overheating or torque converter damage. Operator — DM1 Amber Warning Lamp Status, and
interface options for this function include a text — DM1 Failure Mode Identifier
display or dedicated lamp w/text or icon. Available
TCM outputs for this function include:
NOTE: Specific data values conveyed in
— GPO B (SUMP / RETARDER TEMPERATURE these three parameters are directly tied to
th the J1939 activation of a Sump
INDICATOR); see Allison 5 Generation Controls
Installation Manual for details Temperature Indicator.
— J1939 DM1 message content Amber Warning Lamp Status alone cannot be used
to activate the Sump Temperature Indicator; the
— J1939 TRF2 Transmission Overheat Indicator content of all three DM1 parameters must be
considered.
Allison recommends DM1-based implementation for
text displays with generic lamps, and discrete Other SPN, Amber Warning Lamp Status and FMI
parameter implementation for dedicated lamps. combinations may define other Allison indications or
However, either output can be used to control either fault conditions. Users should not assume that any
indication type. other combinations of SPN, Amber Warning Lamp
Status, and FMI values from SA 03 are indicative of
B.4.64.2. DIFFERENCES BETWEEN GPI AND
a Sump Temperature indication.
DATALINK IMPLEMENTATIONS
Allison retarder applications encompass two B.4.64.5.2. TRF2 Trigger – Required Support
indications in the single GPO B wire output. When triggering this indicator via the J1939 discrete
The Sump Temperature and Retarder Temperature
receive TRF2 Transmission Overheat Indicator as
indications are two separate functions when
sent from SA 03 (Transmission #1). The display
implemented via J1939. One or both J1939-based
controller is required to support all parameter states.
indications may be used to activate a single
temperature indicator or alarm as with GPO B.
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B.4.64.6. DRIVER INTERFACE (Amber Warning Lamp) to be illuminated at the
RECOMMENDATIONS same time. Per J1939-73, the RSL is higher priority:
builder. While there are no specific physical — An RSL indicates a problem severe enough to
implementation requirements, Allison recommends warrant stopping the vehicle.
the indicator be:
— in the normal forward field of view of the vehicle the vehicle need not be immediately stopped.
operator (preferred), or readily viewable as part of
the shift selector assembly. When text display capacity is limited, it is acceptable
that Sump Temperature Indicator text is not visible
— clearly visible from both operator stations in dual when the RSL is lit. Sump Temperature Indicator
selector applications (may require two indicators). text should be out-prioritized by text linked to the
RSL. The display system should allow the vehicle
— clearly visible under all vehicle lighting conditions, operator to “scroll through” the list of items
both daytime and nighttime. associated with the lamps such that the Sump
Temperature Indicator can be read.
When a dedicated lamp is used, recommended Text Prioritization: Simultaneous AWL Events
wording is “TRANS TEMP”. Yellow or amber lamp When a generic AWL is employed, multiple events
color is recommended, as sump temperature may simultaneously cause it to illuminate.
overheating does not warrant use of a red color.
B.4.64.6.2. Audible Alarm that Sump Temperature Indicator text is not
An audible alarm may be used to signal the immediately visible when the AWL is lit due to these
overheating condition. It is recommended that a multiple situations. Again, the display system should
lamp or text display be used in conjunction so the allow the vehicle operator to “scroll through” the list
vehicle operator understands the alarm cause. of items associated with the lamp such that the
Sump Temperature Indicator can be read.
B.4.64.6.3. Icon or Graphical Symbol
In this situation, the operator knows a problem
Per ISO 2575: “Road Vehicles –
exists, but may not know it is transmission-related
Symbols for Controls, Indicators, and
until the text is scrolled through.
transmission fluid temperature Text Suppression
condition, and is acceptable for Allison
In some applications, Allison indicator text may
Sump Temperature Indicator use. Preferred icon
appear in a display area normally used to convey
colors are yellow or amber.
other operator information. In these cases it is
B.4.64.6.4. Text Displays acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver
text so normal display operation may resume.
warning and stop lamps is acceptable. In these The suppression may only exist for the current key
implementations, the lamps convey issue severity to switch cycle; i.e. if the key switch is cycled, the
the operator, while the text display provides more Allison indicator text is required to reappear if active.
specific information based on DM1 SPN and FMI The operator may then opt to suppress the text for
data. that drive cycle.
With dynamically configurable display systems, the The key points are that (a) the vehicle operator must
visible content may change due to operating recognize and take physical action to suppress the
conditions or driver selection. Since a Sump indicator, and (b) the operator is informed of any
Temperature Indicator is not required by Allison, it is active indications again at the next key switch cycle.
acceptable that the indication does not appear if
other warnings or indications take precedence. If B.4.64.6.5. Bulb Checks
the indicator is implemented within a dynamic The device that physically actuates the indicator(s) is
display, Allison recommendations are as follows: responsible for performing bulb and / or display
Text Prioritization: Simultaneous RSL and AWL
Events
When multiple generic lamps are employed, it is
th
NOTE: The TCM does not broadcast a Activating the Indicator
DM1 “bulb check” message at power-up. If the display controller receives DM1 from SA 03
There is no DM1 content that allows a (Transmission #1) with:
— SPN = 177 (Transmission Oil Temperature 1),
AND
The TCM also does not send a “bulb
— Amber Warning Lamp Status = 01b (On), AND
check” in the discrete parameter at power
up; TRF2 Transmission Overheat Indicator
— Failure Mode Identifier = 15 (Data Valid but Above
is set to 00b.
Normal Operating Range – Least Severe Level)
Allison recommends lamps or indicators remain on …then the Sump Temperature Indicator is required
for 2 seconds during the check. Slightly longer or to be activated.
Deactivating the Indicator
B.4.64.6.6.
Optional Communication Failure If the display controller receives DM1 from SA 03
Indication where:
See VEHICLE SYSTEM FAILURE MODES AND
OPTIONAL RESPONSES. — SPN 177 no longer appears, OR
B.4.64.7. NORMAL OPERATION — SPN 177 appears AND the value of Failure Mode
The DM1-based Sump Temperature Indicator and Indicator associated with this SPN is not 15, OR
TRF2 Transmission Overheat Indicator are both
triggered at the same time as the sump temperature — No faults are indicated, i.e. SPN = 0 and Amber
portion of GPO B. Warning Lamp Status = 00b (Off)
In addition, TRF2 Transmission Overheat Indicator …then the display controller is required to deactivate
the Sump Temperature Indicator. See DM1 under
and GPO B will activate when torque converter stall
J1939 MESSAGE AND PARAMETER USE for data
abuse conditions have been detected, and extreme
string examples.
temperatures and / or converter damage are
eminent. B.4.64.7.2. TRF2 Trigger – Required Support
When elevated temperatures trigger the indicator, Activating the Indicator
the TCM may increase engine speeds associated
with closed throttle downshift points by invoking a The display controller is required to steadily
preselect downshift schedule. Downshifting at illuminate the Sump Temperature Indicator when it
higher engine speeds increases fan speed and receives TRF2 Transmission Overheat Indicator =
coolant flow through the transmission cooler and 01b (Transmission Overheat Indicator on
engine radiator. continuously).
Deactivating the Indicator

When converter stall abuse is detected, the TCM
may also issue TSC1 torque limits to the engine to If the display controller receives TRF2 Transmission
reduce or alleviate the stall condition. Overheat Indicator = 00b (Transmission Overheat
Indicator is off), the display controller is required to
B.4.64.7.1. DM1 Trigger – Required Support deactivate the Sump Temperature Indicator.
DM1 may fluctuate between single and multi-frame
formats, depending on how many fault indications B.4.64.8. VEHICLE SYSTEM FAILURE MODES
are present. If only one indication is active, DM1 will AND OPTIONAL RESPONSES
be sent in a single frame. If two or more indications Since Allison does not require use of a Sump
are active, DM1 will be sent via Transport Protocol. Temperature Indicator, there are no specific failure
mode requirements around this function.

The device that actuates the indicator may be
powered down intentionally (key switch turned off) or
unintentionally (intermittent power source) while an
active indication is present.
In either case, Allison recommends that the display

th
when it reinitializes; if the indication cause is still B.4.64.10.3. TRF2 Trigger
present when power returns, TCM broadcast data
will reflect this and only then should the display  Does the indicator activate when TRF2
controller reactivate the indicator. Transmission Overheat Indicator = 01b?
This recommendation is based on the fact that some  Does the indicator deactivate when TRF2
Allison indications self-clear during a power cycle. Transmission Overheat Indicator = 00b?
HEARTBEAT for further information on detecting
and responding to J1939 communication failures.

In the event of a sump temperature sensor error,
DM1 Sump Temperature Indicator broadcast will
cease and TRF2 Transmission Overheat Indicator
will indicate 00b (Transmission Overheat Indicator is
off).
In either case, a DTC will be set and the Check

Trans Indicator will become active.
B.4.64.10. INSTALLATION CHECKLIST: SUMP

TEMPERATURE INDICATOR

 Turn the key switch on. Is a Sump Temperature

Indicator bulb check or text display check
performed at power up?
B.4.64.10.2. DM1 Trigger
 Does the indicator activate when all three

activation criteria are met?
 Does the indicator deactivate when any of the

deactivation criteria are met?
 Does the Indicator activate and deactivate

properly while the Check Trans Indicator is also
active? (When both are active, DM1 is sent via
Transport Protocol.)
th
B.4.65. TRANSMISSION SERVICE with consumable transmission components can
®
INDICATOR only be reset via Allison DOC .
— input problems with J1939-based AFRI or DCE

functions, or GPI F (AFRI – DUAL INPUT). In
these cases, the Transmission Service Indicator
will self-clear when the input problem is rectified.
Implementations or use of this feature Available TCM outputs for this function include:
result in damage to equipment or property, — GPO O (TRANSMISSION SERVICE INDICATOR)
serious personal injury, or loss of life. th
as described in Allison 5 Controls Installation
Manual Section D: “Vehicle Electrical System
Allison Transmission is not liable for Interface”.
incorrect implementation or unintended — J1939 ETC7 Transmission Service Indicator. As
use of this feature. with GPO O, the condition activating the indicator
is conveyed by the status (on solid, or flashing)
B.4.65.1. OVERVIEW and duration of the lamp illumination.
NEW TO THIS PUBLICATION: — J1939 DM1 message content
DM1 indications have had the following
th
deficiencies since Allison 5 Generation Allison recommends DM1-based implementation for
Controls introduction: text displays with generic lamps, and discrete
parameter implementation for dedicated lamps.
When the Oil Life or Filter Life indications
initially activate, DM1 Amber Warning B.4.65.2. AVAILABILITY
Lamp Status incorrectly indicates 01b The J1939-based implementation is standard in all
(On); it should indicate 00b (Off). Amber 1000 – 4000 Series, H3000 and TC10 applications
Warning Lamp Status should only come on when prognostics and / or GPI F (AFRI – DUAL
after an additional period of operation INPUT) are enabled in calibration.
when the Check Transmission Indicator
activates. B.4.65.3. CONFIGURATION (VEPS / ACCT)
TM
When the Transmission Health Monitor [18010] ON-VEHICLE PROTOCOL: CAN1
initially activates, the DM1 message does [18020] ON-VEHICLE PROTOCOL: CAN2
not contain SPN 4178. SPN 4178 only Parameters are only broadcast on the CAN port set
appears in the DM1 after an additional to SAE J1939, FULL FUNCTIONALITY.
period of operation when the Check
Transmission Indicator activates. [26260] TRANSMISSION SERVICE INDICATOR
Must be set to BOTH GPO O AND J1939 ETC7
These deficiencies will be addressed in a
future software release. TRANSMISSION SERVICE INDICATOR or ONLY
J1939 ETC7 TRANSMISSION SERVICE
INDICATOR if the ETC7 parameter is used to satisfy
The Transmission Service Indicator alerts the function requirements.
operator that either transmission maintenance is
necessary, or a non-mission critical situation has [15000] PROGNOSTICS
been detected in the vehicle system. This function Prognostics must be enabled for broadcast of any
th
is also discussed in Allison 5 Generation Controls prognostics-related DM1 indications, as well as
Installation Manual “Section B: System Operation”. TRF2 Transmission Oil Filter Restriction Switch and
TRF2 Transmission Oil Life Remaining broadcasts.
Depending on TCM configuration and transmission
hardware, this indicator may be activated by: Even if prognostics are disabled, the Transmission
Service Indicator function may still be triggered by
— transmission prognostic functions; Oil Life, Filter
TM J1939-based AFRI or DCE functions, or GPI F
Life and / or Transmission Health Monitor .
(AUXILIARY FUNCTION RANGE INHIBIT – DUAL
Once maintenance is performed, most monitors INPUT).
can be reset via J1939 command or an Allison
J1939-based shift selector. Monitors associated
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[15090] PROGNOSTICS: Allow Reset via J1939 — DM1 Suspect Parameter Number,
Command — DM1 Amber Warning Lamp Status, and
Must be set to YES if the OEM wants to reset any — DM1 Failure Mode Identifier
prognostics via J1939 RESET.
NOTE: Specific data values conveyed in
[30015] J1939 BROADCAST: DM1 these three parameters are directly tied to
Must be set to ENABLED if DM1 is used to satisfy the J1939 activation of the Transmission
function requirements. Service Indicator.
[30530] J1939 BROADCAST: TRF2 Transmission
Oil Filter Restriction Switch Amber Warning Lamp Status alone cannot be used
to activate the Transmission Service Indicator; the
May be set to DISABLED if the implementation does content of all three DM1 parameters must be
not need this information. considered.
[30540] J1939 BROADCAST: TRF2 Transmission Other SPN, Amber Warning Lamp Status and FMI
Oil Life Remaining combinations may define other Allison indications or
May be set to DISABLED if the implementation does fault conditions. Users should not assume that any
not need this information. other combinations of SPN, Amber Warning Lamp
Status, and FMI values from SA 03 are indicative of
B.4.65.3.1. VEPS / ACCT Trims a Transmission Service indication.
While not directly applicable to the J1939 Interface,
other prognostics trims include: B.4.65.4.3. Optional Data Available for Display
These optional parameters are available for display
— [15020] PROGNOSTICS: Transmission Fluid at the discretion of the vehicle manufacturer. For
Type example, an interactive text display may allow the
operator to check the remaining oil life. When their
— [15060] PROGNOSTICS: Allow Enable/Disable
related prognostics logic is enabled, the TCM
via Shift Selector Sequence
continually broadcasts the following:
— [15080] PROGNOSTICS: Allow Reset via Shift (V)
Selector Sequence TRF2 Transmission Oil Filter Restriction Switch
indicates if the transmission oil filter is clogged and
— [15100] PROGNOSTICS: Allow TES Oil Type in need of replacement. 3000/4000 Series set this
Change via Shift Selector Sequence parameter based on a physical pressure switch,
while 1000/2000 Series and TC10 applications set
B.4.65.4. J1939 PARAMETER AND SA USE this parameter based on a calculated filter life.
Indicator control requirements vary based on the
implementation method chosen. Commands used Deficiency in B/C141 Software Release
to reset the indications are independent of indicator When prognostics are disabled, the TCM continues
control implementation. Parameters marked (V) can to broadcast TRF2 Transmission Oil Filter
be enabled or disabled via VEPS. Restriction Switch with a value of 00b; it should
indicate 11b (Not Available). This will be fixed in an
B.4.65.4.1. ETC7 Trigger – Required Support upcoming software release. In the meantime, OEMs
When triggering this indicator via J1939 discrete may opt to disable broadcast of this parameter in
parameter, the lamp controller is required to receive non-prognostics applications if it creates any issues.
ETC7 Transmission Service Indicator from SA 03 (V)
(Transmission #1). TRF2 Transmission Oil Life Remaining indicates
how much useful oil life remains, expressed as a
percentage from 0 – 100%.
NOTE: While the ETC7 trigger can be
used to activate a generic AWL and text B.4.65.4.4. Options for Resetting Maintenance-
display, it is recommended for use with Related Indications
discrete lamp implementations. Transmission service indications activated due to
input function problems are self-clearing; they will
B.4.65.4.2. DM1 Trigger – Required Support deactivate when the input issue has been resolved.
When triggering this indicator via DM1, the display However, when transmission maintenance has been
controller is required to receive ALL of the following performed, TCM monitor logic must be reset. If not
from SA 03 (Transmission #1): reset, the indicator will provide false indications.
th
NOTE: 3000/4000 Series use a differential ISO “Service Transmission” Symbol
pressure sensor to determine when filter The symbol design shown here is
life has expired, while 1000/2000 Series consistent with ISO conventions and is
and TC10 filter life is based on recognizable as being related to
transmission duty cycle. “transmission” and “service”
indications. This symbol has been
As a result, the 3000/4000 Series Filter Life proposed for inclusion in ISO 2575: “Road vehicles –
Monitor does not require resetting; it resets Symbols for controls, indicators and tell-tales”.
itself when the pressure sensor determines Association with the transmission is implied, so no
that the restricted filter has been replaced. accompanying text is required.
ISO “Service” Symbol

All maintenance-related indications may be reset via
®
Allison DOC . If enabled via VEPS, the Oil Life As seen on Allison shift selectors with
Monitor (all products) and Filter Life Monitor built-in displays, ISO symbol X.07 may
(1000/2000 Series and TC10 only) may also be also convey a “Service Transmission”
reset via the J1939 RESET message or via an condition. Due to its generic nature,
Allison shift selector sequence. its association with the transmission
must be made either through placement (such as on
To use the J1939 reset capability, RESET Service the shift selector or shift console) or by description
Component Identification and Acknowledgment on an accompanying text display.
message support is required. See NORMAL
OPERATION for parameter content requirements. Lamp Control
RESET is accepted from any SA. The lamp controller is required to illuminate or flash
the Transmission Service Indicator as directed by
B.4.65.5. DRIVER INTERFACE ETC7 Transmission Service Indicator. A flash rate
The indicator is supplied and installed by the vehicle of 1 to 3 Hz with a 50% duty cycle is recommended.
builder, and is required to be: See NORMAL OPERATION for specific activation
and deactivation criteria.
— in the normal forward field of view of the vehicle
operator (preferred), or readily viewable as part of B.4.65.5.2. Text Displays
the shift selector assembly. While a dedicated lamp or icon is preferred, a driver
— clearly visible from both operator stations in dual warning and stop lamps is acceptable. In these
selector applications (may require two indicators). implementations, the lamps convey issue severity to
the operator, while the text display provides more
— clearly visible under all vehicle lighting conditions, specific information based on DM1 SPN and FMI
both daytime and nighttime. data.
Acceptable interface options are discussed below. Dynamically configurable display systems may
For other potential implementations, please contact change visible information based on operating
your Allison Application Engineer. conditions or driver selection.
B.4.65.5.1. Dedicated Lamp or Icon Text Content
Dedicated lamps may use a text designation, ISO Use of the text strings described under NORMAL
symbol, or combination of both. Regardless, lamp OPERATION is required unless alternative text is
color is required to be green, as this conveys a non- approved by Allison Application Engineering.
mission critical situation that does not require the
vehicle to be put out of service. Text Prioritization during Simultaneous Red Stop
Lamp & Amber Warning Lamp Events
Approved Text When multiple generic lamps are employed, it is
A plain lamp with appropriate wording for the country possible for both the RLS (Red Stop Lamp) and
of vehicle operation is acceptable. For North AWL (Amber Warning Lamp) to be illuminated at the
America, “SERVICE TRANSMISSION” or “SERVICE same time. Per SAE J1939-73, the RSL is higher
TRANS” are suggested. Other wording may be priority:
acceptable upon review of an Allison Application
Engineer. — An RSL indicates a problem severe enough to
warrant stopping the vehicle.

the vehicle need not be immediately stopped.
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When text display capacity is limited, it is acceptable NOTE: The TCM does not broadcast a
that Transmission Service Indicator text is not visible DM1 “bulb check” message at power-up.
when the RSL is lit. The Transmission Service There is no DM1 content that allows a
Indicator text should be out-prioritized by text linked receiver to distinguish a momentary “bulb
to the RSL. However, the display system is required check” from an actual diagnostic report.
to allow the operator to “scroll through” items
associated with the lamps such that the The TCM also does not send a “bulb
Transmission Service Indicator can be read. check” in Transmission Service Indicator at
power-up; it is set to 00b.
Text Prioritization during Simultaneous Amber
Warning Lamp Events
Allison recommends lamps or indicators remain on
When a generic AWL is employed, multiple events
for 2 seconds during the check. Slightly longer or
may simultaneously cause it to illuminate.
B.4.65.5.4.
Optional Communication Failure
that Transmission Service Indicator text is not
Indication
immediately visible when the AWL is lit due to these
multiple situations. Again, the display system is See VEHICLE SYSTEM FAILURE MODES AND
required to allow the operator to “scroll through” OPTIONAL RESPONSES.
items associated with the lamp such that the
Transmission Service Indicator can be read.
RESTRICTIONS
In this situation, the operator knows an issue exists, NOTE: Since the Transmission Service
but may not know that it is transmission-related until Indicator function can signal situations
the text is scrolled through. other than those for prognostics-related
maintenance, reception of valid ETC7
Text Suppression Transmission Service Indicator data (00b
In some applications, Allison indicator text may or 01b) cannot be used to determine if
appear in a display area normally used to convey prognostics are enabled in a given
other operator information. In these cases it is application.
acceptable to employ an operator input (e.g. button
B.4.65.7. DIFFERENCES BETWEEEN ETC7
so normal display operation may resume.
PARAMETER AND DM1 CONTENT
The suppression may only exist for the current key DM1 simply indicates that transmission service
switch cycle; i.e. if the key switch is cycled, the condition(s) exist per the SPN / FMI combinations
Allison indicator text is required to reappear if active. broadcast. ETC7 Transmission Service Indicator
The operator may then opt to suppress the text for indicates:
that drive cycle.
— a transmission service condition exists, by
The key points are that (a) the vehicle operator must activating for a period of time after Drive is first
recognize and take physical action to suppress the selected.
indicator, and (b) the operator is informed of any
active indications again at the next key switch cycle. Short-duration activation signifies transmission oil
life has expired or is near expiration, while
B.4.65.5.3. Bulb Checks continuous activation signifies that either a
The display controller is responsible for performing consumable transmission component (e.g. clutch
any bulb or display checks at the beginning of each plates) requires service, or a non-mission critical
switch cycle. function input needs repair.
Allison selectors illuminate the Transmission Service A flashing indication signifies that the transmission
Indicator as part of their normal power-up sequence. oil filter is restricted and needs to be replaced.
— a successful request to change oil type, via a brief

activation after processing the request.
— a successful prognostics enable / disable request,

via a brief activation after processing the request.
— a successful prognostic monitor reset request, via

a brief activation after processing the request.
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— that prognostics are enabled on a given vehicle, only equipped with a text display, then only the Text
via a 3-second activation at each key-on event. Display Control requirements must be met.
B.4.65.8. NORMAL OPERATION AWL Control

Depending on the severity of the service need, the
B.4.65.8.1. ETC7 Trigger – Required Support AWL may or may not be activated for any given
Allison service indication.
Activating the Indicator
The lamp controller is required to illuminate the In systems utilizing a generic amber lamp, the
Transmission Service Indicator when it receives an display controller is required to illuminate the AWL
ETC7 Transmission Service Indicator value of 01b, any time it receives DM1 from SA 03 (Transmission
and flash the indicator when it receives 10b. #1) with Amber Warning Lamp Status = 01b (On).
When Amber Warning Lamp Status = 00b (off), the

TCM no longer requires the lamp to be illuminated.
However, it may remain illuminated due to
commands from other J1939 network devices.
Text Display Control

Per each DM1 Suspect Parameter Number, the text
display is required to convey the following text:
SPN Acceptable Text

4177 .................................. TRANS OIL LIFE
3359 .................................. TRANS OIL FILTER
4178 .................................. TRANS SERVICE
Other text may be acceptable upon review by Allison

Application Engineering.
If the display controller has been receiving one of

the above SPNs, and subsequently receives a DM1
from SA 03 without that SPN, the corresponding text
RESPONSE TO ETC7 TRANSMISSION SERVICE shall be removed from the display.
INDICATOR TRIGGER
In addition, the display may choose to show the
Deactivating the Indicator corresponding SPN number and associated FMI
If the lamp controller has been receiving an active value. See DM1 under the J1939 MESSAGE AND
indication as described above, and subsequently PARAMETER USE section for Examples of DM1
receives an ETC7 Transmission Service Indicator Content.
value of 00b, then the lamp controller can assume
the Transmission Service Indicator is no longer
active, and the indication shall be turned off.

In generic lamp and text display applications, DM1
Amber Warning Lamp Status driving the generic
yellow lamp and DM1 Suspect Parameter Number
drives the text display content. Allison does not use
the DM1 RSL parameter.
While the dedicated lamp or icon implementation

relies on the lamp state (solid or flashing) to convey
service needs, the generic lamp implementation
conveys this information via DM1 SPN.
AWL control requirements are only applicable to

systems with a generic amber lamp. If the vehicle is
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B.4.65.9. VEHICLE SYSTEM FAILURE MODES
AND OPTIONAL RESPONSES

The display controller may be powered down
(intermittent power source) while an active indication
is present.
Regardless, Allison recommends that the display

when it reinitializes. If the issue is still active when
power returns, TCM broadcast data will reflect this
and only then should the display controller reactivate
the indicator.
This recommendation is based on the fact that some

Allison indications self-clear during a power cycle.
B.4.65.10. TCM FAILURE MODES AND

RESPONSES
B.4.65.10.1. Failure to Attend to a Service

Condition
Failure to attend to the service condition and reset
the Transmission Service Indicator within a defined
operating period will result in a Check Trans
indication. This conveys the increased probability of
the service need developing into a more serious
RESPONSE TO DM1 TRANSMISSION SERVICE condition.
INDICATIONS
B.4.65.10.2. Premature Reset of Oil Life Monitor
B.4.65.8.3. Resetting the Indicator If the Oil Life Monitor is attempted to be reset too
To reset the Oil Life Monitor via J1939, a RESET soon after previously being reset, the TCM will
Service Component Identification value of 37 is NACK the J1939 RESET request.
required to be sent to DA 03 (Transmission #1). The
RESET message may use any source address.
To reset a 1000/2000 Series or TC10 Filter Life

Monitor via J1939, a RESET Service Component
Identification value of 39 is required to be sent to DA
03 (Transmission #1).
The 3000/4000 Series Filter Life Monitor will reset

automatically when the control main fluid filter has
been changed and the pressure drop across the
filter no longer exceeds the threshold value.
When the TCM processes a request, positive

acknowledgement is sent via PGN 59392 –
Acknowledgment. If the TCM rejects a request, a
negative acknowledgement is broadcast.
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B.4.66. VEHICLE ACCELERATION RATE B.4.66.4. J1939 PARAMETER AND SA USE
LIMITING Items marked (V) can be modified via VEPS.
Parameters may be enabled or disabled and SAs
WARNING: The following sections may be set to an OEM-specified value.
(V)
configuration(s) described. SA 00 (Engine #1) is required to provide both:
Implementations or use of this feature (V)
which differ from that described could — EEC2 Vehicle Acceleration Rate Limit Status
— EEC2 Engine Percent Load at Current Speed.
Allison Transmission is not liable for Allison recommends Vehicle Acceleration Limit
consequences associated with Status indicate 01b (Limit active) if the “vehicle
incorrect implementation or unintended acceleration limit – percent torque” (as calculated
use of this feature. internally by the engine controller) is less than EEC1
Drivers Demand Engine – Percent Torque.
B.4.66.1. OVERVIEW Per SAE, emission control limits should not be
The Vehicle Acceleration Rate Limiting function considered when calculating Vehicle Acceleration
involves an engine controller restricting the Limit Status. Also, no additional filtering or de-
acceleration rate of the vehicle due to end-user bouncing is desired in the calculation.
concerns such as fuel economy and tire life.
NOTE: Do not confuse this function with 3000/4000 Series TCMs also broadcast ETC1
the Allison ENGINE MANAGEMENT – Transmission Torque Converter Lock-Up Transition
(V)
ARM function, where the TCM restricts in Process from SA 03 (Transmission #1) for
vehicle acceleration via TSC1 commands optional use by the acceleration rate limiting system.
to the engine.
RESTRICTIONS
When the engine is actively restricting acceleration,
Due to the potential impacts on vehicle drivability
accelerator pedal position is no longer
and shift quality, Allison Application Engineering
representative of operator input or engine load. If a
review is required before this function may be
vehicle employs acceleration rate limiting, the TCM
implemented by an engine manufacturer.
MUST know when it is active for proper shift
modulation and clutch control. B.4.66.6. NORMAL OPERATION
B.4.66.2. AVAILABILITY When Vehicle Acceleration Limit Status is 01b (Limit
active), shift points are scheduled based on EEC2
Engine Percent Load at Current Speed rather than
1000/2000 Series applications, and optional in
EEC2 Accelerator Pedal Position. Shift timing may
3000/4000 Series, H3000 and TC10 applications
be modified to prevent shift cycling when the TCM
pending Allison Application Engineering review.
senses rapidly changing Engine Percent Load at
B.4.66.3. CONFIGURATION (VEPS / ACCT) Current Speed.
[18010] ON-VEHICLE PROTOCOL: CAN1 In non-SEM applications, Engine Percent Load at

[18020] ON-VEHICLE PROTOCOL: CAN2 Current Speed will also be used in estimating torque
for clutch control when Vehicle Acceleration Limit
Parameters are only received on the CAN port set to Status is active.
[2800] J1939 RECEPTION: EEC2 Vehicle
Acceleration Rate Limit Status If an engine is limiting acceleration rate but does not
support EEC2 Vehicle Acceleration Limit Status,
hanging shifts and poor shift quality may result. No
[30160] J1939 BROADCAST: ETC1 Transmission DTCs are logged.
Torque Converter Lock-Up Transition in Process
Must be set to ENABLED if required by the
component controlling vehicle acceleration (the
engine).
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B.4.66.8. INSTALLATION CHECKLIST: VEHICLE
ACCELERATION RATE LIMITING

 Are the required parameters supported from SA

00 or the SA specified via VEPS?
 When the engine controller is specifically limiting

vehicle acceleration (as a customer-desired
feature), is Vehicle Acceleration Rate Limit
Status correctly set to 01b (Limit active)?
 Has an Allison Application Engineer successfully

completed the “Transmission Integration with
Vehicle Acceleration Rate Management”
verification test plan?
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B.5. J1939 MESSAGE & PARAMETER USE
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Allison 5 Generation Controls may broadcast or receive the following J1939 messages (PGNs) and parameters
(SPNs). Actual support is determined as discussed under FACTORS DETERMINING COMMUNICATION
SUPPORT. For received parameters, see the individual functions for their source address requirements.
B.5.1. PGN 0 – TORQUE / SPEED B.5.1.1. TCM MESSAGE BROADCAST

CONTROL 1 (TSC1) NEW TO THIS PUBLICATION: Previous
2014 publications incorrectly indicated that
SAE Excerpt: 1000/2000 Series SEM applications would
Transmission Repetition Rate: To engine: Control issue TSC1 speed commands during
purpose dependent or 10 ms. To retarder: 50 Neutral Tracking Shifts. This TSC1
ms. functionality was actually disabled
beginning with B134 software in 2013.
Data Length ............................................... 8 bytes
PDU Format .........................................................0
PDU Specific .....................................................DA NEW TO THIS PUBLICATION: Previous
Default Priority .....................................................3 publications failed to indicate that Engine
PGN ........................................................... 0 (0x0) Requested Torque (Fractional) broadcast
has been supported since the introduction
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NOTE – Retarder may be disabled by of Allison 5 Gen Controls.
commanding a torque limit of 0%. Use of the
limit mode allows the use of the retarder only up
to the limit specified in the request. This can be NEW FOR B/C142 & D141 RELEASES:
used to permit retarding of up to 50%, for Previous publications failed to indicate that
example, if that limit is required by some device B/C141 and D134 software releases
such as an EBS, or it can disable the use of the included new TSC1 functionality. In LRTP
retarder by others, as when an ABS controller applications, the TCM would issue torque
detects wheel slip. limits to minimize rapid increases in engine
torque. With the exception of some natural
Note that the 10 ms transmission repetition rate gas application VMCs, this functionality
is intended for temporary powertrain control (P32 has been disabled in B/C142 and D141
of SPN 3350). Slower transmission rates (for software.
control purposes P1 through P31 of SPN 3350)
may be supported for longer duration control. TSC1 messages and parameters marked  may be
broadcast from SA 03 and sent to:
Byte Bit Content
— SA 00 (Engine #1)
1 6,5 Override Control Mode Priority  
— SA 41 (Retarder, Exhaust, Engine #1)
4,3 Engine Requested Speed Control
— SA 15 (Retarder, Engine)
Conditions 
2,1 Engine Override Control Mode   See the TSC1 BROADCAST SUMMARY table for
2-3 Engine Requested Speed / Speed Limit  specific engine control uses. Garage Shift Abuse
Protection and Engine Brake Interface TSC1 logic
4 Engine Requested Torque / are always enabled; all other TSC1 functionality
Torque Limit   requires a compatible engine to be selected in VEPS
5 8-4 TSC1 Control Purpose option ENGINE MAKE AND MODEL.
3-1 TSC1 Transmission Rate
TSC1 Engine Requested Speed / Speed Limit and
6 8-5 Undefined Engine Requested Torque / Torque Limit values
4-1 Engine Requested Torque (Fractional) vary as needed. All TSC1 commands are sent with
 Override Control Mode Priority = 10b (Medium).
7 Undefined See the TSC1 BROADCAST SUMMARY table for
the TSC1 Engine Override Control Mode and Engine
8 8-5 Message Checksum Requested Speed Control Conditions values used.
4-1 Message Counter
At the end of each TSC1 control sequence, a single
TSC1 message is broadcast with Engine Override
Control Mode = 00b (Override Disabled).
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B.5.1.2. TCM MESSAGE RECEPTION be used for RETARDER CONTROL. Multiple
The TCM receives TSC1 messages sent to DA 16 source addresses are supported.
(Retarder – Driveline). Parameters marked  may
B.5.1.3. TSC1 BROADCAST SUMMARY (2014)
Speed Ctrl
Condition
TSC1 Functionality
(4)
Control
1K / 2K
3K / 4K
H3000
Mode
TC10
The following functions will issue TSC1s
from SA 03 to SA 00: TSC1 Event Duration
(1)
Garage Shift Abuse Protection     SL 10b Typically 700 ms; maximum of 3 s.
(1) (2)
ENGINE BRAKE INTERFACE  -- --  TC 10b Typically 700 ms; maximum of 2 s.
ENGINE MANAGEMENT – SHIFT ENERGY

(3)
MANAGEMENT (SEM)
Closed-Throttle Downshifts     TL 10b Ranges from 600 ms to 3 s.
Converter Stall Abuse Protection  -- -- -- TL 10b Indefinite.
Garage Shift Abuse Protection     TL 10b Typically 700 ms; maximum of 3 s.
Throttle Tip-In     TL,SL 10b Typically 1 s; maximum of 3 s.
Component Over-Speed Protection     SL 10b Indefinite.
Transmission Cooling Assistance     TL 10b Typically 10-20 s, possibly longer.
Upshifts & Power Downshifts     TL 10b Typically 700 ms; maximum of 2 s.
ENGINE MANAGEMENT – LOWER

(3)     TL 10b Indefinite.
RANGE TORQUE PROTECTION (LRTP)
ENGINE MANAGEMENT – LOW SPEED

(V) --   -- TL 10b Typically 10-20 s, possibly longer.
GRADE ASSIST (LSGA)
ENGINE MANAGEMENT – NEUTRAL-TO-

(V)     TL 10b Maximum of 3 s.
RANGE ASSIST (NRA)
ENGINE MANAGEMENT – OUTPUT

(V)     TL 10b Indefinite.
TORQUE LIMITING (OTL)
ENGINE MANAGEMENT – PTO TORQUE

(V)     TL 10b Indefinite.
LIMITING (PTL)
ENGINE MANAGEMENT –
ACCELERATION RATE MANAGEMENT     TL 10b Indefinite.
(V)
(ARM)
(1)
Functionality enabled in applications, regardless of VEPS ENGINE MAKE AND MODEL selection.
(2)
TSC1s are broadcast regardless as to whether engine brake implementation is via GPIO or datalink.
(3)
Function is automatically enabled based on the ENGINE MAKE AND MODEL answer chosen in VEPS.
(4)
SL = Speed Limit, SC = Speed Control, TL = Torque Limit, and TC = Torque Control.
(V)
Function enabled via VEPS answer. Only available with compatible ENGINE MAKE AND MODEL.
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B.5.1.4. SPN 897– OVERRIDE CONTROL during speed control. The four characteristics
MODE PRIORITY defined are:
SAE Excerpt: This field is used as an input to the
engine or retarder to determine the priority of the 00b Transient optimized for driveline disengaged
Override Control Mode received in the Torque / and non-lockup conditions
Speed Control message (see PGN 0). The default
is 11 (Low priority). It is not required to use the same 01b Stability optimized for driveline disengaged
priority during the entire override function. For and non-lockup conditions
example, the transmission can use priority 01 (High
10b Stability optimized for driveline engaged
priority) during a shift, but can set the priority to 11
and/or lockup condition 1 (e.g. vehicle
(Low priority) at the end of the shift to allow traction
driveline)
control to also interact with the torque limit of the
engine. 11b Stability optimized for driveline engaged
and/or lockup condition 2 (e.g. PTO driveline)
The four priority levels defined are:
00b – This speed governor gain selection is adjusted
00b Highest priority
to provide rapid transition between speed set points.
01b High priority
RPM overshoot and undershoot may be greater than
10b Medium priority
what is seen when the “speed control characteristic”
11b Low priority
is set to be stability optimized.
00b – Highest Priority = Used for situations that
01b – This control condition has been optimized to
require immediate action by the receiving device in
minimize rpm overshoot and undershoot given an
order to provide safe vehicle operation (i.e., braking
expected plant consisting of the engine and its
systems). This level of priority should only be used in
accessory loads. This gain adjustment is not
safety critical conditions.
intended to compensate for driveline characteristics.
This characteristic is most appropriate when no
01b – High Priority = Used for control situations that
require prompt action in order to provide safe vehicle driveline is connected.
operation. An example is when the transmission is
10b – This control condition has been optimized to
performing a shift and requires control of the engine
minimize rpm overshoot and undershoot given a
in order to control driveline reengagement.
more complex plant. For instance, the more complex
10b – Medium Priority = Used for powertrain control plant would contain the engine, its accessory loads
operations which are related to assuring that the and the driveline characteristics. As an example,
vehicle is in a stable operating condition. An the driveline characteristics might include the
example is when the traction control system is effective spring mass relationship of pumps, tires,
commanding the engine in order to achieve traction clutches, axles, driveshafts, and multiple gear ratios.
stability. This characteristic is most appropriate when a
driveline is engaged.
11b – Low Priority = Used to indicate that the
associated command desires powertrain control but 11b – This speed control characteristic is available
is needed for function which improves the driver for applications requiring compensation for more
comfort which may be overridden by other devices. than one driveline characteristic. It has been
An example is cruise control or the non-critical part optimized to minimize rpm overshoot and
of a transmission shift to a new gear. undershoot given a more complex plant of the
second variety. This more complex plant would
B.5.1.4.1. TCM Parameter Broadcast again contain the engine, its accessory loads and a
second driveline characteristic unique from the one
All TCM TSC1 broadcasts use an Engine Override
described in speed control characteristic 10b.
Control Mode Priority of 10b (Medium).
B.5.1.5.1. TCM Parameter Broadcast
B.5.1.4.2. TCM Parameter Reception
All TCM TSC1 broadcasts use values 01b or 10b,
Used by Allison retarder applications for TSC1
depending on the driveline state when the message
command arbitration.
is issued. See summary table above.
B.5.1.5. SPN 696 – ENGINE REQUESTED
SPEED CONTROL CONDITIONS
The TCM ignores the value in this parameter.
SAE Excerpt: This mode tells the engine control
system the governor characteristics that are desired
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B.5.1.6. SPN 695 – ENGINE OVERRIDE on a first come, first served basis. The torque
CONTROL MODE limit will be a “lowest wins” selection (e.g., if one
SAE Excerpt: The override control mode defines device commands 60% limit and another 80%
which sort of control command is used. limit, then the engine will limit torque to 60%).
00b Override disabled – Disable any existing (See J1939-71 Figure SPN695_A for a flowchart of
control commanded by the source of this the torque/speed control priority selection logic.)
command.
01b Speed control – Govern speed to the included All modes are used. See summary table above.
“desired speed” value.
10b Torque control – Control torque to the included Allison retarder applications use this parameter for
“desired torque” value. TSC1 command arbitration. Modes 00b (Override
Disabled), 10b (Torque Control), and 11b (Torque
11b Speed/torque limit control – Limit speed and/or Limit) are supported.
torque based on the included limit values. The
speed limit governor is a droop governor B.5.1.7. SPN 898 – ENGINE REQUESTED
where the speed limit value defines the speed SPEED / SPEED LIMIT
at the maximum torque available during this SAE Excerpt: Parameter provided to the engine
operation. from external sources in the torque / speed control
message. This is the engine speed which the
If a device wants to know whether it has access to
engine is expected to operate at if the speed control
the engine, there are several possibilities:
mode is active or the engine speed which the engine
a. Comparing its command with the actual engine is not expected to exceed if the speed limit mode is
broadcasts. active.
b. Looking at command modes from other devices. Data Length: 2 bytes

Resolution: 0.125 rpm per bit gain, 0 rpm offset
c. Looking to the engine and retarder torque mode. Data Range: 0 to 8031.875 rpm
Remarks: B.5.1.7.1. TCM Parameter Broadcast

See summary table above.
a. The realization of a torque limit (minimum
selection) is possible by setting the speed limit B.5.1.7.2. TCM Parameter Reception
to a high value (0xFAFF). Allison retarders do not support requested speed or
speed limits; parameter is ignored by the TCM.
b. The realization of a speed limit (minimum
selection) is possible by setting the torque limit
to a high value (0xFA).
c. Limiting the retarder torque means to limit the

magnitude of the torque request. As the brake
torque is represented by negative torque values,
the limitation must be done by a maximum
selection of the requested torque and the
retarder internal torque signals.
d. For torque increasing functions, time limits for

the torque or speed value (command) and the
direct modes are desirable.
e. The selection of which device has control of the

engine's speed or torque depends on the
override mode priority (see SPN 897) with the
highest priority device gaining control. In the
case of two devices with identical priority, the
engine responds to speed/torque control
commands over speed/torque limit commands
and will act on the speed or torque commands
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B.5.1.8. SPN 518 – ENGINE REQUESTED B.5.1.9. SPN 4191 – ENGINE REQUESTED
TORQUE / TORQUE LIMIT TORQUE (FRACTIONAL)
SAE Excerpt: Parameter provided to the engine or SAE Excerpt: This parameter displays an additional
retarder in the torque/speed control message for torque in percent of the reference engine torque.
controlling or limiting the output torque.
When the MSB is set to 1, this parameter is not
Requested torque to the engine is measured in available. When the MSB is set to 0, bits 1 to 3
indicated torque as a percentage of reference indicate the desired torque with resolution of
engine torque (see the engine configuration 0.125%/bit . Range is from 0 to 0.875% of reference
message, PGN 65251). This is the engine torque at torque.
which the engine is expected to operate if the torque
control mode is active or the engine torque which The parameter is used in combination with SPN 518
the engine is not expected to exceed if the torque Engine Requested Torque/Torque Limit. The
limit mode is active. resulting torque/torque limit will be calculated by
adding these two parameters.
Zero torque can be requested which implies zero
fuel and, according to Figures SPN512_A and Validity of Engine Requested Torque High Res has
SPN512_B, the engine will not be allowed to stall. no effect on SPN 518.
The actual engine percent torque (SPN 513) should
be zero and the engine should decelerate until the Additional torque representations:
low idle governor kicks in, at which time the actual
engine percent torque will be calculated as shown in 0000 = +0.000%
Figures SPN512_A and SPN512_B and the engine 0001 = +0.125%
torque mode bits (SPN 899) should be equal to :
0000b – Low Idle Governor. 0111 = +0.875%
1000 - 1111 = not available
Requested torque to the retarder is measured in
indicated torque as a percentage of Retarder For example, if SPN 518 = 150 (or 25%) and this
Reference Torque (see the retarder configuration parameter is 0100, the torque would be 25.5%.
message, PGN 65249). The logic used in enabling
or disabling the retarder is based on the override If SPN 518 = 175 (or 50%) and this parameter is
control mode priority bits (SPN 897). 0001, the torque would be 50.125%
A zero torque request to the retarder is a disable If SPN 518 = 175 (or 50%) and this parameter is
request, and is used by a J1939 node to prevent the 1111, the torque would remain 50% (no high
retarder from being activated by other combinations resolution available)
of inputs outside of J1939 commands. The Torque
Limit Mode is commonly used for this purpose. Data Length: 4 bits
Resolution: 0.125% per bit gain, 0 offset
Data Length: 1 byte Data Range: -125% to 125%
Resolution: 1% per bit gain, -125 offset Operating Range: 0 to 0.875%
Data Range: -125% to 125%
Operating Range: 0 to 125% engine torque B.5.1.9.1. TCM Parameter Broadcast
requests, -125% to 0% for Parameter is always populated during TCM TSC1
retarder torque requests broadcasts. TSC1 messages with Engine Override
Control Mode = 00b (Override Disabled) will have
B.5.1.8.1. TCM Parameter Broadcast this parameter set to 125%.
See summary table above. TSC1 messages with an
Engine Override Control Mode of 00b (Override B.5.1.9.2. TCM Parameter Reception
Disabled) will have this parameter set to 125%. Parameter is not supported.

Allison retarder applications respond to both torque
commands and torque limits.
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B.5.2. PGN 256 – TRANSMISSION B.5.2.3. SPN 4242 – TRANSMISSION REVERSE
CONTROL 1 (TC1) GEAR SHIFT INHIBIT REQUEST
SAE Excerpt: Allows devices external to the normal
SAE Excerpt: Transmission Repetition Rate: transmission shift selector system to request the
When active; 50ms to transmission and axles. transmission to inhibit shifts into to any Reverse gear
and force the transmission into Neutral if it is
Data Length ............................................... 8 bytes currently in Reverse or attempting to shift to
PDU Format .........................................................1 Reverse. These transmission responses occur
PDU Specific ..........................Destination address regardless of shift selector (Forward, Neutral or
Default Priority .....................................................3 Reverse) position at the time the request is received.
PGN ................................................. 256 (0x0100)
This request would typically come from a component
wishing to override the vehicle operator’s ability to
Byte Bit Content
shift or keep the transmission in Reverse. For
1 8,7 Transmission Reverse Gear Shift example, the control system of a rear-loading refuse
Inhibit  packer may wish to prevent shifts to reverse when it
6,5 Disengage Driveline Request detects the presence of someone behind the
4,3 Transmission Torque Converter vehicle.
Lockup Disable Request
2,1 Transmission Gear Shift Inhibit Reverse gear shift inhibits include all “Neutral-to-
Request Reverse” shifts and “Forward-to-Reverse” shifts; the
ability of the transmission to complete “Neutral-to-
2 Requested Percent Clutch Slip Forward” or “Forward-to-Forward” gear shifts is not
3 Transmission Requested Gear   impacted.
: If the transmission is in Reverse or attempting to
6 8,7 Transmission Mode 4   shift to Reverse and receives an active Reverse
6,5 Transmission Mode 3  gear shift inhibit request (01b), the transmission will
4,3 Transmission Mode 2  shift to Neutral. When the request subsequently
2,1 Transmission Mode 1 goes inactive (00b), the transmission will remain in
Neutral until it receives a selector input from the
7 8,7 Transmission Shift Selector Display vehicle operator requesting it to shift into a Non-
Mode Switch   Neutral gear. The transmission should not
6-3 Transmission Requested Launch Gear automatically return to the previous gear when this
 signal goes inactive.
8 8,7 Transmission Mode 8
6,5 Transmission Mode 7 Transmission response to this request can be
monitored via SPN 4261 – Transmission Reverse
4,3 Transmission Mode 6
Gear Shift Inhibit Status, SPN 523 Transmission
2,1 Transmission Mode 5
Current Gear, and SPN 524 Transmission Selected
Gear.
B.5.2.1. SELECTOR MESSAGE BROADCAST
Parameters marked  may be broadcast, resulting 00b Allow shifts into Reverse gear
in CAN identifiers: 01b Inhibit shifts into Reverse gear, and shift
transmission to Neutral if already in Reverse or
attempting to shift to Reverse
SA DA Priority CAN Identifier 10b Reserved
05 03 3 0x0C010305 11b Take no action
06 03 3 0x0C010306
See REVERSE INHIBIT WITH PRESELECT
In Allison dual selector applications, TC1 broadcast REQUEST.
from the inactive selector is slowed to 500 ms for
use as a heartbeat, and to reduce bus loading. B.5.2.4. SPN 525 – TRANSMISSION
REQUESTED GEAR
B.5.2.2. TCM MESSAGE RECEPTION SAE Excerpt: Gear requested by the operator,
Parameters marked  may be used by the TCM. ABS, or engine.
Negative values are reverse gears, positive values

are forward gears, zero is neutral, parameter specific
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indicators as listed below. Parameter specific values operator to reselect “Drive” after the inhibit
for this parameter are as follows: [See Allison conditions pass in order for the transmission ECU to
functions for supported PSIs.] honor the request.
Forward selector position from drive (0xF5 to Position unknown and/or no buttons pressed
0xEF) – Indicates shift selector position in reference (0xE0) – A push-button style shift selector with
to the “Drive” position on the selector. It is possible momentary contact buttons may send this indicator
that the shift selector software may not know the after initialization before any buttons are pressed, or
number of forward ranges. The shift selector may before the transmission ECU determines and
identify the position selected by the operator while communicates the initial selection. This indicator
the transmission ECU determines what range or could also be sent between button presses as an
gear that represents. If there is a digital display, the alternative to sending the last button press.
transmission ECU would communicate what is to be
displayed via another message such as ETC#2 or Data Length: 1 byte
ETC#7. Resolution: 1 gear value/bit, -125 Offset
Data Range: -125 to 125
For example: Consider a vehicle with a 5-speed Operational Range: -64 to 64
automatic transmission with the shift lever on the
column. Suppose that shift selector has a limited B.5.2.4.1. Selector Broadcast / TCM
number of positions, such that having positions for Parameter Reception
D-4-3-2-1 is not an option. For this example, Broadcast by Allison J1939-based shift selectors.
assume there are only have enough lever positions For PSI and parameter value support, see functions:
for D-3-2-1. Pulling the lever into "D" will put the
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transmission in 5 (highest gear). It is desired that SHIFT ACTUATOR SYSTEM W/ALLISON
pulling the lever to the physical “3” position will limit SELECTOR: 1000/2000 SERIES
the transmission to a maximum range of 3rd gear.
SHIFT SELECTORS, ALLISON: 3000/4000
When the selector is pulled down into "3", the shifter SERIES, H3000 & TC10
selector itself has no way of correlating this physical
lever position to the desired gear; it would have to B.5.2.4.2. TCM Parameter Reception
be calibrated with software to tell it this information. See functions PRESELECT REQUEST INPUT and
If not calibrated, the shift selector cannot directly RANGE SELECTION MODE.
command the transmission to go to 3rd gear; it only
knows it's one notch below drive. B.5.2.5. SPN 1855 – TRANSMISSION MODE 4
SAE Excerpt: Indicates whether transmission mode
However, if "D-1" (lever position, as opposed to #4 is enabled. Modes are manufacturer specific and
desired gear) is broadcast by the selector, the are not necessarily mutually exclusive. See also
transmission ECU can receive this and then make SPN 2539.
the determination of what range is desired. The
benefit is that no specific calibration of the shift 00b Disable
selector is required. 01b Enable
10b Reserved
Between selector positions (0xEE to 0xE2) – 11b Take no action
Indicates the shift selector is not in an appropriate
position. If a lever-type shift selector with a B.5.2.5.1. TCM and Selector Parameter Use
mechanical display is stuck between detents, it may See functions:
appear to the operator that it is in the desired
position when in fact it is not. The shift selector may SHIFT ACTUATOR SYSTEM W/ALLISON
be capable of reporting only that it is between SELECTOR: 1000/2000 SERIES
positions or that it is between forward or reverse
positions. If known, the transmission ECU may SHIFT SELECTORS, ALLISON: 3000/4000
respond differently depending on which positions are SERIES, H3000 & TC10
involved.
SHIFT SELECTORS, NON-ALLISON: 3000/4000
Reselect current position (0xE1) – If the TC1 SERIES
message continues to send the position last
selected, then a capability to reselect the same
position is required. For example: If a “Neutral to
Drive” shift is selected and that shift is inhibited (say
for high engine speed), it may be necessary for the
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B.5.2.6. SPN 1854 – TRANSMISSION MODE 3 SHIFT SELECTORS, ALLISON: 3000/4000
SAE Excerpt: Indicates whether transmission mode SERIES, H3000 & TC10
#3 is enabled. Modes are manufacturer specific and
are not necessarily mutually exclusive. See also SHIFT SELECTORS, NON-ALLISON: 3000/4000
SPN 2538. SERIES
00b Disable OIL LEVEL DISPLAY

01b Enable
10b Reserved B.5.2.9. SPN 4255 – TRANSMISSION
REQUESTED LAUNCH GEAR
11b Take no action
SAE Excerpt: Initial gear for the transmission to
B.5.2.6.1. TCM and Selector Parameter Use start out in when the vehicle is launched from a
Broadcast by Allison 5th Generation Bump Lever standing stop, as specified by the vehicle operator or
shift selectors. See SHIFT SELECTORS, ALLISON: vehicle system. Automatic transmissions typically
st
3000/4000 SERIES, H3000 & TC10. default to starting out in 1 gear. However, in
applications such as those with very low gearing, it
B.5.2.6.2. TCM Parameter Reception is desirable to launch the vehicle in a range higher
st
See POWER DIVIDER INPUT. than 1 . For example, when the vehicle has little or
no payload, the operator may wish to launch from
nd rd
B.5.2.7. SPN 1853 – TRANSMISSION MODE 2 2 or 3 gear to avoid stacked, unnecessary shifts
SAE Excerpt: Indicates whether transmission mode in the lower ranges.
#2 is enabled. Modes are manufacturer specific and
The intent of SPN 4255 is to request the initial
are not necessarily mutually exclusive. See also
starting range to be used when the vehicle gets
SPN 2537.
underway from a stop; it does not request direction
00b Disable changes (forward / reverse). SPN 525 sets the
01b Enable direction requested by the operator. For example, if
10b Reserved SPN 525 is requesting a Reverse range, any SPN
11b Take no action 4255 value indicating a desired forward launch gear
would be ignored by the transmission controller. The
B.5.2.7.1. TCM Parameter Reception SPN 4255 value is only utilized by the transmission
controller when its direction matches that of the
See function SECONDARY MODE INPUT.
current SPN 525 value.
B.5.2.8. SPN 2985 – TRANSMISSION SHIFT
SELECTOR DISPLAY MODE SWITCH 0000b No specific launch gear requested; use
default launch gear
SAE Excerpt: Status of the operator’s switch used 0001b Launch the vehicle in 1st gear
to “toggle” through multiple display modes of a shift 0010b Launch the vehicle in 2nd gear
selector display. 0011b Launch the vehicle in 3rd gear
0100b Launch the vehicle in 4th gear
When a shift selector display is capable of displaying
more than just range information, this switch is
toggled by the operator to move through the different
display modes. If the selector has only two display
modes, this switch may behave as a typical SPST
1001b Launch the vehicle in Reverse 1
switch. If the selector has more than two display
modes, the switch may be momentary, where each
activation indicates that the selector has scrolled
through to the next subsequent display mode.
1101b Allow transmission to select the optimum
00b Off launch gear
01b On 1110b Error
10b Error 1111b Not Available
11b Not available
B.5.2.8.1. TCM and Selector Parameter Use See ALTERNATE GEAR START (AGS) INPUT.
Broadcast by some J1939-based shift selectors for:
SHIFT ACTUATOR SYSTEM W/ALLISON

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B.5.3. PGN 34560 – ENGINE STATE as it continues to be spun (motored) by the hybrid
REQUESTS (ESR) powertrain.
3. In applications or situations where components

SAE J1939-71 Excerpt: Transmission Repetition want to keep the engine running, such as an
Rate: Every 1 s and on change but no faster aftertreatment system, a command of 01 could be
than 100 ms. used to prevent the engine from honoring requests
from other devices using this parameter to shut off
Data Length .........................................................8 fueling.
PDU Format .....................................................135
PDU Specific .....................................................DA B.5.3.2.1. TCM Parameter Broadcast
Default Priority .....................................................6
See HYBRID ENGINE STOP INTERFACE – ROAD
Parameter Group Number ......... 34560 (0x08700) MODE.
B.5.3.1. TCM MESSAGE BROADCAST

Parameter support, product availability and byte/bit
locations are listed in the J1939 MESSAGE &
PARAMETER OVERVIEW table.
B.5.3.2. SPN 5793 – DESIRED ENGINE

FUELING STATE
SAE Excerpt: Devices send this request to the
engine controller to:
(a) Shut off engine fueling, but remain prepared to

re-start quickly by not shutting down the control
system, or
(b) Keep the engine running.
00 = Fueling not desired (shut off engine fueling)

01 = Fueling desired (keep engine running)
10 = Parameter supported, but no request
11 = Don't care / Take no action
If the engine controller receives this parameter from

multiple sources, then '01-Fueling desired' shall
have priority over '00-Fueling not desired'.
If this request can be honored by the receiving

device as indicated by SPN 5795, then it shall be
processed independently of other means to stop
engine fueling (i.e., SPN 970 Engine Auxiliary
Shutdown Switch or the Key switch). For example, if
the engine is acting on SPN 5793 set to 01 (keep
engine running) and the vehicle key switch is turned
off, then the engine shall shut off.
Use examples of this parameter include, but are not

limited to:
1. In applications or situations where the engine can

be physically disconnected from the hybrid
powertrain, a command of 00 could be used to
request the engine to stop running, and as a result,
stop rotating.
2. In applications or situations where engine-driven

accessories (power steering, etc.) must remain
active while the engine is not running, a command of
00 could result in the engine no longer running even
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B.5.4. PGN 53248 – CAB B.5.5. PGN 55808 – RESERVED FOR
ILLUMINATION MESSAGE (CL) ISO 15765 (KWP2)
SAE J1939-71 Excerpt: This message contains Data Length ......................................................... 8

information that controls illumination devices PDU Format ..................................................... 218
inside the vehicle's cab. PDU Specific .................................................... DA
Default Priority ..................................................... 6
Transmission Repetition Rate: Every 5 s and on Parameter Group Number .......... 55808 (0xDA00)
change of state but no faster than every 100 ms.
B.5.5.1. ALLISON MESSAGE USE
Data Length .........................................................8
PDU Format .....................................................208 Broadcast by the TCM and Allison tools for use in:
PDU Specific .....................................................DA
DIAGNOSTIC COMMUNICATION WITH ALLISON
TOOLS
Parameter Group Number .........53248 (0xD0000)
DIAGNOSTIC COMMUNICATION FOR OEM USE
Byte Bit Content
1 Illumination Brightness Percent 
B.5.6. PGN 56064 – RESERVED FOR
2 Switch Backlight Illumination Brightness
Percent ISO 15765 (KWP1)
Data Length ......................................................... 8

B.5.4.1. ALLISON MESSAGE USE PDU Format ..................................................... 219
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Parameters marked  may be used by Allison 5 PDU Specific .................................................... DA
Gen shift selectors. Default Priority ..................................................... 6
Parameter Group Number .......... 56064 (0xDB00)
The TCM will gateway this PGN to the necessary
CAN port if the dimming controller and selector(s)
are not connected to the same TCM CAN port. B.5.6.1. ALLISON MESSAGE USE
The TCM and some tools designed by vehicle OEMs
B.5.4.2. SPN 1487 – ILLUMINATION broadcast this PGN for DIAGNOSTIC
BRIGHTNESS PERCENT COMMUNICATION FOR OEM USE.
SAE Excerpt: Commanded backlight brightness
level for all cab displays. Note: If a separate device
is used to independently control the switch backlight
brightness level, see SPN 5532.
Data Length: 1 byte

Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100 %
B.5.4.2.1. Selector Reception

Used for SHIFT SELECTOR DIMMING.
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B.5.7. PGN 56832 – RESET
SAE Excerpt: NOTE – This message requires

an Acknowledgement response (See J1939-21,
PGN 59392) from the receiving node.
Transmission Repetition Rate......... When needed

Data Length .........................................................8
PDU Format .....................................................222
PDU Specific .....................................................DA
Parameter Group Number .......... 56832 (0xDE00)
Byte Bit Content

1 8-5 Undefined
4,3 Trip Group 2 – Proprietary
2,1 Trip Group 1
2 Service Component Identification 
3 8,7 Engine Ignition Control Maintenance
Hours Reset
6,5 Engine Spark Plug Secondary Voltage
Tracking Reset
4,3 Steering Straight Ahead Position
Reset
2,1 Engine Build Hours Reset
4-8 Undefined
B.5.7.1. TCM MESSAGE RECEPTION

PGN received in all applications from any SA when
sent to DA 03 (Transmission #1). Only parameters
marked  are used.
B.5.7.2. SPN 1584 – SERVICE COMPONENT

IDENTIFICATION
SAE J1939-71 Excerpt: Identification of component
needing service.
Data Length: 1 byte

Resolution: 1 ID / bit, 0 offset
Data Range: 0 to 250 (See table below)
Byte Service Component Identification

Value Supported by Allison
37 Transmission Oil – Transmission #1
39 Transmission Oil Filter – Transmission #1
Only the values shown above are supported. Other

requests to SA 03 always result in a negative
acknowledgement. See function TRANSMISSION
SERVICE INDICATOR.
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B.5.8. PGN 57088 – STOP / START 6. Diagnostic Trouble Codes should not be
BROADCAST (DM13) recorded for failed communications due to
broadcast PGNs missing during the modified
SAE J1939-73 Excerpt: This message is used to Broadcast state. Network devices should
stop or start broadcast messages. Additionally it look for the Hold signal to be absent for more
may be used to indicate to other nodes that than 6 seconds before recording any
broadcast messages are being suspended due to applicable Diagnostic Trouble Code.
commands other than J1939 DM13. The
broadcast messages stopped, started, or 7. When this command is used to disable
suspended may be on networks other than SAE broadcasts of information on other networks
J1939. it could result in diagnostic trouble codes
being reported about this situation.
The following notes help to clarify to use of this Therefore, it is recommended that the use of
command PGN. this Stop/Start broadcast command be used
with caution.
1. This command shall only be initiated when
the vehicle is at zero kilometers/hour and at One of the uses for the “Stop Start Broadcast
zero engine rpm. PG” is to reduce network traffic during certain
diagnostic procedures. As an example while
2. All nodes shall “power-up” in their normal calibrating a control module, the diagnostic Tool
broadcasting mode. Therefore, if any node will likely want to stop the normal broadcasts of
was “powered down”, while in a “Stop all network devices keeping in mind the
Broadcast” condition, it would revert to its comments made in the notes section above.
normal operation on power-up. Another use is that it allows the diagnostic Tool to
potentially emulate a remote device during a
3. This is not a message to ignore all diagnostic procedure. In this case the diagnostic
communications. It is a message to minimize Tool could generate the messages that the
network traffic. It is recognized that some remote device would normally generate.
network messages may be required to
continue even during the “Stop Broadcast” Transmission Rate: Sent whenever a Stop or
condition. If an unsafe or undesirable vehicle Start broadcast event is necessary. To maintain
operating condition would result from the lack the modified state of the vehicle network(s) the
of normal messages then this mode would commanding device must send the Hold Signal
cause all nonessential messages to be once every 5 seconds.
inhibited.
A NACK is required if PG is not supported (see
4. Requests that are generated during the “Stop J1939-21 PGN 59392). Note that the NACK is
Broadcast” state should be responded to. only provided if PGN 57088 is directed to a
However, devices that may be programmed specific destination address.
to periodically issue requests should
postpone these requests until the “Stop Data Length ......................................................... 8
Broadcast” state is exited. PDU Format ..................................................... 223
PDU Specific .................................................... DA
5. All devices that have been told to change Default Priority ..................................................... 6
state, plus those nodes that may be affected Parameter Group Number ...........57088 (0xDF00)
by the absence of broadcast messages could
look for the “Hold Signal” as a plausible Byte Bit Content
explanation for why the information is
missing. In addition all devices that have 1 8,7 Current Data Link 
been told to change state shall monitor the 6,5 J1587
“Hold Signal”. If the “Hold Signal” disappears 4,3 J1922
for 6 seconds then all applicable nodes shall 2,1 J1939 Network #1, Primary vehicle
revert back to the normal state. network 
2 8,7 J1939 Network #2
6,5 ISO 9141
4,3 J1850
2,1 Other, Manufacture Specified Port
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state is desired to be modified. The second step
3 8,7 SAE J1939 Network #3
is to send DM13 to the global destination address
6,5 Proprietary Network #1
with the appropriate bits set to indicate the “Hold
4,3 Proprietary Network #2
Signal” is being communicated. See Example 1
2,1 J1939 Network #4
in Figure 2 and Example 2 in Figure 3. The Hold
4 8-5 Hold Signal  Signal allows the issuer of the DM13 message to
4-1 Suspend Signal  not have to send DM13 to specific addresses but
rather to the group of controllers that were
5-6 Suspend Duration modified or all devices. This reduces the number
7-8 SAE Reserved of messages that are required to keep the
modified broadcast state of each individual
For each of the 2-bit fields in the Stop Start controller active. This has benefit when the
Broadcast command, they are interpreted as individual devices are commanded to turn off
follows: different communication ports.
00b Stop Broadcast [See SAE J1939-73 for the examples referred to
01b Start Broadcast above.]
10b Reserved
11b Don’t Care/take no action (leave as is)
The sequence of operation is to first direct DM13

to each (or all) device(s) for which the broadcast
Destination Receiving Device

Purpose Address Communication Ports Hold Signal Required Action
Set the action for each

1. Setup broadcasts Specific or Modify Broadcast
communications port to: Not Available
to be modified Global State
stop, start, or leave as is
All Devices or
Set action for each
2. Hold modified Devices with Maintain Modified
Global communications port to
broadcast state Broadcast Broadcast State
leave as is
State changed
Do not record DTCs

3. Alert network
Set all to “Don’t Care/take due to the absence of
devices of impending Global Not Available
no action”. broadcast message
suspended broadcasts
data.
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NEW TO THIS PUBLICATION: Bit State Devices to take action
The deficiency noted below has been
0000b All Devices
expanded to cover all B/C141, B/C142 and
0001b Devices whose broadcast state
D141x software releases.
has been modified
0010b to 1110b SAE Reserved
All TCMs support DM13; parameters marked  are 1111b Not Available
used. DM13 can be sent to DA 255 (Global) or DA
03 (Transmission #1) from any source address.
DM13 is not supported by Allison shift selectors.
After a stop broadcast has been initiated, the TCM
Deficiency in B/C141, B/C142 & D141 Software will continue to hold the stopped broadcast state
Releases when receiving either state 0000b or 0001b. See
The TCM will not respond to PGN requests during implementation requirements below.
the “stop broadcast” state. Requests made during
B.5.8.5. SPN 2618 – SUSPEND SIGNAL
the “stop broadcast” state are responded to after the
TCM exits the “stop broadcast” state. This will be SAE Excerpt: Indicator to all nodes that broadcast
fixed in an upcoming software release. messages on the current J1939 datalink are being
suspended due to commands other than J1939
B.5.8.2. SPN 1230 – CURRENT DATA LINK DM13. Therefore, the receiving nodes should
SAE Excerpt: Identifies the action to be performed suspend timeout diagnostics for all messages from
on the communications port that this parameter was the transmitting device. The suspend signal is to be
received on. broadcast once, but may be repeated at the option
of the transmitting device (if it is capable of doing so)
00b Stop Broadcast to increase the chances of proper reception by
01b Start Broadcast repeating one or two times within the first second of
10b Reserved the suspension. If it is able, the transmitter may also
11b Don’t Care/take no action (leave as is) send a DM13 message with the suspend signal set
to “1110” to indicate that it is returning to full
B.5.8.2.1. TCM Parameter Reception broadcast status.
TCM will respond to 00b (Stop Broadcast). See
implementation requirements below. Bit
State Devices to take action
B.5.8.3. SPN 639 – J1939 NETWORK #1,
PRIMARY VEHICLE NETWORK 0000b Indefinite suspension of all broadcasts
SAE Excerpt: Identifies the action to be performed 0001b Indefinite suspension of some messages
on the J1939 Network #1, Primary Vehicle Network” 0010b Temporary suspension of all broadcasts
communications port. 0011b Temporary suspension of some
messages
00b Stop Broadcast 0100b SAE Reserved
01b Start Broadcast to 1101b
10b Reserved 1110b Resuming normal broadcast pattern
11b Don’t Care/take no action (leave as is) 1111b Not Available

TCM will respond to 00b (Stop Broadcast). See
TCMs will only respond to the “initiation” requests if
implementation requirements below.
Suspend Signal is set to 1111b (Not Available). See
B.5.8.4. SPN 1236 – HOLD SIGNAL implementation requirements below.
SAE Excerpt: Indicator to all nodes that the
communication ports that have been acted upon by
the “Stop Start Broadcast” PGN are remaining in the
modified state. Therefore all nodes should act
accordingly. The Hold signal is required to be
broadcast every 5 seconds plus or minus one
second. A device requesting stop broadcast must
send the hold signal every 5 seconds and if the
message is not received for 6 seconds all applicable
nodes revert back to their normal state.
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B.5.8.6. DM13 IMPLEMENTATION — Suspend Signal must be set to 1111b (Not
REQUIREMENTS Available).
The requirements necessary to initiate, maintain and
exit a TCM “stopped broadcast” state are as follows: — Hold Signal must be set to either 0000b (All
Devices) or 0001b (Devices whose broadcast
B.5.8.6.1. Initiate a ‘Stop Broadcast’ State state has been modified).
To achieve a TCM “stopped broadcast” state, the
If a “hold” request is not received within 6 seconds,
requesting device first sends an DM13 to indicate
the TCM broadcasting. J1939 diagnostics resume
that J1939 datalink broadcast is to be “modified”.
approximately 6 seconds after the broadcast
The following parameter content is required:
resumes.
— Both Suspend Signal and Hold Signal must be set
B.5.8.6.3. Exit the ”Stop Broadcast” state
to 1111b (Not Available).
The TCM will exit the “stopped broadcast” state if:
— Either Current Data Link or J1939 Network #1 –
Primary Vehicle Network must be set to 00b (Stop — a “hold” request is not received for 6 seconds at
Broadcast). any point after the “stop broadcast” state has
been initiated, or
— DM13 can be sent to either DA 255 – Global or
DA 03 (Transmission #1), and is accepted from — Hold Signal indicates 1111b (Not Available), or
any source address.
— Suspend Signal indicates a state other than
Per SAE, the TCM will not respond to this request if 1111b (Not Available), or
the engine is running or the vehicle is moving.
— the TCM senses the engine has been started.
Upon receiving the initial DM13 request, the TCM
immediately ceases all J1939 broadcasts, and When the TCM exits the “stopped broadcast” state,
J1939 broadcasts resume within around 5 to 6
disables all J1939 parameter reception diagnostics.
seconds. J1939 diagnostics will resume no sooner
B.5.8.6.2. Maintain a ”Stop Broadcast” State than 6 seconds after the broadcast resumes.
Once a TCM “stopped broadcast” state has been B.5.8.7. DM13 SEQUENCE EXAMPLE
initiated, the requesting device must send DM13
The data below illustrates a DM13 sequence from a
every 5 seconds for that state to be maintained. The
tool that initiates and holds a TCM “stop broadcast”
following parameter content is required:
state. The TCM “stop broadcast” state ends when
the tool ceases DM13 broadcast.
CAN Data Bytes

Time Identifier SA DA PGN Name 1 2 3 4 5 6 7 8
20.770 18DFFFFAx 250 255 57088 DM13 63 255 192 255 255 255 255 255
26.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
31.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
36.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
41.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
46.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
EXAMPLE OF DM13 “STOP BROADCAST” MESSAGE SEQUENCE
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B.5.9. PGN 59392 – Negative Acknowledgment: Control byte = 1
ACKNOWLEDGMENT
Byte Bit Content
SAE J1939-21 Excerpt: The Acknowledgment 1 Control byte = 1, Negative
PG is used to provide a handshake mechanism Acknowledgment (NACK)
between transmitting and receiving devices.
2 Group Function Value (If applicable)
Transmission Repetition Rate: Upon reception of 3-4 Reserved for assignment by SAE, these
a Parameter Group Number that requires this bytes should be filled with FF16
form of acknowledgment.
5 Address Negative Acknowledgement
Data Length ............................................... 8 bytes 6-8 PGN of requested information (see above)
PDU Format .....................................................232
1
PDU Specific ........................... DA = 255 (Global)
Default Priority .....................................................6 Access Denied: Control byte = 2
PGN ............................................ 59,392 (0xE800) Not supported by Allison.
1
The global destination address makes it Cannot Respond: Control byte = 3
possible to filter on one CAN Identifier for all
Acknowledgment messages. Not supported by Allison.
Data ranges for parameters used by this B.5.9.1. TCM MESSAGE BROADCAST
Message Type: Broadcast to global destination address 255 in
response to Destination-Specific (SA03) RESET,
Control byte: DM3 and DM11 requests. Only Positive and
0 to 3 See definitions below Negative Acknowledgments are supported. Global
4 to 255 Reserved for assignment by SAE requests are not acknowledged. Used with
TRANSMISSION SERVICE INDICATOR and
Group Function Value: DIAGNOSTIC COMMUNICATION FOR OEM USE.
0-250 Definition is specific to the individual
PGN, when applicable. Most often it is
located as the first byte in the data
field of the applicable Group Function
PG.
251-255 Follows conventions defined in J1939-
71
Positive Acknowledgment: Control byte = 0

Byte Bit Content
1 Control byte = 0, Positive Acknowledgment
(ACK)
2 Group Function Value (If applicable)
3-4 Reserved for assignment by SAE, these
bytes should be filled with FF16
5 Address Acknowledged
6 PGN of requested information (8 LSB of
PGN, bit 8 most significant)
7 PGN of requested information (2nd byte of
8 PGN of requested information (8 MSBs of
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B.5.10. PGN 59904 – REQUEST (PGN) The TCM may request:
— PGN 65242 (SOFT) for SHIFT SELECTORS,

SAE J1939-21 Excerpt: Used to request a PGN
from a network device or devices. ALLISON: 3000/4000 SERIES, H3000 & TC10
(V)
— PGN 64912 (AETC) for DYNAMIC SHIFT
Transmission Repetition Rate: Per user
SENSING
requirements, generally recommended that
requests occur no more than 2 or 3 times per — PGN 65249 (RC)
(V)
for ENGINE BRAKE
second. INTERFACE
Data Length ............................................... 3 bytes (V)
— PGN 65251 (EC1) for:
PDU Format .....................................................234
PDU Specific ..........................Destination address EMISSION CONTROL SYSTEMS – DPF / SCR
(Global or specific)
Default Priority .....................................................6 ENGINE MANAGEMENT – ARM
PGN ........................................... 59,904 (0xEA00)
Byte Bit Content
ENGINE MANAGEMENT – LRTP
1-3 Parameter Group Number being requested
ENGINE MANAGEMENT – OTL
Broadcast to global destination address 255 results
TCMs respond to global and destination-specific
in the following CAN identifier:
requests, and use the SAE J1939-21 RTS / CTS
mechanism as required.
B.5.10.2.1. Information Request Support
03 255 6 0x18EAFF03 Unless an item marked (V) is disabled via VEPS, the
TCM will respond to requests for:
Requests for parameters marked (V) below can be
modified via VEPS by one of three possible settings: — PGN 64906 (SAE J2012 DTC Display)
(V)
— PGN 65099 (Transmission Configuration #2)
(V)
— DISABLED (NO REQUESTS SENT) completely — PGN 65242 (Software Identification)
(V)
disables Request broadcast. — PGN 65250 (Transmission Configuration)
(V)
— PGN 65259 (Component ID)
— ENABLED (MAXIMUM OF 3 REQUESTS) results
in no more than 3 requests per key switch cycle, B.5.10.2.2. Action Request Support
If VEPS option DIAGNOSTICS: Protocol = SAE
— ENABLED (CONTINUOUS UNTIL PGN J1939-73, the TCM will respond to requests for:
RECEIVED) can potentially result in an infinite
number of requests per key switch cycle. — PGN 65228 (DM3)
— PGN 65235 (DM11)
In any case, the Request broadcast for a given PGN
ceases as soon as the TCM receives that PGN. See DIAGNOSTIC COMMUNICATION FOR OEM
Note that disabling a TCM PGN Request broadcast USE for details.
does not prevent TCM reception of the associated
PGN if present on the J1939 network. B.5.10.3. SELECTOR RECEPTION
Allison J1939-based shift selectors only respond to
PGN 65242 (SOFT) requests sent to destination
address 05 or 06 (if dual selectors installed) from SA
03. See SHIFT SELECTORS, ALLISON: 3000/4000
SERIES, H3000 & TC10.
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B.5.11. PGN 60160 – TRANSPORT B.5.12. PGN 60416 – TRANSPORT
PROTOCOL DATA TRANSFER PROTOCOL CONNECTION
MESSAGE (TP.DT) MANAGEMENT (TP.CM) BAM
SAE J1939-21 Synopsis: The TP.DT message SAE J1939-21 Synopsis: TP.CM_BAM
is an individual packet of a multi-packet message (Transport Protocol Connection Management
transfer. For example, if a large message had to Broadcast Announce Message) is used to inform
be divided into five packets in order to be all network nodes that a large message is about
communicated then there would be five TP.DT to be broadcast. It defines the PGN and number
messages. [See SAE J1939-21 for more details.] of bytes to be sent. After TP.CM_BAM is sent,
the Data Transfer Messages are sent containing
Transmission Repetition Rate: Per the PGN to be the packetized broadcast data. TP.CM_BAM is
transferred only transmitted by the originator. [See SAE
J1939-21 for more details.]
PDU Format .....................................................235 Transmission Repetition Rate: Per the PGN to be
PDU Specific ........... 255 (Global) for TP.CM.BAM transferred
PGN ........................................... 60,160 (0xEB00) Data Length ............................................... 8 bytes
PDU Format ..................................................... 236
Byte Bit Content PDU Specific ......................... Destination address
Default Priority ..................................................... 6
1 Sequence Number
PGN ........................................... 60,416 (0xEC00)
2-8 Packetized Data (7 bytes). Note the last
packet of a multipacket Parameter Group Byte Bit Content
may require less than 8 data bytes. The
1 Control Byte
extra bytes should be filled with FF16.
2-3 Total Message Size
B.5.11.1. TCM MESSAGE BROADCAST 4 Total Number of Packets
The TCM uses TP.DT to convey the following multi- 5 SAE Reserved
packet messages from SA 03 (Transmission #1):
6-8 PGN of Broadcast Message
— PGN 65226 – Active Diagnostic Trouble Codes
— PGN 65242 – Software Identification
— PGN 65250 – Transmission Configuration
— PGN 65259 – Component ID The TCM uses TP.CM to announce broadcast of the
— PGN 64906 – SAE J2012 DTC Display following multi-packet messages from SA 03:
— PGN 64839 – Transmission Mode Labels
— PGN 65226 – Active Diagnostic Trouble Codes
…and PGN 65249 – Retarder Configuration from SA — PGN 65242 – Software Identification
16 (Retarder – Driveline). — PGN 65250 – Transmission Configuration
— PGN 65259 – Component ID
Sequence Number and Packetized Data values — PGN 64906 – SAE J2012 DTC Display
vary. See individual PGN descriptions for details. — PGN 64839 – Transmission Mode Labels
TCM packet broadcasts use the “parent” message
priority, e.g. a multi-packet DM1 message would use …and PGN 65249 – Retarder Configuration from SA
Priority 6 in its message segments. This is not an 16 (Retarder – Driveline). In all circumstances,
uncommon industry practice. Control Byte is set to 32 (BAM). Total Message Size
and Total Number of Packets values vary.
The TCM uses TP.DT to receive:
The TCM receives TP.CM BAM (control byte = 32)
— PGN 64912 – Advertised Engine Torque Curve in association with the following received messages:
— PGN 65251 – Engine Configuration 1
— PGN 65249 – Retarder Configuration — PGN 64912 – Advertised Engine Torque Curve
— PGN 65251 – Engine Configuration 1
— PGN 65249 – Retarder Configuration
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B.5.13. PGN 60928 – ADDRESS B.5.13.1. TCM MESSAGE BROADCAST
CLAIMED / CANNOT CLAIM TCMs respond to destination-specific or global PGN
requests. Broadcast from SA 03 and SA 16 (when
SAE Excerpt: applicable).
Transmission Broadcast Rate............As Required Parameter Possible Values

PDU Format .....................................................238 Identity Number 100 = 5G TCM
PDU Specific .........................255 (global address) Manufacturer Code 2 = Allison Transmission
PGN ........................................... 60,928 (0xEE00) Function Instance 0 = Primary
Source Address ....................................... 0 to 253 ECU Instance 0
(Address claimed for the Controller Application)
Function 3 = Transmission
NAME of Controller Application: 13 = Retarder – Driveline
Vehicle System 1 = Tractor
Byte Bit Content
Arbitrary SA Capable 0 = No
1 Least significant byte of Identity Number
Industry Group 1 = On-Highway Equipment
2 Second byte of Identity Number
3 8-6 Least significant 3 bits of Vehicle System 0
Manufacturer Code Instance
5-1 Most significant 5 bits of Identity
Number B.5.13.2. SELECTOR MESSAGE BROADCAST
4 Most significant 8 bits of Manufacturer Allison selectors respond to destination-specific or
Code global PGN requests. See SHIFT SELECTORS,
ALLISON: 3000/4000 SERIES, H3000 & TC10 and
5 8-4 Function Instance
3-1 ECU Instance
SELECTOR: 1000/2000 SERIES.
6 Function
In dual selector applications, Address Claim
7 8-2 Vehicle System prevents both selectors from using the same SA and
1 Reserved sending conflicting information to the TCM.
8 8 Arbitrary Address Capable
7-5 Industry Group Parameter Possible Values
4-1 Vehicle System Instance
Identity Number 0 = 4G Pushbutton
1 = 4G Lever
2 = 5G Pushbutton
3 = 5G Compact PB
4 = 5G Bump Lever
5 = 5G 3-Button Strip
6 = 5G 6-Button Strip
Manufacturer Code 2 = Allison Transmission
Function Instance 0 = Primary
1 = Secondary
ECU Instance 0
Function 5 = Shift Control / Console
Vehicle System 1 = Tractor
Arbitrary SA Capable 0 = No
Industry Group 1 = On-Highway Equipment
Vehicle System 0
Instance
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B.5.14. PGN 61184 – PROPRIETARY “A”
SAE J1939-21 Excerpt: This proprietary PG

uses the Destination Specific PDU Format
allowing manufacturers to direct their proprietary
communications to a specific destination node.
How the data field of this message is used is up
to each manufacturer. Use of proprietary
messages is at the manufacturer’s discretion with
the constraint that significant percentages (2% or
more) of vehicle network utilization must be
avoided.
Transmission Repetition Rate: Per user

requirements
Data Length .................................. 0 to 1785 bytes

(multipacket supported)
PDU Format .....................................................239
PDU Specific ......................... Destination Address
PGN ............................................61,184 (0xEF00)
Byte Bit Content

1-8 Manufacturer specific use
B.5.14.1. ALLISON MESSAGE USE

When PGN 61184 is enabled, the TCM broadcasts a
single-frame message of selector display information
every 100 ms via CAN identifiers:

03 05 6 0x18EF0503
03 06 6 0x18EF0603
Used with functions:

SHIFT SELECTORS, ALLISON: 3000/4000

SERIES, H3000 & TC10
SHIFT SELECTORS, NON-ALLISON: 3000/4000

SERIES
In addition, Allison 5th Generation selectors may

broadcast a single Proprietary A message to the
TCM via CAN identifiers:

05 03 6 0x18EF0305
06 03 6 0x18EF0306
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B.5.15. PGN 61440 – ELECTRONIC B.5.15.1. TCM MESSAGE BROADCAST
RETARDER CONTROLLER 1 Allison Retarder Applications
(ERC1) Broadcast from SA 16 (Retarder – Driveline) unless
disabled via VEPS.
SAE Excerpt: NOTE – This message will be
transmitted by several types of retarding devices With the exception of Retarder Selection, Non-
such as engine compression release brakes, Engine, the ERC1 message and parameters marked
exhaust system restriction brakes, and driveline  are broadcast in Allison retarder applications
retarders using hydraulic, electric, or mechanical unless disabled via VEPS.
friction to slow the vehicle. The source address
of the message will indicate which one, and the Retarder Selection, Non Engine can only be
type and location of the retarder are available in broadcast in applications where the analog RMR
the Retarder Configuration Message (see PGN and retarder enable switch GPI are wired directly to
65249) if that detail is important to the receiver. the TCM.
Users should also be aware that the Shift Assist H3000 Series Applications
and Brake Assist switch status in the first byte of Broadcast from SA 16 (Retarder – Driveline) unless
this message are to be used by other ECUs that disabled via VEPS.
might request retarding force from the retarder to
know when such assistance is available. The B.5.15.2. TCM MESSAGE RECEPTION
state of the “switches” will NOT prevent the Parameters marked  may be used by the TCM.
retarder from activating if requested, but should
be honored by the requester (by not sending a B.5.15.3. SPN 571 – RETARDER ENABLE –
request when the appropriate “switch” is not BRAKE ASSIST SWITCH
enabled) to prevent unwarranted noise. SAE Excerpt: Switch signal which indicates
whether the operator wishes the retarder to be
Transmission Repetition Rate.................... 100 ms enabled for vehicle braking assist. The retarder does
Data Length ............................................... 8 bytes not check this switch, nor does the enabling of this
PDU Format .....................................................240 switch engage the retarder. When this switch is
PDU Specific ........................................................0 “enabled” the devices constructing TSC1 –
Default Priority .....................................................6 destination retarder messages may command
PGN ............................................ 61,440 (0xF000) retarder torque for braking. For example, the cruise
control should not request retarder torque if this
Byte Bit Content switch is not enabled. The switch exists to prevent
1 8,7 Retarder Enable – Shift Assist Switch the retarder from being asked to engage via TSC1 in
6,5 Retarder Enable – Brake Assist Switch a noise sensitive area. See also SPN 572.

4-1 Retarder Torque Mode  00b Retarder – Brake assist disabled
01b Retarder – Brake assist enabled
2 Actual Retarder – Percent Torque   10b Error
3 Intended Retarder – Percent Torque  11b Not available
4 8,7 Retarder Road Speed Exceeded B.5.15.3.1. TCM Parameter Reception

Status May be used for ENGINE BRAKE INTERFACE.
6,5 Retarder Road Speed Limit Switch
4,3 Retarder Requesting Brake Light  B.5.15.4. SPN 520 – ACTUAL RETARDER –
2,1 Engine coolant load increase  PERCENT TORQUE
5 Source Address of Controlling Device for SAE Excerpt: Actual braking torque of the retarder
Retarder Control  as a percent of retarder configuration reference
torque SPN 556.
6 Driver’s Demand Retarder – Percent
Torque Data Length: 1 byte
Resolution: 1% per bit gain, -125% offset
7 Retarder Selection, Non-Engine  
Data Range: -125% to 125%
8 Actual Maximum Available Retarder – Operating Range: -125% to 0%
Percent Torque 
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B.5.15.4.1. TCM Parameter Broadcast — Diagnostic limitations, such as a failed retarder
Broadcast in Allison retarder applications unless solenoid.
disabled via VEPS.
Parameter will indicate 0% if the Allison retarder
The Allison driveline retarder is active whenever a solenoid fails.
negative value is being broadcast.
B.5.15.6. SPN 1667 – RETARDER REQUESTING
Since engine coolant is typically used to cool the BRAKE LIGHT
transmission fluid, engine coolant temperature will SAE Excerpt: Indicates that whether the retarder is
increase when the retarder is active. This parameter requesting that the brake lights are illuminated.
may be used by the system to maintain acceptable
coolant temperature (e.g., lowering the temperature 00b Retarder is not requesting that the brake lights
set point at which the cooling fan is engaged). are illuminated
01b Retarder is requesting that the brake lights are
In addition, this parameter is provided by use in the illuminated
following vehicle functions: 10b Reserved
11b Don’t Care; take no action
RETARDER CONTROL
RETARDER ACTIVE INDICATOR Provided for use in functions:
ELECTRONIC BRAKING SYSTEMS (EBS) RETARDER ACTIVE INDICATOR
While unit-to-unit variations may be as high as +/- RETARDER CONTROL
30%, repeatability for a given unit should be within
approximately +/- 5%. 10b (Error) is not supported; parameter will indicate
00b if the Allison retarder solenoid fails.
solenoid fails. If a retarder pressure sensor is Also, see HYBRID REGENERATION INDICATOR.
installed (for EBS systems) and fails, this parameter
will indicate 0xFE (Error). B.5.15.7. SPN 900 – RETARDER TORQUE
MODE
B.5.15.4.2. TCM Parameter Reception SAE Excerpt: State signal which indicates which
See ENGINE BRAKE INTERFACE. retarder torque mode is currently generating,
limiting, or controlling the torque. Note that the
B.5.15.5. SPN 1085 – INTENDED RETARDER – modes are not in prioritized order. Not all modes
PERCENT TORQUE may be relevant for a given device. Some devices
SAE Excerpt: Braking torque of retarder that the may not implement all functions.
retarder is currently trying to achieve. This value
takes into account all static limitations, but not the Mode 0000b means “No request”: retarder torque =
limitations due to the dynamic behavior of the 0 (no braking).
retarder. This value, if unchanged over a certain
time, can and will be reached by the actual retarder Modes 0001b to 1110b indicate that there is either a
– percent torque (See SPN 520). torque request or the identified function is currently
controlling the retarder: engine/retarder torque may
Data Length: 1 byte range from 0 (no braking) to the upper limit.
Resolution: 1 %/bit, -125 % Offset
Data Range: -125 to 125 % B.5.15.7.1. TCM Parameter Broadcast
Operational Range: -125 to 0% See RETARDER CONTROL. Modes shown in bold
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are supported by Allison 5 Generation Controls:
See RETARDER CONTROL. Parameter reflects the
percent torque value being acted on by the retarder,
which is the result of:
— All operator and vehicle inputs, including analog

RMR, TSC1 messages, and / or ERC1 Retarder
Selection, Non-Engine.
— Operational limitations, such as output shaft

speed, retarder and / or sump temperature.
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not send TSC1 commands to its own retarder, this
Bits Retarder Torque Mode
mode is not applicable.
0000b Low idle governor / no request
0001b AP / operator selection ABS Control – Indicates that ABS is limiting the
0010b Cruise control retarder torque output. This mode is indicated when
0011b PTO governor the driveline retarder is being deactivated due to an
0100b Road speed governor ABS response, or while waiting for the retarder
0101b ASR control reactivation timer (in the TCM) to elapse after the
0110b Transmission control ABS event is over. Allison’s internal “wheel lock
0111b ABS control detection” algorithm will also cause this mode to be
1000b Torque limiting indicated. During a skid, the TCM wheel lock
1001b High speed governor algorithm and the ABS controller will both be
1010b Braking system (Electronic) deactivating the retarder.
1011b Remote accelerators
1100b Not defined Torque Limiting – Indicated if the retarder is being
1101b Not defined limited or deactivated by any of the following factors:
1110b Other
— Diagnostic codes
1111b Not Available
— High retarder fluid temperatures
— Rapid vehicle decelerations
Modes 0001b through 1110b indicate that there is — Transmission downshifts
either a torque request or the identified function is — Operating against the retarder torque curve
currently controlling the driveline retarder; torque — Output shaft speed too low for retarder operation.
may range from 0 (no braking) to the upper limit.
Brake System (Electronic) – Reflected when
Low Idle Governor / No request (Default mode) – TSC1s from SA 11 (Brakes – System Controller) are
For a driveline retarder, only “No Request” applies. controlling the retarder. Despite the SAE definition:
Mode is indicated when there are no analog or
J1939-based inputs attempting to activate the “This indicates that the brake pedal is controlling the
retarder. The retarder is producing no braking. torque. Note that this may include enabling of the
retarder when the brake pedal is depressed
Accelerator pedal/operator selection – This mode (touched). Note that if there is a request to the
may be indicated when: retarder but operating conditions do not allow
braking, this situation will be reflected by the Percent
— Retarder activation is requested, either by analog Retarder Torque = 0 when broadcast.”
RMR input, or from a J1939 “gateway” device
receiving operator input and broadcasting it to the …this Retarder Torque Mode is not indicated when
retarder via TSC1 messages or ERC1 Retarder an analog connection between the brake pedal and
Selection, Non-Engine. TCM is activating the retarder. When the retarder is
wired such that the brake pedal can activate it (See
— Retarder deactivated due to accelerator pedal TD162: Guidelines for Selecting Retarder Controls),
input above a specific threshold, or a transmission the TCM has no way of distinguishing whether the
range other than forward is commanded. brake pedal or another operator-actuated RMR is
the source for retarder activation; both arrangements
Cruise Control – If retarder operation is requested use the same I/O wires. As a result, “Operator
via J1939 TSC1 messages from SA 17 (Cruise Selection” will be indicated in both arrangements.
Control), this mode may be indicated. This mode
may also be indicated if VEPS option RETARDER: Mode Arbitration and Hierarchy
Prohibit Retarder Operation while Cruise Control Per the individual mode logic described above, there
is Active as been enabled and cruise control is are times when multiple modes may be indicated. In
active (therefore preventing retarder operation). such cases, hierarchy for the Retarder Torque Mode
broadcast value is as follows, with the higher mode
ASR Control – Not supported, as ASR controllers
in the list below always being the mode broadcast:
do not send commands to the retarder during
positive wheel slip events.
Transmission Control – Not supported. The SAE

definition for this mode states: “Indicates that the
transmission command is active (Speed, Torque, or
Speed/Torque Limit Control).” Since the TCM does
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B.5.15.9. SPN 1480 – SOURCE ADDRESS OF
Modes, Starting with Highest Value
CONTROLLING DEVICE FOR
ABS Control deactivating the retarder ....... 0111b RETARDER CONTROL
SAE Excerpt: The source address of the SAE
Cruise Control deactivating the retarder .... 0010b J1939 device currently controlling the retarder. It is
used to expand the torque mode parameter in cases
Accelerator Pedal deactivating where control is in response to an ECU that is not
the retarder ................................................ 0001b listed in the Retarder Torque Modes. The value may
be the source address of the ECU transmitting the
Torque Limiting deactivating or message (which means that no external SAE J1939
limiting the retarder .................................... 1000b message is providing the active command) or the
source address of the SAE J1939 ECU that is
Cruise Control or Operator Selection currently providing the active command in a TSC1 or
activating the retarder ................. 0010b or 0001b similar message. Note that if this parameter value is
the same as the source address of the device
Brake System controlling or transmitting it, the control may be due to a message
activating the retarder ................................ 1010b on a non-SAE J1939 data link such as SAE J1922
or a proprietary link.
No Request ................................................ 0000b
Data Length: 1 byte
Resolution: 1 source address / bit, 0 offset
For example:
Data Range: 0 to 255
— If the operator is requesting retarder operation via Operational Range: 0 to 253
the analog RMR lever, but an ABS event is
occurring and deactivating the retarder, Retarder
Torque Mode will reflect 0111b (ABS Control). See RETARDER CONTROL. The TCM will indicate
one of the following as controlling the retarder:
— If the retarder is being activated by a Cruise
Control via J1939 TSC1 messages, and the — Any SA controlling the retarder via ERC1 Retarder
retarder is operating at peak output (i.e., on the Selection, Non-Engine, or
retarder torque curve for the given driveline
— Any SA controlling the retarder via winning TSC1
speed), then Retarder Torque Mode will reflect
1000b (Torque Limiting). command or limit.
B.5.15.8. SPN 1082 – ENGINE COOLANT LOAD B.5.15.10. SPN 1716 – RETARDER SELECTION,
INCREASE NON-ENGINE
SAE Excerpt: The "Retarder Selection, non-engine"
SAE Excerpt: Status of an event, external to the
is the position of the driver’s selector for retarders
engine, that may increase the nominal temperature
that are not part of the engine system, expressed as
of the engine coolant liquid.
percent and determined by the ratio of current
00b No coolant load increase position to the maximum possible position. The
01b Coolant load increase possible physical device may be a lever, rotary dial,
10b Error combination of switches, or other device that the
11b Not available driver can use to select the type or amount of
retardation needed.
Data Length: 1 byte
Indicates 01b (Coolant load increase possible)
Resolution: 0.4 % / bit, 0 offset
whenever the retarder is active. State 10b (Error) is
Data Range: 0 to 100 %
not supported. Parameter will indicate 00b if the
Operational Range: Same as data range
Allison retarder solenoid fails.
May be broadcast in Allison retarder applications;
see RETARDER CONTROL. Parameter reflects the
combined status of the analog RMR and enable
switch. Analog input circuit electrical failures will set
DTCs, and parameter will indicate 255 (Error).

See RETARDER CONTROL.
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B.5.15.11. SPN 1717 – ACTUAL MAXIMUM
AVAILABLE RETARDER – PERCENT
TORQUE
SAE Excerpt: This is the maximum amount of
torque that the retarder can immediately deliver. It is
the same as the maximum torque shown in the
Retarder’s Configuration message, but allows for a
much faster rate of change than could be
communicated by reissuing the configuration
message.
Application Note: The purpose for this parameter is

to allow a “Master” retarder controller to more
accurately allocate the vehicle’s retarder
requirements among multiple retarders. Its value
should be the same as the value in the Configuration
message at the time that message is assembled for
broadcast, but may vary between those broadcasts.
Data Length: 1 byte

Resolution: 1 % / bit, -125% Offset
Data Range: -125 to 125%
Operational Range: 0 to -125%

See RETARDER CONTROL. Conveys the
percentage of RC Retarder Reference Torque the
retarder is capable of producing at a given instant,
based on applicable retarder operation boundaries:
— Current output shaft speed

— Sump temperature
— Retarder temperature
— Diagnostics
— Fire Truck Pump Mode

solenoid fails.
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B.5.16. PGN 61441 – ELECTRONIC B.5.16.2. SPN 521 – BRAKE PEDAL POSITION
BRAKE CONTROLLER 1 (EBC1) SAE Excerpt: Ratio of brake pedal position to
maximum pedal position. Used for electric brake
SAE Excerpt: applications. 0% means no braking. Also when
there are two brake pedals on the machine (Left
Transmission Repetition Rate.................... 100 ms Brake Pedal Position SPN 3033 and Right Brake
Data Length ............................................... 8 bytes Pedal Position SPN 3032) the maximum of the two
PDU Format .....................................................240 should be transmitted for Brake Pedal Position.
PDU Specific ........................................................1
Default Priority .....................................................6 Data Length: 1 byte
PGN ............................................ 61,441 (0xF001) Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100%
Byte Bit Content Operational Range: Same as data range
1 8,7 EBS Brake Switch  B.5.16.2.1. TCM Parameter Reception

6,5 Anti-Lock Braking (ABS) Active  Available in B/C134 and later software releases for
4,3 ASR Brake Control Active  NEUTRAL AT STOP.
2,1 ASR Engine Control Active 
2 Brake Pedal Position  B.5.16.3. SPN 561 – ASR ENGINE CONTROL
ACTIVE
3 8,7 Traction Control Override Switch SAE Excerpt: State signal which indicates that ASR
6,5 ASR “Hill Holder” Switch engine control has been commanded to be active.
4,3 ASR Off-Road Switch Active means that ASR actually tries to control the
2,1 ABS Off-Road Switch engine. This state signal is independent of other
4 8,7 Remote Accelerator Enable Switch control commands to the engine (e.g., from the
6,5 Engine Auxiliary Shutdown Switch  transmission) which may have higher priority.
4,3 Engine Derate Switch
2,1 Accelerator Interlock Switch 00b ASR engine control passive but installed
01b ASR engine control active
5 Engine Retarder Selection  10b Reserved
11b Not available
6 8,7 ATC/ASR Information Signal
6,5 ABS/EBS Amber Warning Signal B.5.16.3.1. TCM Parameter Reception
4,3 EBS Red Warning Signal
2,1 ABS Fully Operational See AUTOMATIC TRACTION CONTROL.
7 Source Address of Controlling Device for B.5.16.4. SPN 562 – ASR BRAKE CONTROL
Brake Control ACTIVE
SAE Excerpt: State signal which indicates that ASR
8 8,7 Tractor-Mounted Trailer ABS Warning
brake control is active. Active means that ASR
Signal
actually controls wheel brake pressure at one or
6,5 Trailer ABS Status
4,3 Halt Brake Switch more wheels of the driven axle(s).
00b ASR brake control passive but installed

B.5.16.1. TCM MESSAGE RECEPTION 01b ASR brake control active
Parameters marked  may be used by the TCM. 10b Reserved
11b Not available

See AUTOMATIC TRACTION CONTROL.
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B.5.16.5. SPN 970 – ENGINE AUXILIARY B.5.16.8. SPN 1121 – EBS BRAKE SWITCH
SHUTDOWN SWITCH SAE Excerpt: Switch signal which indicates that the
SAE Excerpt: Switch signal which requests that all brake pedal is being pressed. The EBS brake switch
engine fueling stop. is independent of the brake light switch and has no
provisions for external connections.
00b Off
01b On 00b Brake pedal is not being pressed
10b Error 01b Brake pedal is being pressed
11b Not available 10b Error
11b Not available
Parameter may be received and used for: B.5.16.8.1. TCM Parameter Reception
Parameter may be used to supplement or replace a
HYBRID ENGINE STOP INTERFACE – EPTO brake switch GPI in functions:
HYBRID ENGINE STOP INTERFACE – ROAD AUXILIARY FUNCTION RANGE INHIBIT – SINGLE
MODE. INPUT
B.5.16.6. SPN 563 – ANTI-LOCK BRAKING AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)

(ABS) ACTIVE INPUT
SAE Excerpt: State signal which indicates that the
ABS is active. The signal is set active when wheel AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR
brake pressure actually starts to be modulated by
ABS and is reset to passive when all wheels are in a DIRECTION CHANGE ENABLE INPUT
stable condition for a certain time. The signal can
also be set active when driven wheels are in high DYNAMIC SHIFT SENSING
slip (e.g., caused by retarder). Whenever the ABS
ENGINE MANAGEMENT – NRA
system is not fully operational (due to a defect or
during off-road ABS operation), this signal is only SERVICE BRAKE STATUS INPUT
valid for that part of the system that is still working.
When ABS is switched off completely, the flag is set
to passive regardless of the current wheel slip
conditions.
00b ABS passive but installed

01b ABS active
10b Reserved
11b Don’t care / take no action

See ANTI-LOCK BRAKE SYSTEM (ABS) INPUT.
B.5.16.7. SPN 973 – ENGINE RETARDER

SELECTION
SAE Excerpt: The position of the operator
controlled selector, expressed as a percentage and
determined by the ratio of the current position of the
selector to its maximum possible position. Zero
percent means no braking torque is requested by
the operator from the engine while 100% means
maximum braking.
Data Length: 1 byte

Data Range: 0 to 100%

See ENGINE BRAKE INTERFACE.
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B.5.17. PGN 61442 – ELECTRONIC B.5.17.2.1. TCM Parameter Broadcast
TRANSMISSION CONTROLLER Parameter indicates impending lockup clutch apply
1 (ETC1) or release. However, during some disengagement
events, the control event may be so short that a
transition in process is not indicated.
SAE Excerpt:
See VEHICLE ACCELERATION RATE LIMITING.
Transmission Repetition Rate...................... 10 ms State 10b (Error) is not supported.
PDU Format .....................................................240 B.5.17.3. SPN 574 – TRANSMISSION SHIFT IN
PDU Specific ........................................................2 PROCESS
Default Priority .....................................................3 SAE Excerpt: Indicates that the transmission is in
PGN ............................................ 61,442 (0xF002) process of shifting from the current gear to the
selected gear. This state is generally ACTIVE during
Byte Bit Content the entire time that the transmission controls the
1 8,7 Transmission Torque Converter Lock- vehicle. This includes any transmission clutch
Up Transition in Process  control, all engine control sequences, pulling to
6,5 Transmission Shift In Process  transmission neutral, and engaging the destination
4,3 Transmission Torque Converter gear (e.g., until it is no longer sending commands
Lockup Engaged  and/or limits to the engine). See also SPN 560.
2,1 Transmission Driveline Engaged  (See Figure SPN574_A)
2-3 Transmission Output Shaft Speed  This state is INACTIVE during other engine control
4 Percent Clutch Slip such as torque limiting outside of a shift.
5 6,5 Momentary Engine Maximum Power 00b Shift is not in process

Enable 01b Shift is in process
4,3 Progressive Shift Disable  10b Error
2,1 Engine Momentary Overspeed Enable 11b Not available
6-7 Transmission Input Shaft Speed  B.5.17.3.1. TCM Parameter Broadcast
8 Source Address of Controlling Device for Broadcast unless disabled via VEPS. State 10b
Transmission Control  (Error) is not supported.
Parameter is set to 01b prior to any clutch activity for

an upcoming shift, and is set back to 00b when all
Parameters marked  are broadcast from SA 03 clutch activity of the previous shift has completed.
(Transmission #1) unless disabled via VEPS. If all This information is provided for the discretionary use
parameters are disabled via VEPS, the TCM will not of the system, such as maintaining proper fueling
broadcast this message. when a shift occurs during cruise control operation.
B.5.17.2. SPN 4816 – TRANSMISSION TORQUE B.5.17.4. SPN 573 – TRANSMISSION TORQUE
CONVERTER LOCKUP TRANSITION CONVERTER LOCKUP ENGAGED
IN PROCESS
SAE Excerpt: State signal which indicates whether
SAE Excerpt: State signal indicating whether or not the torque converter lockup is engaged.
the transmission torque converter lock up clutch is
transitioning between being applied and being 00b Torque converter lockup disengaged
released. The broadcast value should be set to 01 01b Torque converter lockup engaged
as soon as an apply or release of the lockup clutch 10b Error
is initiated, and then set to 00 once the given 11b Not Available
transition is complete. This parameter is a
companion to SPN 573 Transmission Torque B.5.17.4.1. TCM Parameter Broadcast
Converter Lockup Engaged. See LOCKUP INDICATOR and ENGINE BRAKE
INTERFACE. State 10b (Error) is indicated if the
00b Transition is not in process TCM does not know lock-up status.
01b Transition is in process
10b Error
11b Not available
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B.5.17.5. SPN 560 – TRANSMISSION DRIVELINE Broadcast unless disabled via VEPS. Minimum
ENGAGED broadcast value thresholds are dependent on the
SAE Excerpt: Driveline engaged indicates the transmission output shaft tone wheel in use; see
transmission-controlled portion of the driveline is Allison Controls Systems Data for the values.
engaged sufficiently to allow a transfer of torque Depending on sensor gap and component variation,
through the transmission. Driveline engaged is some applications may read and convey lower
ACTIVE whenever the transmission is in gear and output shaft speeds. When the sensor reading
the clutch (if controlled by the transmission drops out, a value of 0 rpm is broadcast.
controller) is less than 100% clutch slip (clutch able
to transfer torque). This parameter should be used in Per SAE definition, speeds are indicated as positive
conjunction with the parameter “Shift in Process” values even when the vehicle is moving backwards.
(SPN 574). While a shift is in process, the receiver
should not assume that the driveline is either fully An output shaft speed sensor error results in DTC
engaged or disengaged (i.e., cruise control). P0721 or P0722, and 0xFEFF (Error) is broadcast.
00b Driveline disengaged B.5.17.7. SPN 607 – PROGRESSIVE SHIFT

01b Driveline engaged DISABLE
10b Error SAE Excerpt: Command signal used to indicate that
11b Not available progressive shifting by the engine should be
disallowed.
Broadcast unless disabled via VEPS. State 10b 00b Progressive shift is not disabled
01b Progressive shift is disabled
(Error) is not supported.
10b Error
00b (Driveline disengaged) is indicated during all 11b Take no action
Allison neutral states, including the “Neutral No
Clutches” state that occurs with some diagnostic
faults. H3000 applications will also indicate driveline Broadcast unless disabled via VEPS. State 10b
disengaged when the engine clutch is disengaged. (Error) is not supported.
During Neutral-to-Range shifts, parameter is set to Progressive shift features impose engine speed
01b (Driveline Engaged) as soon as some amount of limits versus gear ratio, and are incompatible with
torque may be transferred to the driveline (prior to Allison transmissions. When enabled, this parameter
full clutch engagement). Once an initial range has always indicates 01b (Progressive shift is disabled)
been engaged, the value remains 01b as long as to defeat such features.
Transmission Current Range is non-neutral. This
includes Neutral At Stop Standard operation. B.5.17.8. SPN 161 –TRANSMISSION INPUT
SHAFT SPEED
11b (Not Available) is indicated when the parameter SAE Excerpt: Rotational velocity of the primary
is disabled via VEPS, and during the “All Solenoids shaft transferring power into the transmission. When
Off” state resulting from diagnostic procedures. a torque converter is present, it is the output of the
torque converter.
B.5.17.6. SPN 191 – TRANSMISSION OUTPUT
SHAFT SPEED Data Length: 2 bytes
SAE Excerpt: Calculated speed of the transmission Resolution: 0.125 rpm / bit, 0 rpm offset
output shaft. Data Range: 0 to +8031.875 rpm
Data Length: 2 bytes
Resolution: 0.125 rpm / bit, 0 RPM offset B.5.17.8.1. TCM Parameter Broadcast
Data Range: 0 to 8031.875 RPM
Correction made: Previous publications
B.5.17.6.1. TCM Parameter Broadcast incorrectly stated 0xFEFE is sent during
Error conditions; 0xFEFF is actually sent.
Correction made: Previous publications
Broadcast unless disabled via VEPS. An input shaft
incorrectly stated 0xFEFE is sent during
speed sensor fault results in DTC P0716 or P0717,
Error conditions; 0xFEFF is actually sent.
and 0xFEFF (Error) is broadcast.
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B.5.17.9. SPN 1482 – SOURCE ADDRESS OF
CONTROLLING DEVICE FOR
TRANSMISSION CONTROL
SAE Excerpt: The source address of the SAE
J1939 device currently controlling the transmission.
Its value may be the source address of the ECU
transmitting the message (which means that no
external SAE J1939 message is providing the active
command) or the source address of the SAE J1939
ECU that is currently providing the active command
in a TSC1 or similar message. Note that if this
parameter value is the same as the source address
of the device transmitting it, the control may be due
to a message on a non-SAE J1939 data link such as
SAE J1922 or a proprietary link.
Data Length: 1 byte

Resolution: 1 source address / bit, 0 offset
Operational Range: 0 to 253

Broadcast unless disabled via VEPS. Parameter
always indicates SA 03, as the TCM always retains
transmission control. Only Allison driveline retarders
respond to TSC1 commands.
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B.5.18. PGN 61443 – ELECTRONIC B.5.18.2.1. TCM Parameter Reception
ENGINE CONTROLLER 2 (EEC2) Received for ROAD SPEED LIMITING Use.
SAE Excerpt: This parameter is one of several used to determine if

shift modulation is based on EEC2 Accelerator
Pedal Position 1 or EEC2 Engine Percent Load at
Transmission Repetition Rate: 50 ms (preferred)
Current Speed. Other parameters that factor into
or Engine Speed Dependent (if required by
modulation source determination include:
application)
— CCVS1 Cruise Control States
Data Length ............................................... 8 bytes — CCVS1 Cruise Control Active
PDU Format .....................................................240 — EEC2 Road Speed Limit Status
PDU Specific ........................................................3 — EEC1 Engine Torque Mode
PGN ............................................ 61,443 (0xF003) If any of these parameters indicate that pedal
information may not be valid for shift modulation
Byte Bit Content purposes, then load information is utilized.
1 8,7 Accelerator Pedal 2 Low Idle Switch
6,5 Road Speed Limit Status  B.5.18.3. SPN 559 – ACCELERATOR PEDAL
4,3 Accelerator Pedal Kickdown Switch  KICKDOWN SWITCH
2,1 Accelerator Pedal 1 Low Idle Switch SAE Excerpt: Switch signal which indicates whether
the accelerator pedal Kickdown switch is opened or
2 Accelerator Pedal Position 1  closed. The kickdown switch is defined in SAE
3 Engine Percent Load at Current Speed  J1843.
4 Remote Accelerator Pedal Position  00b Kickdown passive

5 Accelerator Pedal Position 2  01b Kickdown active
10b Error
6 8,7 SCR Thermal Management Active  11b Not available
6,5 DPF Thermal Management Active 
4,3 Momentary Engine Maximum Power B.5.18.3.1. TCM Parameter Reception
Enable Feedback May be received for KICKDOWN INPUT.
2,1 Vehicle Acceleration Rate Limit
Status  B.5.18.4. SPN 91 – ACCELERATOR PEDAL
POSITION 1
7 Actual Maximum Available Engine –
Percent Torque  SAE Excerpt: The ratio of actual position of the
analog engine speed/torque request input device
8 Estimated Pumping – Percent Torque  (such as an accelerator pedal or throttle lever) to the
maximum position of the input device. This
B.5.18.1. TCM MESSAGE RECEPTION parameter is intended for the primary accelerator
control in an application. If an application has only
Parameters marked  may be used by the TCM.
one accelerator control, use SPN 91.
B.5.18.2. SPN 1437 – ROAD SPEED LIMIT
For on-highway vehicles, this will typically be the
STATUS
operator’s accelerator pedal. Although it is used as
SAE Excerpt: Status (active or not active) of the an input to determine powertrain demand, it also
system used to limit maximum vehicle velocity. provides anticipatory information to transmission and
ASR algorithms about driver actions.
00b Active
01b Not Active In marine applications, this will typically be the
10b Error operator’s throttle lever.
11b Not Available
If a low idle validation switch is used in conjunction
NOTE – While somewhat inconsistent with other with accelerator pedal position 1, use Accelerator
J1939 status parameters, the states defining 00 = Pedal Low Idle Switch 1, SPN 558.
active and 01 = inactive for Road Speed Limit Status
are NOT typographical errors, and should be Data Length: 1 byte
implemented as stated. Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%
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B.5.18.4.1. TCM Parameter Reception Behavior during Engine De-Rate Operation
Used as an ACCELERATOR PEDAL INPUT, and as The calculation of EEC2 Engine Percent Load at
required for functions: Current Speed during de-rated conditions should
always be based on the ratio of current de-rated
ACCELERATOR PEDAL INPUT – DUAL MODE OFS indicated torque relative to the nominal non-derated
indicated torque curve.
ENGINE MANAGEMENT – ARM
Behavior during Cruise Control and Road Speed
ENGINE MANAGEMENT – SEM Governor Operation
To avoid shift cycling and potential transmission
damage during cruise control or road speed
ENGINE MANAGEMENT – OTL governor operation, Engine Percent Load at Current
Speed behavior is required to:
Per SAE, actual, physical accelerator pedal position
should be reflected. If the broadcasting controller — Reflect actual engine conditions with minimal
modifies the signal beyond normal A/D filtering, such filtering, and
modifications should only be reflected in other
— Maintain relatively constant values during certain
parameters, e.g. Driver’s Demand Engine – Percent
Torque or Engine Demand – Percent Torque. shift scenarios. Unless the engine is responding
to external TSC1 commands, Engine Percent
B.5.18.5. SPN 92 – ENGINE PERCENT LOAD AT Load at Current Speed should not change
CURRENT SPEED significantly during shifts that occur while
operating under an active cruise control or road
SAE Excerpt: The ratio of the actual percent torque
speed governor.
(indicated) to maximum indicated torque available at
the current engine speed, clipped to zero torque Typically, cruise and road speed governors using
during engine braking. only vehicle speed and / or acceleration feedback do
not exhibit significant changes in Engine Percent
Data Length: 1 byte Load at Current Speed. The rapid changes
Resolution: 1% per bit, 0% offset described in the following two sections most often
Data Range: 0% to 250% result from the use of engine speed and / or
Operational Range: 0 to 125% acceleration feedback in the controlling governor.
B.5.18.5.1. TCM Parameter Reception Full Power Downshifts during Cruise Control or
Received in all applications, for use in functions: Road Speed Governing
Cruise control maintains a set vehicle speed, and
ACCELERATOR PEDAL INPUT – DUAL MODE OFS
adjusts engine torque output as needed to do so.
CRUISE CONTROL, STANDARD On steep grades, cruise governors will request
maximum available engine torque to maintain the
CRUISE CONTROL, ADAPTIVE set speed. Still, the vehicle may slow to a point
where a power downshift will occur.
CRUISE CONTROL, VIA ENGINE PTO
GOVERNOR It is understood that minor decreases in Engine
Percent Load at Current Speed may occur during
ENGINE MANAGEMENT – ARM these downshifts, due to the combination of
increased engine speed and negative slope on the
ENGINE MANAGEMENT – SEM engine torque curve. However, if Engine Percent
Load at Current Speed drops significantly during this
ENGINE MANAGEMENT – LRTP downshift, the transmission may upshift immediately
afterwards. To avoid this cycling, the following
ENGINE MANAGEMENT – OTL requirements must be met:
ROAD SPEED LIMITING For full power downshifts that occur while against an
active cruise set speed or road speed governor,
VEHICLE ACCELERATION RATE LIMITING Engine Percent Load at Current Speed must not
drop by more than 45% during the shift, and must
recover to an absolute value of at least 77% within
900ms of the end of the shift. These requirements
are illustrated below:
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100% 100%
EEC2 Percent Load at Current Speed

95%
90%
90%
80%
A
than 45% during shift

85%
Must not drop more

70%
80%
75% 60%
900ms of end of shift

Must recover to at
least 77% within
70% B
50%
65%
40%
60%
Veh. Speed
Cruise Set Speed
55%
Upshift in
50% Process
Downshift in
Time
45% Process
Time PERCENT LOAD BEHAVIOR DURING UPSHIFTS
MADE NEAR CRUISE OR RSG SET POINT
PERCENT LOAD BEHAVIOR DURING CC OR
RSG FULL POWER DOWNSHIFTS The figure below defines the “recovery time”
requirements associated with the Engine Percent
Upshifts as Cruise or Road Speed Governor Set Load at Current Speed increase during the upshift.
Speed is Approached For example, if Engine Percent Load at Current
As vehicle speed increases, an upshift may occur Speed jumped up by 55% during the upshift, it must
just as the cruise control or road speed governor set drop below an absolute value of 89% within 400ms
point is approached. Near the set point, the cruise of the end of the shift to avoid a shift cycle.
or road speed governor tapers off the engine torque
output, which initiates the upshift. 1100
1030 ms
Time (ms) Window to Get Below
If Engine Percent Load at Current Speed jumps 1000

89% to Prevent Shift Cycling
significantly during these upshifts, the transmission 900

may downshift immediately afterwards. The 800
increase in Engine Percent Load at Current Speed
700
during the shift impacts the period of time available
after the shift in which the value must drop below a 600
threshold to avoid cycling. Requirements are 500
illustrated in the two figures below. 400 ms
400
The sequence in the figure below illustrates (A) the 300
jump in Engine Percent Load at Current Speed 200
value during the upshift, and (B) the time window 100
B
after the shift in which Engine Percent Load at 10 ms

0
Current Speed must drop below an absolute value of 0% +48% +67% +86%
89% to prevent shift cycling. If the value does not
Jump in Percent Load at
peak above 89% during the upshift, shift cycling will A Current Speed During Upshift
not be a problem.
PERCENT LOAD TIMING REQUIREMENTS FOR

UPSHIFTS MADE NEAR CC OR RSG SET POINT
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B.5.18.6. SPN 974 – REMOTE ACCELERATOR B.5.18.8. SPN 5400 – SCR THERMAL
PEDAL POSITION MANAGEMENT ACTIVE
SAE Excerpt: The ratio of actual position of the SAE Excerpt: Indicates that the exhaust
remote analog engine speed/torque request input temperatures have been elevated for regeneration of
device (such as an accelerator pedal or throttle the SCR aftertreatment system or in preparation of
lever) to the maximum position of the input device. regeneration of the SCR aftertreatment system.
For example, in on-highway vehicles this could be 00b SCR Thermal Management is not active
an accelerator control device that is external to the 01b SCR Thermal Management is active
drivers cab or an accelerator that is controlled by a 10b Reserved
hand lever from the operator’s seat. 11b Don't care
The Remote Accelerator Enable Switch is SPN 969. B.5.18.8.1. TCM Parameter Reception
This parameter enables the remote accelerator See EMISSION CONTROL SYSTEMS – DPF/SCR.
operation.
B.5.18.9. SPN 5399 – DPF THERMAL
Data Length: 1 byte MANAGEMENT ACTIVE
Resolution: 0.4% per bit gain, 0% offset SAE Excerpt: Indicates that the exhaust
Data Range: 0% to 100% temperatures have been elevated for regeneration of
Operational Range: Same as data range. the diesel particulate filter aftertreatment system or
in preparation of regeneration of the diesel
B.5.18.6.1. TCM Parameter Reception particulate aftertreatment system.
See ACCELERATOR PEDAL INPUT – DUAL
MODE OFS. 00b DPF Thermal Management is not active
01b DPF Thermal Management is active
B.5.18.7. SPN 29 – ACCELERATOR PEDAL 10b Reserved
POSITION 2 11b Don't care
SAE Excerpt: The ratio of actual position of the
second analog engine speed/torque request input B.5.18.9.1. TCM Parameter Reception
device (such as an accelerator pedal or throttle See EMISSION CONTROL SYSTEMS – DPF/SCR.
lever) to the maximum position of the input device.
This parameter is intended for secondary B.5.18.10. SPN 2979 – VEHICLE ACCELERATION
accelerator control in an application. If an application RATE LIMIT STATUS
has only one accelerator control, use SPN 91. SAE Excerpt: Status (active or not active) of the
system used to limit maximum forward vehicle
In marine applications, this will typically be the acceleration.
operator’s second throttle lever.
00b Limit not active
If a low idle validation switch is used in conjunction 01b Limit active
with accelerator pedal position 2, use Accelerator 10b Error
Pedal Low Idle Switch 2, SPN 2970. 11b Not available
NOTE – See SPNs 91, 28, and 974 for additional NOTE: The effect of emission control limits, such as
accelerator position parameters. engine exhaust smoke control, are specifically
excluded; they are not considered to be part of a
Data Length: 1 byte function to limit vehicle acceleration.
Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100% B.5.18.10.1. TCM Parameter Reception
Operational Range: Same as data range. See VEHICLE ACCELERATION RATE LIMITING.
See ACCELERATOR PEDAL INPUT – DUAL
MODE OFS.
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B.5.18.11. SPN 3357 – ACTUAL MAXIMUM
AVAILABLE ENGINE – PERCENT
TORQUE
SAE Excerpt: This is the maximum amount of
torque that the engine can immediately deliver as a
percentage of the reference engine torque (SPN
544). The Actual Maximum Available Engine –
Percent Torque shall take into consideration all
engine torque derates (e.g. air fuel ratio control
(AFC), noise control, etc.) that could potentially be
active in the system. This parameter differentiates
itself from the engine percent torque points 1
through 5 of the engine configuration map because it
takes into account all dynamic internal inputs such
as AFC and that it is updated on a 50ms basis.
Data Length: 1 byte

Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%
Operational Range: Same as data range.

Received for HYBRID POWERTRAIN INTERFACE.
B.5.18.12. SPN 5398 – ESTIMATED PUMPING –

PERCENT TORQUE
SAE Excerpt: The calculated torque that indicates

the estimated amount of torque loss due to the
engine air handling system. The value transmitted in
this parameter is included in SPN 514 (Nominal
Friction – Percent Torque). The data is transmitted
as a percent of reference engine torque (see the
engine configuration message, PGN 65251).
Data Length: 1 byte

Resolution: 1 %/bit, -125 % offset
Data Range: -125 to 125 %

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B.5.19. PGN 61444 – ELECTRONIC B.5.19.2.1. TCM Parameter Reception
ENGINE CONTROLLER 1 (EEC1) Used in functions:
SAE Excerpt: ANTI-LOCK BRAKE SYSTEM (ABS) INPUT
AUTOMATIC TRACTION CONTROL

Transmission Repetition Rate: Engine Speed
Dependent CRUISE CONTROL, STANDARD
Data Length ............................................... 8 bytes CRUISE CONTROL, ADAPTIVE
PDU Format .....................................................240
PDU Specific ........................................................4 ROAD SPEED LIMITING
PGN: ........................................... 61,444 (0xF004) Support for states marked  below is required if the
vehicle is equipped with the related feature or option
Byte Bit Content and Engine Torque Mode is used to meet the
minimum given function requirements. Refer to the
1 8-5 Actual Engine – Percent Torque High functions listed above for details.
Resolution
4-1 Engine Torque Mode  The bit states map as follows:
2 Driver’s Demand Engine –
Percent Torque  Bit
3 Actual Engine – Percent Torque  State Engine Torque Mode
4-5 Engine Speed  0000b Low idle governor / no request (Default)

0001b Accelerator Pedal / operator selection
6 Source Address of Controlling Device for 0010b Cruise control 
Engine Control  0011b PTO governor
7 4-1 Engine Starter Mode 0100b Road speed governor 
0101b ASR control 
8 Engine Demand – Percent Torque  0110b Transmission control
0111b ABS control 
B.5.19.1. TCM MESSAGE RECEPTION 1000b Torque limiting
Parameters marked  may be used by the TCM. 1001b High speed governor
1010b Braking system
B.5.19.2. SPN 899 – ENGINE TORQUE MODE 1011b Remote accelerator
1100b Service Procedure
SAE Excerpt: State signal which indicates which
1101b Not defined
engine torque mode is currently generating, limiting,
1110b Other
or controlling the torque. Note that the modes are
1111b Not Available
not in prioritized order. Not all modes may be
relevant for a given device. Some devices may not
implement all functions. For typical priorities refer to This parameter is one of several used to determine if
Figures SPN512_A and SPN512_B for engine shift modulation is based on EEC2 Accelerator
control and Tables SPN518_A to SPN518_B for Pedal Position 1 or EEC2 Engine Percent Load at
retarder control. The data type of this parameter is Current Speed. Other parameters that factor into
measured. modulation source determination include:
Mode 0000b means “No request”: engine torque — CCVS1 Cruise Control States
may range from 0 to full load only due to low idle — CCVS1 Cruise Control Active
governor output. — CCVS1 PTO Governor State
— EEC2 Road Speed Limit Status
Modes 0001b to 1110b indicate that there is either a
torque request or the identified function is currently If any of these parameters indicate that pedal
controlling the engine. Engine torque may range information may not be valid for shift modulation
from 0 (no fueling) to the upper limit. purposes, then load information is utilized.
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B.5.19.3. SPN 512 – DRIVER’S DEMAND B.5.19.5. SPN 190 – ENGINE SPEED
ENGINE – PERCENT TORQUE SAE Excerpt: Actual engine speed which is
SAE Excerpt: The requested torque output of the calculated over a minimum crankshaft angle of 720
engine by the driver. It is based on input from the degrees divided by the number of cylinders.
following requestors external to the powertrain:
operator (via the accelerator pedal), cruise control Data Length: 2 bytes
and/or road speed limit governor. Dynamic Resolution: 0.125 rpm/bit, 0 offset
commands from internal powertrain functions such Data Range: 0 to 8031.875 rpm
as smoke control, low- and high-speed engine Operational Range: Same as data range
governing; ASR and shift control are excluded from
this calculation. The data is transmitted in indicated B.5.19.5.1. TCM Parameter Reception
torque as a percent of the reference engine torque. Used as an ENGINE SPEED INPUT.
See PGN 65251 for the engine configuration
message. Several status bits are defined separately B.5.19.6. SPN 1483 – SOURCE ADDRESS OF
to indicate the request which is currently being CONTROLLING DEVICE FOR ENGINE
honored. This parameter may be used for shift CONTROL
scheduling. SAE Excerpt: The source address of the SAE
J1939 device currently controlling the engine. It is
Data Length: 1 byte used to expand the torque mode parameter in cases
Resolution: 1%/bit, -125% offset where controls in response to a TCM that is not
Data Range: -125 to 125% listed. Its value may be the source address of the
Operational Range: 0 to 125% TCM transmitting the message (which means that no
external SAE J1939 message is providing the active
B.5.19.3.1. TCM Parameter Reception command) or the source address of the SAE J1939
Received for HYBRID POWERTRAIN INTERFACE. TCM that is currently providing the active command
in a TSC1 or similar message. Note that if this
B.5.19.4. SPN 513 – ACTUAL ENGINE – parameter value is the same as the source address
PERCENT TORQUE of the device transmitting it, the control may be due
SAE Excerpt: The calculated output torque of the to a message on a non-J1939 data link such as SAE
engine. The data is transmitted in indicated torque J1922 or a proprietary link.
as a percent of reference engine torque (see the
Engine Configuration message, PGN 65251). The Data Length: 1 byte
engine percent torque value will not be less than Resolution: 1 source address/bit, 0 offset
zero and it includes the torque developed in the Data Range: 0 to 255
cylinders required to overcome friction. Operational Range: 0 to 253
Data Length: 1 byte B.5.19.6.1. TCM Parameter Reception

Resolution: 1% per bit, -125% offset Used in functions:
Data Range: -125% to +125%
Operational Range: 0 to 125% ENGINE MANAGEMENT – ARM
B.5.19.4.1. TCM Parameter Reception ENGINE MANAGEMENT – SEM

Used in functions:
DYNAMIC SHIFT SENSING
If an engine fails to respond to LRTP torque limits, a
ENGINE MANAGEMENT – SEM DTC is logged; this parameter indicates what vehicle
device may have interfered with the engine control.
ENGINE MANAGEMENT – LRTP See function for details.
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B.5.19.7. SPN 2432 – ENGINE DEMAND – torque that the engine will produce once those
PERCENT TORQUE TSC#1 commands are removed.
SAE Excerpt: The requested torque output of the
engine by all dynamic internal inputs, including In simplest terms, Engine Demand – Percent Torque
smoke control, noise control and low and high speed (or “EDT”) contains the engine’s internal dynamic
governing. commands that are excluded from the Driver’s
Demand Engine – Percent Torque definition,
Data Length: 1 byte including smoke control, noise control, and low and
Resolution: 1%/bit, -125% offset high speed governing. With this additional piece of
Data Range: -125 to 125% information, devices on the network that are
Operational Range: -125% to 125% controlling the engine via TSC#1 messages can
determine the torque direction of the engine once
Background: the current TSC#1 command is relinquished.
During periods of TSC#1 engine control, other It is important to note that the proposed EDT
devices on the J1939 network may wish to know parameter is used as information. The addition of
where the engine wants to go once it is released the EDT parameter should in no way cause a
from TSC#1 control. In order for option transitions of change to the engine’s actual torque command
driveline torque between different devices, it architecture.
becomes necessary to understand the engine’s
desired torque for all phases of a TSC#1 control EDT Calculation:
sequence.
When no devices are controlling the engine via
Driver’s Demand Engine – Percent Torque (SPN TSC#1 messages, the value of EDT is equal to the
512) provides a partial prediction of the torque the Actual Engine – Percent Torque parameter. When
engine wishes to produce after a TSC#1 command the engine is being controlled via a TSC#1
is removed. Included in Driver’s Demand Torque message, it is necessary for the engine controller to
are external requestors to the powertrain such as calculate what its’ target torque would be if there
accelerator pedal, cruise control, and road speed were no external commands being received. This
limit governors. However, excluded from DDT are “runner up” in engine control will come from internal
(1) dynamic commands within the powertrain such dynamic engine commands.
as smoke control, noise control, and low and high
In the calculation of Actual Engine – Percent Torque,
speed engine governing, and (2) external TSC#1
the output of the engine’s idle governor must be
commands to the engine such as those generated
considered, along with the impact of the engine’s full
by traction control, unless SPN 3350 in the received
load governor, smoke controls and other internal
TSC1 message is equal to P1 (Accelerator Pedal /
limiting logic. In the determination of the Engine
Operator Selection), P2 (Cruise Control), P3 (PTO
Demand Torque parameter, these same engine
Governor), or P4 (Road Speed Governor). Since
logic components are needed, as indicated in Figure
those control purposes originate from the driver,
SPN 2432_A. However, there is a significant
they shall be included in the calculation of DDT.
difference: These components only affect the Actual
For a controller to properly determine the engine’s Engine – Percent Torque parameter determination if
desired output torque during a TSC#1 sequence, it they are the component actively controlling the
needs knowledge of the torque being scheduled by engine. In EDT, any of these components will be
all active controls within the engine. Since DDT used to calculate EDT if they are the “runner up” for
excludes many of these active controllers from its engine control. Even though these components may
calculation, it cannot be used to accurately predict lose in the engine’s internal control arbitration, the
the desired output torque. The effects of the engine output torque that they would produce if in
external TSC#1 commands can be approximated by command needs to be found to determine EDT.
other devices by means of monitoring TSC#1
If speed governors are involved in determining these
messages to the engine; however the effects of the
components of the EDT calculation, any of the
engine’s internal dynamic commands are completely
following 3 special cases may need to be
unknown and cannot be estimated.
addressed:
Actual Engine – Percent Torque (SPN 513) provides
Special Case #1: Speed Governors
a window to the engine’s desired torque output when
no TSC#1 commands are actively controlling the If the engine governor referenced in Figure SPN
engine. However, when the engine is responding to 2432_A is a speed-based governor instead of a
TSC#1 commands, the Actual Engine – Percent throttle table arrangement, a new challenge is
Torque parameter is no longer indicative of the presented in determining EDT. Since the speed
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governor output is directly influenced by the TSC#1 described previously is very large. If vehicle speed
command in control (for example, integrator anti- increases a small amount to above the cruise set
windup logic), the speed governor’s output during speed, the steady-state torque approximation
TSC#1 commands cannot be used to calculate EDT. becomes very small or zero.
Instead, an approximation of the speed governor As a result, a more accurate steady-state torque
output without the effects of any TSC#1 commands approximation is needed when steep droop
is required for use in the EDT calculation. governors are involved. A steep droop speed
“Approximation” refers to removing the effects of governor is defined as having a droop slope greater
integrator terms and any other dynamic components than 0.2% actual torque per rpm as seen below in
that result from the controlling TSC#1 commands. Figure SPN2432_D.
All elements affecting the speed governor reference
should be included before the reference is translated The following method can be used to determine a
into terms of torque. steady-state torque approximation for steep or zero
droop governors with fast responding integrator anti-
All control algorithms with dynamic elements (e.g., windup / integrator resetting:
speed governors) that execute during TSC#1
commands need to have their outputs replaced by — Upon a TSC#1 message actively controlling
“steady-state” approximations for use in the EDT engine torque, save the last value of torque
calculation. Again note that these approximations commanded by the speed governor (τSGo) and the
are for use only in the EDT calculation; the actual
engine control logic remains unchanged. last value of speed governor error (εSGo).
Figure SPN2432_B illustrates EDT and speed — During this control sequence, calculate speed
governor output during a typical control sequence. governor error (εSGi)
The output of the speed governor may tend to lag
the engine’s torque trace during and after the TSC#1 — Calculate an estimated torque for EDT
command sequence. Note however that the determination use:
TSC#1’s influence is not factored into EDT; only
when the command sequence ends or is no longer τSGestimated = τSGo + KpSG * (εSGo- εSGi )
winning in terms of engine control arbitration do the
dynamic effects of the speed governor(s) appear in where KpSG is the speed governor proportional gain
the EDT signal.
Special Case #3: “Slow Response” Speed
Governors
One method of converting the speed governor
reference to torque is shown in Figure SPN2432_C.
If the speed governor dynamic elements are slow to
The inputs of current engine speed, accelerator respond to a 1 second torque derate, then the speed
pedal position and the shape of the governor droop governor can simply be executed during the TSC#1
curves can be used to find the equivalent torque
event and the output used directly in determining
output of the governor. A lookup table or calculation
EDT. This is an alternative for a speed governor
could be used.
which does not contain an integrator, or if the
integrator anti-windup logic is slow to respond. A
Special Case #2: “Steep” or zero droop speed
guideline for “slow response” is that the governor
governors
output after 1 second of torque limiting has only
Using a steady-state approximation with a “steep” or moved 1/3 of the way to the limit, as shown for
zero droop speed governor can cause large EDT example in Figure SPN2432_E.
changes over small speed changes. For example, if
a cruise control governor has a zero droop and the
vehicle speed is just below the cruise set speed, the Used with ENGINE MANAGEMENT – SEM.
steady-state torque approximation using the method
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TSC#1 c ontr ol modes
- Normal Driver's demand % torque
- Speed c ontrol
- Torque control TSC#1 fr om any
- Speed/torque limit c ontr ol source address
(not shown in this figure)
Override
control
mode Powertrain
priority demand % Engine's desired operating speed
Engine governor torque
(throttl e or s peed)
Max
Cruise or PT O Actual engine % torque
Min Control mode Max Min
gover nor
Road s peed
gover nor Idle governor Full load governor
(including fricti on Smoke control
loss) Noise control
Max Min Engine demand % torque

Remar ks:
1) Contr ol modes ar e defined in s ection 4.2.3.1
2) Powertrai n demand % torque is us ed to Inter nal
calc ulate the engine's desired operati ng speed components of
3) Blac k boxes ar e engine c ontroller functi ons EDT
FIGURE SPN2432_A – TORQUE COMMANDS AND CALCULATIONS WHEN A “MAXIMUM LOW IDLE”
TECHNIQUE IS USED
TSC#1 Torque Limit

Speed Governor Output
Vehicle Demand Torque
Speed Governor Output Approximation for VDT
EDT reflects the equivalent

Speed governor torque of the actual speed
approximations for EDT governor output when the
do not reflect the effects external device is no longer
of the TSC#1 command. winning engine control.
Torque
Time
FIGURE SPN2432_B – EDT AND SPEED GOVERNOR OUTPUT RELATIONSHIP DURING A CONTROL
SEQUENCE
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Full load governor Example operating point
(torque curve)
Steady-state approximation of
Lines of constant
accelerator pedal
torque for EDT position (droop curves)
60
80
40
20
%
%
%
Engine Speed
FIGURE SPN2432_C – FINDING EDT TORQUE APPROXIMATION FOR A SPEED GOVERNOR
Full load governor

(torque curve)
Actual Engine - Percent Torque
Slope > 0.2%Torque /

RPM is considered
"steep droop"
Engine Speed
FIGURE SPN2432_D – EXAMPLE OF "STEEP DROOP" SPEED GOVERNOR
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Transmission Torque Command Less than 1/3 of the
70 Speed Governor Output way an applied torque
Actual Engine - Percent Torque
limit in 1 second
60
50
40
30
20
10
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Time
FIGURE SPN2432_E – EXAMPLE OF “SLOW TO RESPOND” SPEED GOVERNOR
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B.5.20. PGN 61445 – ELECTRONIC TCM broadcast values are shown below.
TRANSMISSION CONTROLLER Differences between 3000/4000 Series 6-speed and
7-speed applications are highlighted in bold text.
2 (ETC2)
SAE Excerpt: 5-Spd TC10

Allison Terminology 6-Spd 7-Spd 10-Spd
Transmission Repetition Rate.................... 100 ms All Neutral states ............... 125 ....... 125......... 125
Data Length ............................................... 8 bytes Neutral At Stop active ........ 126 ....... 127......... 126
PDU Format .....................................................240 Low ..................................... NA ....... 126.......... NA
PDU Specific ........................................................5 st
1 ....................................... 126 ....... 127......... 126
Default Priority .....................................................6 nd
2 ...................................... 127 ....... 128......... 127
PGN ............................................ 61,445 (0xF005) rd
3 ....................................... 128 ....... 129......... 128
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4 ....................................... 129 ....... 130......... 129
Byte Bit Content th
5 ....................................... 130 ....... 131......... 130
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1 Transmission Selected Gear  6 ....................................... 131 ....... 132......... 131
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7 ........................................ NA ........ NA......... 132
2-3 Transmission Actual Gear Ratio  th
8 ........................................ NA ........ NA......... 133
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4 Transmission Current Gear  9 ........................................ NA ........ NA......... 134
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10 ...................................... NA ........ NA......... 135
5-6 Transmission Requested Range  st
1 Reverse ........................ 124 ....... 124......... 124
nd
7-8 Transmission Current Range  2 Reverse ......................... NA ....... 123......... 123
Park ................................... 251 ........ NA.......... NA
All solenoids off ................. 255 ....... 255......... 255
Message and parameters marked  are broadcast
from SA 03 unless disabled via VEPS. If all Relationship with Shift Inhibits
parameters are disabled via VEPS, the PGN is not When the operator attempts a Neutral-to-Range shift
broadcast. while inhibit conditions exist, Transmission Selected
Gear reflects the intended range during a “grace
B.5.20.2. SPN 524 – TRANSMISSION SELECTED period” in which the transmission may make the shift
GEAR – if the inhibit clears during this period. Once this
SAE Excerpt: The gear that the transmission will grace period expires, Transmission Selected Gear
attempt to achieve during the current shift if a shift is reverts back to indicating Neutral. The driver must
in progress, or the next shift if one is pending (i.e., correct the condition and re-select the desired range
waiting for torque reduction to initiate the shift). before the transmission will attempt to shift out of
Neutral. Depending on the inhibit, the grace period
Data Length: 1 byte ranges from 0.5 to 3 seconds.
Resolution: 1 gear value / bit, -125 offset
Data Range: -125 to 125 This functionality gives these engines the option to
Operational Range: -125 to +125, negative values monitor Transmission Selected Gear and determine
are reverse gears, positive if stationary DPF regeneration should be aborted
values are forward gears, zero due to an operator’s desire to shift into range. Since
is neutral. 251 (0xFB) is park. stationary regeneration often involves increased
engine speeds, the grace period gives engines time
B.5.20.2.1. TCM Parameter Broadcast to decelerate to an acceptable rpm level such that
the transmission will go ahead and shift into range.
Parameter relationship with Automatic The following examples illustrate Transmission
Neutral functions is now described. Requested Gear content for three scenarios:
— A normal N-to-D shift with no inhibits present,

Broadcast unless disabled via VEPS. Parameter
— A N-to-D shift attempt during an active inhibit, and
conveys the target range for (a) the shift in
— A N-to-D shift where the initial inhibit clears during
progress, or (b) an upcoming shift. Used in:
the grace period.
EMISSION CONTROL SYSTEMS – DPF / SCR
NEUTRAL INDICATOR
REVERSE WARNING INDICATOR

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Normal N-to-D shift (No inhibit) 3. Transmission Selected Gear reflects that the
st
TCM is planning to go into 1 range when it
Do conditions makes its next shift.
exist that would
inhibit a shift? NO 4. If the inhibit still exists when the grace period
expires, the TCM activates the range inhibit
Shift D indicator, and no shift occurs. The operator
Selector must correct the inhibit condition and re-select
Position N the range in order to get into gear. The TCM
sets Transmission Selected Gear back to
ETC2 1st Neutral, indicating that it is no longer attempting
Transmission to shift into range.
Selected Gear N
N-to-D shift, inhibit condition clears during
ETC7 ‘grace period’
Shift Inhibit
Indicator 002
Do conditions YES
exist that would
inhibit a shift? NO
SEQUENCE 1 2 3
Shift D
Selector
1. The shift selector is in Neutral, and no conditions Position N
exist that could inhibit a Neutral-to-Range shift.
ETC2 1st
2. The selector is put into Drive. Transmission
Selected Gear N
3. Shortly thereafter, Transmission Selected Gear
st
reflects that the TCM is planning to go into 1 ETC7 012
range when it makes its next shift. Shift Inhibit
Indicator 002
N-to-D shift attempt while inhibit present
‘GRACE PERIOD’
Do conditions YES
exist that would
inhibit a shift? SEQUENCE 1 2 3 4
Shift D
Selector
Position N 1. The selector is in Neutral, and conditions exist
that will inhibit a Neutral-to-Range shift request.
ETC2 1st
Transmission
2. The selector is put into Drive, and the grace
Selected Gear N N period is started.
3. Shortly after the operator selects Drive,

ETC7 012
Shift Inhibit
Transmission Selected Gear reflects that the
st
Indicator 002 TCM is planning to go into 1 range.
4. Since the inhibit clears during the grace period,

‘GRACE PERIOD’ st
the transmission proceeds to shift into 1 range.
Relationship with Automatic Neutral Functions

SEQUENCE 1 2 3 4
For automatic Neutral functions that require operator
shift selector input to initiate the return to range (e.g.
ANSI), Transmission Selected Gear will indicate 0 as
1. The selector is in Neutral, and conditions exist soon as the shift to Neutral is made. This is
that will inhibit a Neutral-to-Range shift request. because the TCM has no intention of shifting to a
different range until commanded to do so by the
2. The selector is put into Drive. A “grace period” operator.
is started, where the TCM will make the shift if
the inhibit source clears within the grace period.
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For automatic Neutral functions where the return to values are forward gears, zero
range can occur without shift selector input, is neutral. 251 (0xFB) is park.
Transmission Selected Gear will indicate a non-
Neutral range (e.g. 1) while the function is active. B.5.20.4.1. TCM Parameter Broadcast
These include: Broadcast unless disabled via VEPS. Values are
identical to those in SPN 524. Used in:
— GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT)
EMISSION CONTROL SYSTEMS – DPF / SCR
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
WITH SERVICE BRAKE STATUS) NEUTRAL INDICATOR
B.5.20.5. SPN 162 – TRANSMISSION

— GPI CA (AUTOMATIC NEUTRAL – BRAKE-
REQUESTED RANGE
BASED (BBAN) INPUT)
SAE Excerpt: Range selected by the operator.
— GPI CN (AUTOMATIC NEUTRAL WITH RETURN Characters may include P, Rx, Rx-1...R2, R1, R, Nx,
TO RANGE), or the J1939-based equivalent Nx-1...N2, N1, N, D, D1, D2..., Dx, L, L1, L2..., Lx-1,
1, 2, 3,... If only one character is required, the
This is because the TCM does intend to initiate a second character shall be used and the first
shift as soon as operating conditions warrant. character shall be a space (ASCII 32) or a control
Maintaining the non-Neutral indication helps prevent character (ASCII 0 to 31). If the first character is a
operation of other vehicle functions (e.g. DPF control character, refer to the manufacturer’s
regeneration) while the transmission is in a more application document for definition.
“temporary” Neutral state.
B.5.20.3. SPN 526 – TRANSMISSION ACTUAL Resolution: ASCII, 0 offset
GEAR RATIO Data Range: 0 to 255 per byte
SAE Excerpt: Actual ratio of input shaft speed to Operational Range: Same as data range
output shaft speed.
Data Length: 2 bytes Parameter reflects the range chosen by the operator
Resolution: 0.001 / bit, 0 offset via the shift selector, and is broadcast unless
Data Range: 0 to 64.255 disabled via VEPS. Used in RANGE DISPLAY –
Operational Range: Same as data range REQUESTED RANGE. Data format is set by VEPS
option ETC2 RANGE PARAMETER FORMAT:
TH
5 GEN FORMAT (Default Answer)
Characters in bytes 5 and 6 are “right justified”.
Noted the Error broadcast value.
For single digit ranges, byte 5 is ALWAYS an ASCII
Broadcast unless disabled via VEPS. 0xFEFF space (ASCII 32) and byte 6 contains the requested
(Error) may be broadcast when there are faults range ASCII equivalent (P, R, N, 9, 8, 7, 6, 5, 4, 3, 2,
associated with the inputs used to calculate this and 1). For two digit ranges, both bytes contain
nd
parameter. characters. In applications using the 2 Reverse
feature, first reverse is conveyed as “R1”, and
B.5.20.4. SPN 523 – TRANSMISSION CURRENT second reverse is conveyed as “R2”.
GEAR
TH
SAE Excerpt: The gear currently engaged in the 4 GEN COMPATIBLE
transmission or the last gear engaged while the The character in byte 5 is the requested range ASCII
transmission is in the process of shifting to the new equivalent (P, R, r, N, 7, 6, 5, 4, 3, 2, 1). “r”
nd
or selected gear. Transitions toward a destination indicates 2 Reverse. Byte 6 is ALWAYS an ASCII
gear will not be indicated. Once the selected gear space (ASCII 32).
has been engaged then Transmission Current Gear
(SPN 525) will reflect that gear. Error State Support
3000/4000 Series and TC10 applications with
Data Length: 1 byte J1939-based shift selectors will indicate ASCII 0
Resolution: 1 gear value / bit, -125 offset (Error) if TC1 Transmission Requested Gear
Data Range: -125 to +125, reception is lost from the active shift selector.
Operational Range: -125 to +125, negative values
are reverse gears, positive
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Impact of Preselects on Parameter Content B.5.20.6. SPN 163 – TRANSMISSION CURRENT
RANGE
Is Preselect Value Reflected in ETC2
SAE Excerpt: Range currently being commanded
Transmission Requested Range?
by the transmission control system. Characters may
include P, Rx, Rx-1...R2, R1, R, Nx, Nx-1...N2, N1,
Function or TCM 1000 3000
N, D, D1, D2..., Dx, L, L1, L2..., Lx-1, 1, 2, 3,... If
Logic Requesting a / 2000 / 4000
only one character is required, the second character
Preselect Range Series Series TC10
shall be used and the first character shall be a space
(ASCII 32) or a control character (ASCII 0 to 31). If
PSR via shift selector Yes Yes Yes the first character is a control character, refer to the
PSR via GPI CB Yes Yes Yes manufacturer’s application document for definition.
PSR via J1939 Yes Yes Yes
Engine Brake Preselect No Yes Yes Resolution: ASCII, 0 offset
(1)
Grade Braking Preselects No Yes Yes Data Range: 0 to 255 per byte
st
PTO 1 Gear Preselect NA NA Yes Operational Range: Same as data range
Reverse Inhibit w/PSR No Yes NA
BBAN (GPI CA) Preselects Yes Yes NA B.5.20.6.1. TCM Parameter Broadcast
Broadcast unless disabled via VEPS. Used in
Transmission Sump Temp. No No No RANGE DISPLAY – RANGE ATTAINED. Data
Engine Coolant Temp. No No No format is set by VEPS option ETC2 RANGE
PARAMETER FORMAT:
Overdrive Disable (GPI AR) Yes NA NA
Wired 6-5-4 selection Yes NA NA TH
5 GEN FORMAT (Default Answer)
Range Selection Mode Yes NA NA The characters in bytes 7 and 8 are “right justified”.
Retarder operation NA No NA For single digit ranges, byte 7 is ALWAYS an ASCII
Retarder Sump Temp. NA No NA space (ASCII 32) and byte 8 contains the attained
Retarder Coolant Temp. NA No NA range ASCII equivalent (P, R, N, 9, 8, 7, 6, 5, 4, 3, 2,
Direct Hold (GPI CE) NA No NA and 1). For two digit ranges, both bytes contain
D1 Selection (GPI B) NA Yes NA nd
characters. In applications using the 2 Reverse
Auto 2-1 Preselect (GPI BD) NA Yes NA feature, first reverse is conveyed as “R1”, and
Auxiliary Hold (GPI G) NA Yes NA second reverse is conveyed as “R2”.
(1) TH
Includes preselects associated with VEPS / 4 GEN COMPATIBLE
ACCT questions PRESELECTS: Automatic The character in byte 7 is the attained range ASCII
Level of Preselect Range during Cruise equivalent (P, R, r, N, 7, 6, 5, 4, 3, 2, 1). “r”
Control and GRADE BRAKING / nd
indicates 2 Reverse. Byte 8 indicates torque
REGENERATION INPUT. converter lockup clutch status, where ASCII 67 (“C”)
indicates converter operation, and ASCII 76 (“L”)
indicates lockup operation.
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B.5.21. PGN 61452 – ELECTRONIC B.5.22. PGN 64712 – ELECTRONIC
TRANSMISSION CONTROLLER ENGINE CONTROLLER 13
8 (ETC8) (EEC13)
SAE Excerpt: Transmission Repetition Rate: 20 SAE Excerpt: Transmission Repetition Rate:
ms when torque converter unlocked, 100 ms Every 1 s and on change but no faster than 100
when torque converter locked. ms.
Data Length ............................................... 8 bytes Data Length ............................................... 8 bytes

PDU Format .....................................................240 PDU Format ..................................................... 252
PDU Specific ......................................................12 PDU Specific ................................................... 200
Default Priority .....................................................3 Default Priority ..................................................... 6
PGN ........................................... 61,452 (0xF00C) PGN ........................................... 64,712 (0xFCC8)
B.5.21.1. TCM MESSAGE BROADCAST B.5.22.1. TCM MESSAGE RECEPTION

Broadcast from SA 03 if one or more parameters are NEW FOR E141 RELEASE: Message and
enabled. Parameter support, product availability parameter support are new.
and byte/bit locations are listed in the J1939
MESSAGE & PARAMETER OVERVIEW table.
B.5.21.2. SPN 3030 – TRANSMISSION TORQUE locations are listed in the J1939 MESSAGE &
CONVERTER RATIO PARAMETER OVERVIEW table.
SAE Excerpt: Ratio of transmissions torque
converter output torque to torque converter input B.5.22.2. SPN 5795 – ENGINE FUELING INHIBIT
torque at current speed. The ratio of 1.000 (03 E8 ALLOWED
h) indicates torque converter lockup. If the ratio is SAE Excerpt: This parameter is broadcast by the
less than 1 and the ratio cannot be properly engine control system, and indicates to other
determined it shall be set to a value of FB00 hex. devices on the network whether or not it will respond
Ratios above 1 indicate torque converter to requests to inhibit engine fueling via SPN 5793
multiplication. Desired Engine Fueling State. With this information,
devices that may wish to inhibit engine fueling at
Data Length: 2 bytes some time in the future can know whether or not
Resolution: 0.001 / bit, 0 offset their request will be honored before they issue a
Data Range: 0 to 64.255 request.
Operational Range: 0 to 64.250
This parameter does not reflect the state of the
B.5.21.2.1. TCM Parameter Broadcast engine controller due to requests received in SPN
Broadcast unless disabled via VEPS. Provided for 5793 Desired Engine Fueling State.
ELECTRONIC BRAKING SYSTEMS (EBS) use.
This parameter is intended to be used in conjunction
Indicates 0xFEFF (Error) if an engine speed or
with SPN 5793 Desired Engine Fueling State and
turbine speed sensor error occurs.
SPN 5794 Feedback Engine Fueling State.
B.5.21.3. SPN 5052 – TRANSMISSION CLUTCH /
00b Engine currently will not stop fueling in
CONVERTER INPUT SPEED
response to SPN 5793 Desired Engine Fueling
SAE Excerpt: Rotational velocity of the input to a State
transmission's master clutch or torque converter. In
most cases the rotational velocity will be the same 01b Engine will stop fueling in response to SPN
as engine flywheel speed unless there is an 5793 Desired Engine Fueling State
intermediate device, such as a power divider,
between the engine and the clutch / converter. 10b SAE Reserved
Data Length: 2 bytes 11b Not Supported

Resolution: 0.125 rpm / bit, 0 offset
Data Range: 0 to 8,031.875 rpm B.5.22.2.1. TCM Parameter Reception
Operational Range: Same as data range See HYBRID ENGINE STOP INTERFACE – ROAD
MODE.
Indicates 0xFEFF during speed sensor errors.
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B.5.23. PGN 64839 – TRANSMISSION f1  fx Transmission Mode Label, Mode 6
MODE LABELS (TML) ASCII * Delimiter
g1  gx Transmission Mode Label, Mode 7
SAE Excerpt: ASCII text string describing a ASCII * Delimiter
manufacturer-specific Transmission Mode. This
h1  hx Transmission Mode Label, Mode 8
PGN may contain up to 8 instances of the
Transmission Mode Label field (for Transmission
EXAMPLE – Delimiter use when label support
Mode 1 through Transmission Mode 8) with each
varies:
separated by the asterisk (*) delimiter character.
The Mode Labels are placed in increasing order aaaaaaaa*bbbbbbbbbbb****** (Modes 1 & 2)
of the mode number (i.e. Mode 1 label is first,
followed by Mode 2 label, etc). It is not *bbbbbbbb****** (Mode 2 only)
necessary to include text for each mode; *bbbbbbbb**dddd**** (Modes 2 & 4 only)
however, the delimiter is always required for
each, i.e. the data field must include all 8 asterisk EXAMPLE – A transmission supporting a
delimiters even if the application does not provide “NORMAL” operating mode in Transmission
label data for each of the modes. Mode 1, and a “PLOW” mode in Transmission
Mode 2 might send:
NOTE – The ASCII character “*” is reserved as
the delimiter Data Dec ASCII Data Dec ASCII
Byte Value Value Byte Value Value
Transmission Repetition Rate.............. On request
Data length............................................... Variable 1 78 “N” 10 79 “O”
PDU format ......................................................253 2 79 “O” 11 87 “W”
PDU specific ......................................................71 3 82 “R” 12 42 *
Default priority ......................................................7 4 77 “M” 13 42 *
Parameter Group Number .......... 64839 (0xFD47) 5 65 “A” 14 42 *
6 76 “L” 15 42 *
SAE Excerpt (J1939-71 Appendix D): Conveys 7 42 * 16 42 *
ASCII “labels” for each of the manufacturer- 8 80 “P” 17 42 *
specified TC1 Transmission Mode “x” / ETC7 9 76 “L”
Transmission Mode Indicator “x” pairs. Intended
for use with on-board or service tool displays. B.5.23.1. TCM MESSAGE BROADCAST
There are up to 8 fields (for Transmission Mode 1 Parameters marked  may be broadcast from SA 03
through Transmission Mode 8), and each is (Transmission #1). Broadcast support is defaulted
separated by an ASCII asterisk delimiter “*”. It is off. The TCM only responds to TML requests if one
not necessary to include all fields; however, the or more TML parameters are enabled via VEPS.
delimiter is always required.
TML broadcast length is always > 8 bytes, therefore
Data byte arrangement: destination-specific requests result in destination-
specific responses via RTS / CTS, and global
a1…ax * a1…bx * c1…cx * d1…dx * e1…ex * f1…fx * requests result in global responses via BAM.
g1…gx * h1…hx
B.5.23.2. SPN 4254 – TRANSMISSION MODE
…where, if applicable: LABEL
SAE Excerpt: Conveys ASCII “labels” for each of
Byte Byte Contents the manufacturer-specified TC1 Transmission Mode
a1  ax Transmission Mode Label, Mode 1  “x” / ETC7 Transmission Mode Indicator “x” pairs.
ASCII * Delimiter Intended for use with on-board or service tool
displays.
b1  bx Transmission Mode Label, Mode 2 
ASCII * Delimiter NOTE – Non-printable or non-graphic ASCII
characters are not allowed, and the ASCII character
c1  cx Transmission Mode Label, Mode 3
“*” is reserved as a delimiter.
ASCII * Delimiter
d1  dx Transmission Mode Label, Mode 4  Data Length: Variable – up to 25 bytes
ASCII * Delimiter followed by an "*" delimiter
Resolution: ASCII, 0 offset
e1  ex Transmission Mode Label, Mode 5
Data Range: 0 to 255 per byte
ASCII * Delimiter
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Operating Range: Same as data range

NOTE: OEMs currently using the TML
message or considering its use should
contact their Allison Application Engineer.
Allison is considering the discontinuation of
TML message support at some point in the
future.
Disabled in 1000 – 4000 Series calibrations, unless

the Mode 1, Mode 2, and Mode 4 Transmission
Mode Label broadcasts are individually enabled via
VEPS. Not available in H3000 or TC10 applications.
Transmission Mode Label, Mode 1 expresses the

shift schedule associated with Primary Mode
operation. The text string “PRIMARY SHIFT
SCHED” is always conveyed.

shift schedule or functionality associated with
Secondary Mode operation. The text string “2ND
SHIFT SCHED” is always conveyed.

functionality associated with the MODE button on
Allison shift selectors. This may be Secondary
Mode operation, or a GPI function input.
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B.5.24. PGN 64892 – DIESEL B.5.25. PGN 64899 – TRANSFER CASE
PARTICULATE FILTER INFORMATION (TCI)
CONTROL 1 (DPFC1)
SAE Excerpt:
SAE Excerpt: This PGN contains information
about the particulate filter regeneration control. If Transmission Repetition Rate: Every 1 s and on
there are aftertreatment systems on two banks, change of state but no faster than every 100 ms.
this PGN represents the composite information Grandfathered definition for systems that
from both banks. implemented this message prior to July, 2010: 1
s or on change.
NOTE: This message will be transmitted by the
engine or aftertreatment system controller. Data Length ............................................... 8 bytes
PDU Format ..................................................... 253
Transmission Repetition Rate: Every 1 s and on PDU Specific ................................................... 131
change of state but no faster than every 100 ms. Default Priority ..................................................... 6
Grandfathered definition for systems that PGN ............................................64,899 (0xFD83)
implemented this message prior to July, 2010: 1
s and on change Byte Bit Content
1 1-3 Transfer Case Status 
Data Length .........................................................8
PDU Format .....................................................253
PDU Specific ....................................................124 B.5.25.1. TCM MESSAGE RECEPTION
Default Priority .....................................................6 Parameters marked  may be received and used by
PGN ........................................... 64,892 (0xFD7C) 1000/2000 Series transmissions.
B.5.24.1. TCM MESSAGE RECEPTION NOTE: TCI broadcast must be continuous.

Parameter support, product availability and byte/bit It may also be sent on change between the
locations are listed in the J1939 MESSAGE & normal 1 second updates. If sent only on
PARAMETER OVERVIEW table. change, diagnostic responses will be
generated by the TCM.
B.5.24.2. SPN 3700 – AFTERTREATMENT
DIESEL PARTICULATE FILTER B.5.25.2. SPN 3645 – TRANSFER CASE STATUS
ACTIVE SAE Excerpt: This parameter describes the
SAE Excerpt: Indicates the state of diesel feedback from the transfer case controller. Used by
particulate filter active regeneration. instrument clusters, tachographs, PTOs, etc.
00b Not active 000b 2 wheel high (normal or “On Highway”

01b Active Range)
10b Regeneration needed – automatically initiated 001b 4 wheel high (normal or “On Highway”
active regeneration imminent Range)
11b Not available 010b Neutral
011b 2 wheel low (or “Off Highway” Range)
B.5.24.2.1. TCM Parameter Reception 100b 4 wheel low (or “Off Highway” Range)
See EMISSION CONTROL SYSTEMS – DPF/SCR. 101b Shift in Progress or gear not confirmed
By default, the TCM only reacts to the 01b (Active) 110b Error
state; however, through VEPS, the TCM will also
respond to the 10b (Regeneration needed) state. Data Length: 3 bits
See the function for details. Resolution: 8 states/3 bit, 0 offset
Data Range: 0 to 7

See HIGH N/V RATIO INPUT.
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B.5.26. PGN 64906 – SAE J2012 DTC B.5.26.1. TCM MESSAGE BROADCAST
DISPLAY (J2012) Parameters marked  above are broadcast from SA
03 in all applications, and are supported for use in
SAE Excerpt: Conveys basic SAE J2012 DTC function DIAGNOSTIC COMMUNICATION FOR
information for on-board or service tool displays. OEM USE.
Transmission Repetition Rate.............. On request When TCM J2012 broadcast length is ≤ 8 bytes,
Data length............................................... Variable destination-specific and global requests will both
PDU format ......................................................253 result in a global response.
PDU specific ....................................................138
When TCM J2012 broadcast length is > 8 bytes, a
Default priority ......................................................7
destination-specific request will result in a
Parameter Group Number .......... 64906 (0xFD8A)
destination-specific response via RTS / CTS, while a
global request will result in a global response via
Data byte arrangement:
BAM.
A B11 B21 B31 B41 B51 C1 B1X B2X B.5.26.2. SPN 3619 – NUMBER OF SAE J2012
B3X B4X B5X CX . . . DTCS
SAE Excerpt: The number J2012 DTCs being
Where:
conveyed in PGN 64906. If the value of this
parameter is zero, the device broadcasting PGN
A Number of J2012 DTCs 
st 64906 has no active or previously active J2012
B1X 1 Character of J2012 DTC x 
nd DTCs.
rd
th Slot Length: 8 bits
th Slot Scaling: 1 DTC per bit
Slot Range: 0 to 255
CX Bit 8: J2012 DTC Status 
Operating Range: 0 to 250 DTCs
Bits 7-1: J2012 DTC Occurrence Count
If PGN 64906 is requested and a supporting
device has no active or inactive J2012 DTCs, Broadcast in all applications.
PGN 64906 shall be sent as a single frame
B.5.26.3. SPN 3620 – SAE J2012 DTC
message with the first data byte (Number of
J2012 DTCs) set to zero. Any unused bytes in SAE Excerpt: 5 character ASCII SAE J2012 DTC,
this PGN shall be set to 255. When two or more sent Most Significant Byte first.
J2012 DTCs are indicated PGN 64906 must be
sent via Transport Protocol (See J1939-21). Slot Length: 5 bytes
Slot Scaling: ASCII
EXAMPLE – A device conveying (1) an active Slot Range: 0 to 255
P1482 with 9 counts and (2) an inactive U0100
with 4 counts would populate the data bytes as
follows: Broadcast in all applications.
B.5.26.4. SPN 3621 – SAE J2012 DTC STATUS

Data Dec ASCII Data Dec ASCII
Byte Value Value Byte Value Value SAE Excerpt: Indicates if the respective SAE J2012
DTC is active or previously active.
1 2 -- 8 85 “U
2 80 “P” 9 48 “0” 0b DTC is previously active
3 49 “1” 10 49 “1” 1b DTC is active
4 52 “4” 11 48 “0”
5 56 “8” 12 48 “0” B.5.26.4.1. TCM Parameter Broadcast
6 50 “2” 13 4 -- Broadcast in all applications.
7 137 --
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B.5.26.5. SPN 3622 – SAE J2012 DTC
OCCURRENCE COUNT
SAE Excerpt: Number of occurrences of the
respective SAE J2012 DTC being conveyed. If
more than 126 occurrences happen, the value shall
be set to 126. If the occurrence count is not
available to be sent, this value shall be set to 127.
Slot Length: 7 bits

Slot Scaling: 1 count per bit
Slot Range: 0 to 127
Operating Range: 0 to 126 occurrences

Not supported; always set to 127 (Not Available).
B.5.26.6. EXAMPLES OF PGN 64906 CONTENT
B.5.26.6.1. No DTCs present

Byte: 1 2 3 4 5 6 7 8
Hex: $00 $FF $ FF $ FF $ FF $ FF $FF $FF
Dec: 0 255 255 255 255 255 255 255
ASCII: Not applicable
Byte 1 indicates there are no J2012 DTCs present.
B.5.26.6.2. Multiple DTCs present

Byte: 1 2 3 4 5 6 7 8
Hex: $02 $50 $30 $32 $31 $38 $7F $50
Dec: 2 80 48 50 49 56 127 80
ASCII: -- “P” “0” “2” “1” “8” -- “P”
Byte: 9 10 11 12 13
Hex: $30 $37 $33 $33 $FF
Dec: 48 55 51 51 255
ASCII: “0” “7” “3” “3” --
Byte 1 indicates there are 2 DTCs present, Byte 7,

st
bit 8 indicates the 1 DTC is inactive, and Byte 13,
nd
bit 8 indicates the 2 DTC is active.
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B.5.27. PGN 64912 – ADVERTISED
ENGINE TORQUE CURVE 1500 2 3 4
(AETC) 5
1400 1 6
SAE Excerpt: This map conveys the advertised 1300 7

torque curve for the engine, as typically seen on
1200
specification sheets available from most engine
manufacturers. The collection conditions for the 1100
data conveyed are indicated by SPN 3558 –
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
AETC Data Collection Standard.
Engine Speed (RPM)
This map does not contain dynamic elements,
and does not change during engine operation. B.5.27.1. TCM MESSAGE RECEPTION
For engines capable of dynamically switching NEW FOR B/C142 RELEASE:
between torque curves or ratings during AETC message reception and use has
operation, this map contains values for the been disabled. A deficiency associated
highest (most powerful) rating. This map is not with its use will be addressed in a future
intended for use in real time engine control, but software release, and AETC support will
merely to indicate what engine rating is installed resume at that time.
in the vehicle.
D141 and E141 are unaffected.
Data points on the curve are in order from left to
right, and, at a minimum, must span from the
lowest rpm where peak torque can be produced TCM reception and use is dependent upon use of a
to the high speed governor breakpoint. SPN validated ENGINE MAKE AND MODEL.
3559 – Number of Data Points indicates the
Parameters marked  are used by the TCM. AETC
number of data points being sent. A minimum of
is used to ensure a correct ratings match between
5 points must be supported, with up to 15
the engine and transmission model in use. If the
available as needed to properly convey the
engine rating exceeds that of the transmission,
shape of the torque curve. As illustrated below,
range availability will be restricted to prevent
speed values need not be evenly incremented.
transmission damage. May be used with DYNAMIC
SHIFT SENSING to predict vehicle performance.
The pair of data points (a and b) are repeated in
the PGN for the number of data points identified B.5.27.2. SPN 3558 – AETC DATA COLLECTION
in byte 1. STANDARD
SAE Excerpt: Indicates the standardized method by
which torque data was obtained for the Advertised
Data Length ............................................. Variable
Engine Torque Curve. For example, in North
PDU Format .....................................................253
America, heavy duty diesel engine specifications are
PDU Specific ....................................................144
typically based on SAE J1995. Other applicable
SAE, ISO, or DIN standards may be added as
PGN ........................................... 64,912 (0xFD90)
necessary in the future.
Byte Bit Content
Data Length: 4 bits
1 8-5 Number of AETC Data Points  Type: Status
4-1 AETC Data Collection Standard
Bit States Data Collection Standard
a AETC Speed Value 
0000b SAE J1995
b AETC Torque Value  0001b -1101b Not Defined
1111b Not Available

Not used by the TCM; SAE J1995 data is assumed,
as no other standards have been added to the SAE
state definitions.
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B.5.27.3. SPN 3559 – NUMBER OF AETC DATA
POINTS
SAE Excerpt: Indicates the number of speed /
torque data points contained in the Advertised
Engine Torque Curve broadcast. A minimum of 5
points is required, with a maximum of 15 points
available as needed to accurately convey the curve.
Slot Length: 4 bits

Slot Scaling: 16 states / 4 bit, 0 offset
Slot Range: 0 to 15
Operational Range: 5 to 15

TCM reception and use is dependent upon use of a
validated ENGINE MAKE AND MODEL.
B.5.27.4. SPN 3560 – AETC SPEED VALUE

SAE Excerpt: Engine speed value of the data points
in PGN 64912 – Advertised Engine Torque Curve.
Slot Length: 2 bytes

Slot Scaling: 0.125 rpm/bit, 0 rpm offset
Slot Range: 0 to 8031.875 rpm
Operating Range: Same as slot

B.5.27.5. SPN 3561 – AETC TORQUE VALUE

SAE Excerpt: Engine torque value of the data
points in PGN 64912 – Advertised Engine Torque
Curve.
Slot Length: 2 bytes

Slot Scaling: 1 Nm per bit
Slot Range: 0 to 64255 Nm
Operating Range: Same as slot

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B.5.28. PGN 64917 – TRANSMISSION NEW TO THIS PUBLICATION:
FLUIDS 2 (TRF2) Previous publications failed to note a
deficiency in C132 to C142 software:
SAE Excerpt: When the Filter Life Monitor prognostics
are disabled, this parameter indicates 00b
Transmission Repetition Rate........................... 1 s (No restriction); it should indicate 11b (Not
Data length................................................. 8 bytes Available). 1000/2000 Series and TC10
PDU format ......................................................253 applications are not affected. This
PDU specific ....................................................149 deficiency will be addressed in a future
Default priority ......................................................6 software release.
PGN ........................................... 64,917 (0xFD95)
May be broadcast when Filter Life Monitor
Byte Bit Content prognostic functionality is enabled; see
1 8-7 Undefined TRANSMISSION SERVICE INDICATOR. A VEPS
6,5 Transmission Overheat Indicator  option is available to disable parameter broadcast
4,3 Transmission Oil Level Switch regardless of prognostics use.
2,1 Transmission Oil Filter Restriction
B.5.28.3. SPN 4177 – TRANSMISSION OIL LIFE
Switch 
REMAINING
2-3 Transmission Torque Converter Oil Outlet SAE Excerpt: Signal which indicates the actual oil
Temperature life remaining in percent. 100% means the
4 Transmission Oil Life Remaining  transmission oil is brand new, and 0% means the
transmission oil is at the end of its life.
5-6 Transmission Oil Temperature 2
7 Transmission Oil Level 2 High / Low Data Length: 1 byte
8 8-5 Transmission Oil Level 2 Data Range: 0 to 100 %
Measurement Status Operational Range: Same as data range
4-1 Transmission Oil Level 2 Countdown
Timer B.5.28.3.1. TCM Parameter Broadcast
May be broadcast when Oil Life Monitor prognostic
B.5.28.1. TCM MESSAGE BROADCAST functionality is enabled; see TRANSMISSION
SERVICE INDICATOR. A VEPS option is available
Individual parameter broadcasts can be disabled via
to disable parameter broadcast regardless of
VEPS. If all parameters are disabled via VEPS, the
prognostics use.
TCM will not broadcast this message. Parameters
marked  may be supported; see below for details. B.5.28.4. SPN 5345 – TRANSMISSION
OVERHEAT INDICATOR
B.5.28.2. SPN 3359 – TRANSMISSION OIL
FILTER RESTRICTION SWITCH SAE Excerpt: Signal from transmission indicating
that its fluid temperature is above normal acceptable
SAE Excerpt: This switch indicates whether the
limits, and as a result, transmission operation may
transmission oil filter is clogged.
be altered or restricted. The indicator is typically a
00b No restriction lamp. Distinctions in meaning between the
01b Restriction exists on oil filter continuous and flashing are left to the transmission
10b Error manufacturer.
11b Not available
00b Transmission Overheat Indicator is off
B.5.28.2.1. TCM Parameter Broadcast 01b Transmission Overheat Indicator is on
continuously
NEW TO THIS PUBLICATION: 10b Transmission Overheat Indicator is flashing
Previous publications failed to indicate that 11b Not available
this parameter may be supported in any
Allison application, including 1000/2000 B.5.28.4.1. TCM Parameter Broadcast
Series and TC10. See SUMP TEMPERATURE INDICATOR.
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B.5.29. PGN 64932 – PTO DRIVE B.5.29.4. SPN 3454 – ENABLE SWITCH –
ENGAGEMENT (PTODE) TRANSMISSION OUTPUT SHAFT PTO
SAE Excerpt: Status of the operator’s switch or
SAE Excerpt: Information relating to the request other input which indicates the desire for engaging
for engagement, consent for engagement, and the PTO drive mounted on the transmission output
status of engagement of various specific physical shaft.
PTO drives. This message may be broadcast by
one or all controllers involved in the enabling of a 00b Enable switch off – PTO operation not desired
given PTO drive. 01b Enable switch on – PTO operation desired
10b Error
11b Not available
Transmission Repetition Rate.................... 100 ms
Data length................................................. 8 bytes
B.5.29.5. SPN 3456 – ENGAGEMENT CONSENT
PDU format ......................................................253 – TRANSMISSION INPUT SHAFT PTO
PDU specific ....................................................164
1
PGN ........................................... 64,932 (0xFDA4) SAE Excerpt: Status of the transmission controller’s
consent to engage the first or sole PTO drive
mounted on the transmission case. The controller in
B.5.29.1. TCM MESSAGE SUPPORT charge of the PTO drive should monitor this
Broadcast when one or more parameters enabled parameter and only engage the drive when consent
for PTO DRIVE INTERFACE 1 & 2 use. Parameter is given. If consent is removed, while the PTO drive
support, product availability and byte/bit locations is engaged, the drive controller should disengage
are listed in the J1939 MESSAGE & PARAMETER the drive as soon as possible. Engaging the drive or
OVERVIEW table. continuing drive engagement when consent is
removed may result in damage to the transmission
B.5.29.2. SPN 3452 – ENABLE SWITCH – and / or the PTO drive mechanism.
TRANSMISSION INPUT SHAFT PTO 1
SAE Excerpt: Status of the operator’s switch or 00b Consent not given – PTO drive should not be
other input which indicates the desire for engaging engaged
the first PTO drive mounted on the transmission 01b Consent given – PTO drive may be engaged
case. There may be more than one PTO drive 10b Error
mounted on the transmission case. 11b Not available
00b Enable switch off – PTO operation not desired B.5.29.6. SPN 3457 – ENGAGEMENT CONSENT
01b Enable switch on – PTO operation desired – TRANSMISSION INPUT SHAFT PTO
10b Error 2
11b Not available SAE Excerpt: Status of the transmission controller’s
consent to engage the second PTO drive mounted
B.5.29.3. SPN 3453 – ENABLE SWITCH – on the transmission case. The controller in charge
TRANSMISSION INPUT SHAFT PTO 2 of the PTO drive should monitor this parameter and
SAE Excerpt: Status of the operator’s switch or only engage the drive when consent is given. If
other input which indicates the desire for engaging consent is removed while the PTO drive is engaged,
the second PTO drive mounted on the transmission the drive controller should disengage the drive as
case. If there is only one PTO drive on the soon as possible. Engaging the drive or continuing
transmission case, use SPN 3452 Enable Switch – drive engagement when consent is removed may
Transmission input shaft PTO 1. result in damage to the transmission and / or the
PTO drive mechanism. If there is only one PTO drive
00b Enable switch off – PTO operation not desired on the transmission case, use SPN 3456
01b Enable switch on – PTO operation desired Engagement Consent – Transmission input shaft
10b Error PTO 1.
11b Not available
00b Consent not given – PTO drive should not be
engaged
01b Consent given – PTO drive may be engaged
10b Error
11b Not available
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B.5.29.7. SPN 3458 – ENGAGEMENT CONSENT drive as soon as possible. Engaging the drive or
– TRANSMISSION OUTPUT SHAFT continuing drive engagement when consent is
PTO removed may result in damage to the transmission
SAE Excerpt: Status of the transmission controller’s and / or the PTO drive mechanism.
consent to engage the PTO drive connected to the
transmission output shaft. The controller in charge 00b Consent not given – PTO drive should not be
of the PTO drive should monitor this parameter and engaged
only engage the drive when consent is given. If 01b Consent given – PTO drive may be engaged
consent is removed, while the PTO drive is 10b Error
engaged, the drive controller should disengage the 11b Not available
Engine Accessory
PTO Drive
Engine
Flywheel
Transmission
PTO Output Shaft
Engine
* Engine PTO Accessory CLUTCHES OR PTO
Crankshaft Drive Transfer Case
CONVERTER
CLUTCH or GEAR SETS
Output Shaft
PTO
PTO
PTO
* = PTO drive to be Transmission
added to PDE in the Input Shaft
future as required.
ILLUSTRATION OF PTO DRIVE LOCATIONS
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B.5.30. PGN 65098 – ELECTRONIC parameters are disabled via VEPS, the TCM will not
TRANSMISSION CONTROLLER broadcast this message.
7 (ETC7) B.5.30.2. TCM MESSAGE RECEPTION
Parameters marked  may be received and used by
SAE Excerpt: Allison J1939-based shift selectors.
Transmission Repetition Rate.................... 100 ms B.5.30.3. SPN 1849 – TRANSMISSION
Data length................................................. 8 bytes REQUESTED RANGE DISPLAY FLASH
PDU format ......................................................254 STATE
PDU specific ......................................................74 SAE Excerpt: State signal indicating a transmission
Default priority ......................................................6 request for the display of the Transmission
PGN ........................................... 65,098 (0xFE4A) Requested Range parameter (SPN 162) to flash or
not to flash. The “Transmission Requested Range
Byte Bit Content Display Flash State” indicator can be utilized by (but
1 8,7 Transmission Requested Range not limited to) the shift console, instrument cluster, or
Display Flash State  cab display. Definition of the cause of this state is at
6,5 Transmission Requested Range the discretion of the transmission manufacturer. The
Display Blank State  flash period shall be 700 ms @ 50% duty cycle.
4,3 Transmission Service Indicator  
2,1 Transmission Current Range Display Transmission manufacturers may want to flash the
Blank State Transmission Requested Range display depending
on certain events. It could be because a gear could
2 8,7 Transmission Shift Inhibit Indicator  not be attained, or because fluid is low, etc. Indicator
6,5 Transmission Engine Crank Enable  should be on for 350 ms and off for 350 ms.
4,3 Active Shift Console Indicator  
2,1 Transmission Ready for Brake Transmissions supporting both this parameter and
Release the Transmission Requested Range Display Blank
3 8,7 Transmission Mode 1 Indicator  State should treat the active states of these
6,5 Transmission Mode 2 Indicator  parameters as mutually exclusive; both parameters
4,3 Transmission Mode 3 Indicator should not indicate "active" at the same time.
2,1 Transmission Mode 4 Indicator  
00b Inactive; Transmission Requested Range
4 Transmission Requested Gear Feedback display should not be flashing
 01b Active; Transmission Requested Range display
should be flashing
5 8,7 Transmission Mode 8 Indicator
10b Reserved
6,5 Transmission Mode 7 Indicator
11b Take no action
4,3 Transmission Mode 6 Indicator
2,1 Transmission Mode 5 Indicator B.5.30.3.1. TCM Parameter Broadcast
6 8,7 Transmission Mode 10 Indicator  NEW TO THIS PUBLICATION:
6,5 Transmission Mode 9 Indicator Previously publications failed to note an
4,3 Transmission Warning Indicator  ETC7 Transmission Requested Range
2,1 Transmission Reverse Gear Shift Display Flash State deficiency. At power
Inhibit Status  up, the parameter incorrectly indicates 01b
7 2,1 Transmission Air Supply Pressure (Active) for 1-2 seconds even though no
Indicator inhibit exists; it should indicate (00b). All
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Allison 5 Gen Controls software releases
are affected. This deficiency will be
B.5.30.1. TCM MESSAGE BROADCAST addressed in a future software release.
NEW FOR B/C142 RELEASE:
ETC7 Transmission Mode 10 Indicator Broadcast unless disabled via VEPS. Indicates to
broadcast is now supported. OEM shift selector displays when the display digit
should be flashing. Intended to reflect the display
Parameters marked  are broadcast from SA 03 in operation of Allison shift selectors; see function
all applications, unless disabled via VEPS. RANGE DISPLAY – REQUESTED RANGE.
Parameters marked  are only broadcast if
enabled for their associated functions. If all When flashing of the requested range display is
used to convey the inhibited condition, Transmission
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Requested Range Display Flash State is the SHIFT SELECTORS, ALLISON: 3000/4000
preferred trigger. Transmission Shift Inhibit Indicator SERIES, H3000 & TC10
is the preferred method of conveying an inhibited
shift condition when the indication method is not the TRANSMISSION SERVICE INDICATOR
flashing of the requested range display digit.
B.5.30.6. SPN 1851 – TRANSMISSION SHIFT
B.5.30.4. SPN 1850 – TRANSMISSION INHIBIT INDICATOR
REQUESTED RANGE DISPLAY SAE Excerpt: State signal indicating a transmission
BLANK STATE request for the Shift Inhibit Indicator to be active or
SAE Excerpt: State signal indicating a transmission inactive. The shift inhibit indicator can be of lamp or
request for the display of the Transmission text form, located on (but not limited to) the shift
Requested Range parameter (SPN162) to be console, instrument cluster, or cab display.
blanked or not blanked. The “Transmission Definition of the cause of the “range inhibit” state is
Requested Range Display Blank State” indicator can at the discretion of the transmission manufacturer.
be utilized by (but not limited to) the shift console,
instrument cluster, or cab display. Definition of the Transmission manufacturers may want to indicate
cause of this state is at the discretion of the that they currently cannot make a requested shift.
transmission manufacturer This could be due to inappropriate vehicle speed or
other restrictions.
Transmission manufacturers may want to blank the
Transmission Requested Range display depending 00b Inactive; shift is not inhibited
on certain events. Typically it is an indication of a 01b Active (on continuously); shift is inhibited
shift selector problem. 10b Active (flashing)
11b Take no action
Transmissions supporting both this parameter and
the Transmission Requested Range Display Flash B.5.30.6.1. TCM Parameter Broadcast
State should treat the active states of these See functions:
parameters as mutually exclusive; both parameters
should not indicate "active" at the same time. RANGE INHIBITED INDICATOR (RII)
00b Inactive; Transmission Requested Range RANGE DISPLAY – REQUESTED RANGE

display should not be blanked
01b Active; Transmission Requested Range Transmission Shift Inhibit Indicator is the preferred
display should be blanked method of conveying an inhibited shift condition
10b Reserved when the indication method is not the flashing of the
11b Take no action requested range display digit. When flashing of the
requested range display is used to convey the
B.5.30.4.1. TCM Parameter Broadcast inhibited condition, Transmission Requested Range
Broadcast unless disabled via VEPS. Indicates to Display Flash State is the preferred trigger.
non-Allison shift selector displays when the display
During certain solenoid failures, Transmission Shift
digit should be blanked. See RANGE DISPLAY –
Inhibit Indicator will indicate 10b (Error).
REQUESTED RANGE.
B.5.30.7. SPN 2900 – TRANSMISSION ENGINE
B.5.30.5. SPN 4178 – TRANSMISSION SERVICE
CRANK ENABLE
INDICATOR
SAE Excerpt: State signal from the transmission
SAE Excerpt: Signal from transmission indicating
indicating if the transmission’s status is such that
that some aspect of the gearbox requires servicing,
engine cranking is allowed (i.e. at a minimum,
such as the oil, filter, clutch(es) or other component.
transmission is in neutral and the driveline is
00b Transmission Service Indicator is off disengaged). As sender of this information, the
01b Transmission Service Indicator is on transmission is responsible for correct indication
continuously immediately upon first broadcast of this parameter.
10b Transmission Service Indicator is flashing
As with dedicated wire neutral start implementations,
11b Not available
those utilizing this parameter should consider the
B.5.30.5.1. TCM Parameter Broadcast impact of the transmission or other controllers
“resetting” due to voltage drops during the engine
See functions:
start sequence.
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The vehicle system design should also consider the 00b Transmission Mode 1 not active
impact of timing latency in the engine starting 01b Transmission Mode 1 Active
sequence. For example, the turn of an key switch 10b Error
from “off” to “start” may happen more quickly than 11b Not available
the transmission controller can boot up, determine
its’ current state of being, and begin broadcasting B.5.30.9.1. TCM Parameter Broadcast
information over the J1939 datalink. Broadcast unless disabled via VEPS. Parameter is
linked with ETC7 Transmission Mode 2 Indicator;
00b Cranking disabled; engine cranking is they are enabled / disabled as a pair.
prohibited by the transmission
01b Cranking enabled; engine cranking is allowed Reflects the status of “primary mode” operation,
by the transmission which is typically associated with primary shift
10b Error schedule operation. When Transmission Mode 1
11b Not Available Indicator is 01b, the transmission is operating in the
primary mode.
See NEUTRAL START. Transmission Mode 1 Indicator and Transmission
Mode 2 Indicator will never be active at the same
B.5.30.8. SPN 2945 – ACTIVE SHIFT CONSOLE time. State 10b (Error) is not supported.
INDICATOR
SAE Excerpt: Signal from transmission control unit B.5.30.10. SPN 2537 – TRANSMISSION MODE 2
indicating which shift console (primary or secondary) INDICATOR
it currently considers as the active shift selector SAE Excerpt: This state signal is the transmission’s
input. indication that it is operating under Transmission
Mode 2 (SPN 1853) as commanded via the TC1
Note: In some applications such as refuse trucks, message (PGN 256). The definition of the shift mode
the transmission can be operated from two positions is left to the discretion of the transmission
in the vehicle. The transmission control unit will manufacturer.
accept changes in transmission requested gear
(SPN 525) from the operator only from the active 00b Transmission Mode 2 not active
shift console. The transmission control unit 01b Transmission Mode 2 Active
determines which shift console is active based on a 10b Error
switch input controlled by the operator and 11b Not available
transmission system state criteria.
00b Primary shift console is active See SECONDARY MODE INDICATOR. Parameter
01b Secondary shift console is active is linked with ETC7 Transmission Mode 1 Indicator;
10b Reserved they are enabled / disabled as a pair.
11b Not available
10b (Error) is not supported. Unlike Transmission
B.5.30.8.1. TCM Parameter Broadcast Mode 4 Indicator below, there is no “bulb check”
See functions: functionality affiliated with this parameter.
SHIFT SELECTORS, ALLISON: 3000/4000 B.5.30.11. SPN 2539 – TRANSMISSION MODE 4

SERIES, H3000 & TC10 INDICATOR
SAE Excerpt: This state signal is the transmission’s
SHIFT SELECTORS, NON-ALLISON: 3000/4000 indication that it is operating under Transmission
SERIES Mode 4 (SPN 1855) as commanded via the TC1
message (PGN 256). The definition of the shift mode
B.5.30.9. SPN 2536 – TRANSMISSION MODE 1 is left to the discretion of the transmission
INDICATOR manufacturer.
SAE Excerpt: This state signal is the transmission’s
indication that it is operating under Transmission 00b Transmission Mode 4 not active
Mode 1 (SPN 1852) as commanded via the TC1 01b Transmission Mode 4 Active
message (PGN 256). The definition of the shift mode 10b Error
is left to the discretion of the transmission 11b Not available
manufacturer.
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B.5.30.11.1. TCM and Selector Parameter Use Data Length: 1 byte
Only broadcast from SA 03 (Transmission #1) with Resolution: Same as TC1 Transmission
certain shift selector and / or VEPS configurations. Requested Gear
When broadcast, parameter reflects the TCM MODE Data Range: Same as TC1 Transmission
state as it relates to the shift selector MODE Button. Requested Gear
Set to 01b during bulb check. See functions:
Parameter Specific Indicator: Same as TC1
SHIFT SELECTORS, ALLISON: 3000/4000 Transmission Requested Gear
SERIES, H3000 & TC10
SHIFT SELECTORS, NON-ALLISON: 3000/4000 Broadcast in 3000/4000 Series applications unless
SERIES disabled via VEPS. Parameter only reflects the TC1
Transmission Requested Gear value being received
B.5.30.12. SPN 6568 – TRANSMISSION MODE 10 by the TCM from the active shift selector.
INDICATOR
SAE Excerpt: Indicates that the transmission is In applications with a single non-J1939 strip
operating under transmission mode 10 (SPN 6570) selector, this parameter will continuously indicate
as commanded via the TC2 message (PGN 3328). 254 (Error). In dual selector applications where one
The definition of the transmission mode is left to the selector is J1939-based and the other is a non-
discretion of the transmission manufacturer. J1939 strip, this parameter will indicate Error when
the strip selector is actively commanding the TCM.
00b Transmission Mode 10 not active
01b Transmission Mode 10 Active B.5.30.14. SPN 5344 – TRANSMISSION
10b Error WARNING INDICATOR
11b Not available SAE Excerpt: Signal from transmission indicating
that some aspect of its operation is not functioning
B.5.30.12.1. TCM Parameter Broadcast correctly, and as a result, Transmission operation
NEW FOR B/C142 RELEASE: may be altered or restricted. The indicator is typically
Parameter support is new. a lamp. Distinctions in meaning between the
continuous and flashing are left to the transmission
manufacturer.
See FUELSENSE INDICATOR.
00b Transmission Warning Indicator is off
B.5.30.13. SPN 3289 – TRANSMISSION 01b Transmission Warning Indicator is on
REQUESTED GEAR FEEDBACK continuously
SAE Excerpt: Feedback of the SPN 525 10b Transmission Warning Indicator is flashing
Transmission Requested Gear input as received 11b Not available
from the shift selector, ABS or engine via PGN 256,
Transmission Control 1 (TC1) or other transmission B.5.30.14.1. TCM Parameter Broadcast
selector input. Scaling, values and parameter See CHECK TRANS INDICATOR.
specific indicators are identical to those listed for
SPN 525 Requested Gear. B.5.30.15. SPN 4261 – TRANSMISSION REVERSE
GEAR SHIFT INHIBIT STATUS
This feedback from the transmission allows shift SAE Excerpt: Reflects the status of transmission
selectors and other TC1 input devices to determine reverse inhibit activity in response to requests via
if their Requested Gear command has been SPN 4242 – Transmission Reverse Gear Shift Inhibit
received by the transmission. (This parameter is not Request. Typically broadcast by the transmission
intended for driver display purposes.) controller.
In systems with mechanical or electrical shift 00b Reverse gear shifts are currently allowed
selectors which do not support J1939 01b Reverse gear shifts are currently inhibited
communication, this parameter allows the 10b Error
transmission ECU to convey the requested gear as 11b Not available
interpreted by the transmission from its mechanical
or electrical shift selector. B.5.30.15.1. TCM Parameter Broadcast
See REVERSE INHIBIT WITH PRESELECT
REQUEST.
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B.5.31. PGN 65099 – TRANSMISSION Data Length: 2 bytes
CONFIGURATION 2 (TCFG2) Resolution: 1 Nm / bit, 0 offset
Data Range: 0 to 64255 Nm
SAE Excerpt: Contains transmission
configuration information. B.5.31.2.1. TCM Parameter Broadcast
See functions:
Transmission Repetition Rate: On request or
sender may transmit every 5 seconds until
acknowledged by reception of the engine
configuration message PGN 65251 SPN 1846. ENGINE MANAGEMENT – OTL
Data Length ............................................... 8 bytes While not clarified in the current SAE definition, this
PDU Format .....................................................254 parameter is in terms of indicated torque – not gross
PDU Specific ......................................................75 torque.
PGN ............................................ 65099 (0xFE4B)

B.5.31.2. SPN 1845 – TRANSMISSION TORQUE

LIMIT
SAE Excerpt: Parameter provided to the engine
from the transmission as a torque limit to be invoked
by the engine in the event that J1939
communication with the transmission is lost.
The intention is to protect transmissions that use a

continuous torque limit during torque converter
mode or operation in specific lower gears, where
stall or drivetrain torque may reach levels higher
than the gearbox capacity. If communication is lost
during torque-limited operation, unrestricted engine
torque output could harm the transmission.
It is recommended that engines use reception of the

ETC#1 message as a transmission “heartbeat”. In
the event that the ETC#1 message is not received in
a time period of 5 times its’ broadcast rate (5 x 10
ms = 50 ms), the engine should invoke a torque limit
holding the engine to less than or equal to the value
of the Transmission Torque Limit parameter. The
engine may release the limit when engine-to-
transmission communication is re-established.
A value of FF00 to FFFF indicates that no

transmission torque limit is desired.
It is expected that the engine will record this torque

value in non-volatile memory and will include this in
the engine configuration PGN as parameter Engine
Default Torque Limit (SPN 1846).
If the engine observes change in this parameter

value on power-up, the engine should record the
new value.
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B.5.32. PGN 65226 – ACTIVE reflect this state change. If a different DTC
DIAGNOSTIC TROUBLE CODES changes state within the 1 second update period,
a new DM1 message is transmitted to reflect this
(DM1) new DTC.
SAE Excerpt: The information communicated is Thus a DTC that becomes active/inactive twice
limited to the currently active diagnostic trouble within a 1 second interval, such as shown in
codes (DTCs). The active diagnostic codes are Example Case 1, would have one message
preceded by the diagnostic lamp status. Together identifying the DTC becoming active, and one at
they convey the diagnostic condition of the the next periodic transmission identifying it being
transmitting electronic component to other inactive. This message shall be sent every
components on the network. Occurrence counts second or in response to a request. Note that this
for currently active diagnostic trouble codes may Parameter Group will require using the
be provided as described in J1939-73. DM1 “Multipacket Transport” Parameter Group
should contain all active DTCs including the (reference SAE J1939-21) when more than one
emissions-related DTCs. active DTC exists.
The defined lamps (Malfunction Indicator Lamp, DM1 shall be broadcast at 1.0 Hz Rate, even
Red Stop Lamp, Amber Warning Lamp, and when there are no active faults. This permits
Protect Lamp) comprise a component’s lamp instrumentation to detect the loss of the lamp
status. Typically, they are associated with DTCs information and take appropriate action. For
provided in DM1. If the transmitting electronic example, MIL_Status Signal as required by OBD,
component does not have active DTCs, then the and illuminate the MIL without querying
lamp status from that component will indicate that providers.
the lamps should be off. However, the
component controlling the actual lamp Data Length ............................................ Variable
illumination must consider the status from all PDU Format ..................................................... 254
components that provide these lamps before PDU Specific ................................................... 202
changing the display to the operator. The lamp Default Priority ..................................................... 6
information (Malfunction Indicator Lamp, Red PGN ............................................ 65226 (0xFECA)
Stop Lamp, Amber Warning Lamp, and Protect
Lamp) should reflect the present state of the Byte Bit Content
transmitting electronic component. DM1 shall not
1 8,7 Malfunction Indicator Lamp Status
convey temporary signals to provide for lamp test
6,5 Red Stop Lamp Status
illumination or DTC flashout. When there are
4,3 Amber Warning Lamp Status 
multiple DTCs with different lamp command (for
2,1 Protect Lamp Status
example SPN1213 is for the MIL) and lamp flash
(for example SPN3038 is for the flash MIL) 2 8,7 Flash Malfunction Indicator Lamp
requirements then the DTC with the MIL and fast 6,5 Flash Red Stop Lamp
flash takes priority over, MIL with slow flash, 4,3 Flash Amber Warning Lamp
which takes priority over the Short MIL, which 2,1 Flash Protect Lamp
takes priority over the class C.
3 8-1 SPN, 8 least significant bits of SPN
There are uses for additional lamp definitions to (most significant at bit 8) 
accomplish specific functions (e.g., a lamp that 4 8-1 SPN, second byte of SPN (most
indicates when cruise control is actively significant at bit 8) 
controlling would require a separate lamp in
another PG). 5 8-6 SPN, 3 most significant bits (most
significant at bit 8) 
Broadcast Rate: 5-1 FMI (most significant at bit 5) 
6 8 SPN Conversion Method 
A DM1 message shall be transmitted once every 7-1 Occurrence Count 
second and on state change. To prevent a high
message rate due to intermittent faults that have 7-8 [ATI: J1939-73 doesn’t define these bytes,
a very high frequency, it is recommended that no however, examples show all bits set to 1.]
more than one state change per DTC per second
be transmitted. For example, if a fault has been NOTE – When the occurrence count is not
active for 1 second or longer, and then becomes available it should be set to all ones.
inactive, a DM1 message shall be transmitted to
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B.5.32.1. TCM MESSAGE BROADCAST which controller on the network performed the
Message and parameters marked  are broadcast diagnosis.
from SA 03 (Transmission #1) in all applications,
unless disabled via VEPS. Used for: Data Length: 19 bits
Resolution: 1 SPN / bit
CHECK TRANS INDICATOR Data Range: 0 to 524,287
DIAGNOSTIC COMMUNICATION FOR OEM USE B.5.32.4. SPN 1215 – FAILURE MODE
IDENTIFIER
SUMP TEMPERATURE INDICATOR SAE Excerpt: The FMI defines the type of failure
detected in the subsystem identified by an SPN.
TRANSMISSION SERVICE INDICATOR Note that the failure may not be an electrical failure
but may instead be a subsystem failure or condition
Allison retarder applications will also send DM1 from needing to be reported to the service technician and
SA 16 (Retarder – Driveline); see RETARDER maybe also to the operator. Conditions can include
TEMPERATURE INDICATOR. system events or status that need to be reported.
The FMI, SPN, SPN Conversion Method and
If more than one indication is active at once, DM1
Occurrence Count fields combine to form a given
will be sent using Transport Protocol. While the SAE
diagnostic trouble code.
default priority for Transport Protocol data transfer
packets is listed as 7, the TCM broadcasts with Data Length: 5 bits
Priority 6 – that of the “parent” message being sent. Resolution: 1 FMI / bit
This is not an uncommon industry practice. Data Range: 0 to 31
Any unsupported Lamp Status parameters are set to B.5.32.5. SPN 1706 – SPN CONVERSION
00b (Off). METHOD
See EXAMPLES OF DM1 CONTENT below for data SAE Excerpt: When this 1-bit field is equal to a
string examples. zero, the SPN should be converted as it is defined in
this document (see definition below for Version 4).
B.5.32.2. SPN 624 – AMBER WARNING LAMP The February 1996 version of J1939-73 contained
STATUS inadequate definitions to assure consistent
SAE Excerpt: This lamp is used to relay trouble implementations. Products implementing to February
code information that is reporting a problem with the 1996 version of the document will always have this
vehicle system but the vehicle need not be bit set to a one. When this is the case, the SPN is in
immediately stopped. either Version 1, 2 or 3 format.
00b Off To clarify the ordering of bits and bytes within the
01b On SPN parameter (which is 19 bits long) and to keep
10b Error that ordering consistent with other parameters in
11b Not available J1939-71 and J1939-73, the bit order has been
respecified. See Version 4 below for the
B.5.32.3. SPN 1214 – SUSPECT PARAMETER recommended formatting.
NUMBER
To reduce problems in interpretation of the SPNs the
SAE Excerpt: This 19-bit number is used to identify
bit between the FMI field and the Occurrence Count
the item for which diagnostics are being reported.
field, previously reserved, will be cleared to zero to
The SPN is used for multiple purposes, some of
identify use of the currently specified SPN bit
those that are specific to diagnostics are: 1. to
pattern. This bit now comprises an SPN Conversion
identify a least repairable subsystem that has failed;
Method for the purpose of maintaining usability of
2. to identify subsystems and or assemblies that
those implementations that are already in use.
may not have hard failures but may be exhibiting
abnormal operating performance; 3. identifying a
Data Length: 1 bit
particular event or condition that will be reported;
Resolution: Not Applicable
and 4. to report a component and non-standard
Data Range: 0 means convert SPNs per the
failure mode. SPNs are assigned to each individual
Version 4 definition below. 1 means
parameter in a Parameter Group and to items that
convert SPNs per Version 1, 2 or 3
are relevant to diagnostics but are not a parameter
specified below.
in a Parameter Group. SPNs are independent of the
source address for the message. However, the The four versions of interpretation are:
source address may be necessary to determine
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— SPN assumed to be sent most significant bit first B.5.32.7. EXAMPLES OF DM1 CONTENT
— SPN represented as Intel format for most NEW TO THIS PUBLICATION:

significant 16 bits with 3 least significant bits of 19 DM1-based Transmission Service
bits in with FMI value. indications have had the following
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deficiencies since Allison 5 Gen Controls
— SPN represented as Intel format for all 19 bits introduction:
(least significant sent first)
When the Oil Life or Filter Life indications
— SPN represented as Intel format for all 19 bits with initially activate, DM1 Amber Warning
the SPN Conversion Method set to 0. Lamp Status incorrectly indicates 01b
(On); it should indicate 00b (Off).
B.5.32.5.1. TCM Parameter Broadcast TM
Broadcast unless PGN disabled via VEPS. When the Transmission Health Monitor
Parameter is always set to 0, indicating version 4 initially activates, the DM1 message does
interpretation is being used. not contain SPN 4178. SPN 4178 only
appears after an extended period of
B.5.32.6. SPN 1216 – OCCURRENCE COUNT operation with low transmission health
SAE Excerpt: The 7-bit occurrence count field (when the Check Transmission Indicator
contains the number of times a fault has gone from also activates).
active to previously active. If an occurrence count is
These deficiencies will be addressed in a
not available, then this field should be set to all
future software release.
ones.
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Data Length: 7 bits Allison 5 Gen controls support all TCM DTCs in the
Resolution: 1 occurrence count/bit J1939 SPN / FMI format. The table below lists DM1
Data Range: 0 to 126 (The value 127 is reserved content just for Allison indicator functions when they
for indicating not available) are the only active DTCs being broadcast by the
TCM. Bytes containing the SPN and FMI
B.5.32.6.1. TCM Parameter Broadcast information are highlighted gray. If the data field
Broadcast unless PGN disabled via VEPS. Always contains more than 8 bytes (multiple SPNs are
set to 127; Allison does not support this parameter. reported, i.e. multiple indications are active), DM1 is
sent using Transport Protocol. In the table below:
SA 03 = Transmission #1
SA 16 = Retarder – Driveline
SPN 120 = Retarder Oil Temperature
SPN 177 = Transmission Oil Temperature 1
SPN 2003 = General Transmission Fault
SPN 3359 = Transmission Oil Filter Restriction
Switch
SPN 4177 = Transmission Oil Life Remaining
SPN 4178 = Transmission Service
FMI 15 = Data valid but above normal data
range – least severe level
FMI 17 = Data valid but below normal data
range – least severe level
FMI 31 = Condition Exists
See DIAGNOSTIC COMMUNICATION FOR OEM

USE for a list of SPN / FMI combination related to
Allison diagnostic codes.
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Amber Warning
Lamp Control
Lamp Status
Byte 2 Lamp
Control
Byte 1
Byte 3
Byte 4
Byte 5
Byte 6
Byte 7
Byte 8
SPN
FMI
Active Indication from TCM SA
$04 $FF $D3 $07 $1F $7F $FF $FF
Check Transmission 03 On 2003 31
4 255 211 7 31 127 255 255
$04 $FF $B1 $00 $0F $7F $FF $FF
Sump Temperature 03 On 177 15
4 255 177 0 15 127 255 255
$04 $FF $78 $00 $0F $7F $FF $FF
Retarder Temperature 16 On 120 15
4 255 120 0 15 127 255 255
Transmission Service $00 $FF $51 $10 $11 $7F $FF $FF
03 Off 4177 17
(Oil Life Monitor) 0 255 81 16 17 127 255 255
Transmission Service $00 $FF $1F $0D $1F $7F $FF $FF
03 Off 3359 31
(Filter Life Monitor) 0 255 31 13 31 127 255 255
Transmission Service $00 $FF $52 $10 $1F $7F $FF $FF
TM 03 Off 4178 31
(Transmission Health Monitor ) 0 255 82 16 31 127 255 255
$00 $FF $0 $0 $0 $0 $FF $FF
No DTCs or indication active 03 Off NA NA
0 255 0 0 0 0 255 255
DM1 CONTENT ASSOCIATED WITH ALLISON INDICATOR FUNCTIONS
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B.5.33. PGN 65228 – DIAGNOSTIC DATA B.5.34. PGN 65235 – DIAGNOSTIC DATA
CLEAR / RESET OF CLEAR / RESET FOR ACTIVE
PREVIOUSLY ACTIVE DTCS DTCS (DM11)
(DM3)
SAE Excerpt: For OBD regulated products,
SAE Excerpt: DM3 is not used to clear all DM11 is used to clear all applicable diagnostic
diagnostic data relative to regulated OBD data. Emission related components shall clear /
products. DM3 is not required to satisfy regulated reset diagnostic data for all active, pending, and
automotive OBD requirements. DM3 can be used previously active DTCs.
for other manufacturer specific purposes.
All of the diagnostic information pertaining to the
All of the diagnostic information pertaining to the active diagnostic trouble codes should be erased.
previously active trouble codes should be erased Sent as a request whenever the service tool
when this PG is requested. The diagnostic data wishes to clear/reset diagnostic data for active
associated with active trouble codes will not be DTCs. This is expected to occur once the
affected. Upon the completion of this operation or problem has been corrected. Upon the
if there are no faults to clear, a positive completion of this operation or if there are no
acknowledgment shall be sent as required (see faults to clear, a positive acknowledgment shall
SAE J1939-21 PGN 59392). If for some reason be sent as required (see SAE J1939-21 PGN
a device cannot perform the requested action, 59392). If for some reason a device cannot
then it is required to send a negative perform the requested action, then it is required
acknowledgement (see SAE J1939-21 PGN to send a negative acknowledgement (see SAE
59392). Implementers should be aware that no J1939-21 PGN 59392). Implementers be aware
positive or negative acknowledgement is sent that no positive or negative acknowledgement is
when the request was sent to the global address. sent when the request was sent to the global
: address.
: :
:
All ECUs shall clear the DTCs and send a
Positive Acknowledgement to this request All ECUs shall clear the DTCs and send a
message when it is not directed to the global Positive Acknowledgement to this request
destination address, with ignition ON and with the message, when it is not directed to the global
engine not running. destination address, with ignition ON and with the
engine not running.
Broadcast Rate: On request using PGN 59904.
A NACK is required if PG is not supported and it Broadcast Rate: On request using PGN 59904.
was a destination specific request for DM3 (see A NACK is required if PG is not supported and it
SAE J1939-21 PGN 59392). was a destination specific request for DM3 (see
SAE J1939-21 PGN 59392).
Data Length .........................................................0
PDU Format .....................................................254 Data Length ......................................................... 0
PDU Specific ....................................................204 PDU Format ..................................................... 254
Default Priority .....................................................6 PDU Specific ................................................... 211
PGN ........................................... 65228 (0xFECC) Default Priority ..................................................... 6
PGN ............................................ 65235 (0xFED3)
When configured to do so (see DIAGNOSTIC B.5.34.1. TCM MESSAGE RECEPTION
COMMUNICATION FOR OEM USE), the TCM will When configured to do so (see DIAGNOSTIC
respond to Global or Destination-Specific (SA 03) COMMUNICATION FOR OEM USE), the TCM will
DM3 requests. DTCs are cleared in the same respond to Global or Destination-Specific (SA 03)
manner as if cleared by an Allison J1939-based shift DM11 requests. DTCs are cleared in the same
selector. manner as if cleared by an Allison J1939-based shift
selector.
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B.5.35. PGN 65241 – AUXILIARY B.5.36. PGN 65242 – SOFTWARE
INPUT/OUTPUT STATUS 1 IDENTIFICATION (SOFT)
(AUXIO1)
SAE Excerpt:
SAE J1939-71 Excerpt: Implementers are
encouraged to use specific functional SPNs Transmission Repetition Rate ............. On request
whenever possible. AUXIO PGNs are intended Data length .............................................. Variable
for two categories of use in which fixed mapping PDU format ...................................................... 254
to functions is not possible: PDU specific .................................................... 218
Default priority ..................................................... 6
1) Generic I/O devices PGN ........................................... 65,242 (0xFEDA)
2) Applications lacking defined input and output Byte Bit Content

functionality. 1 Number of Software Identification Fields 
Use, or request new, functionally defined 2-N Software Identification  
parameters in all other cases.
NOTE – The software identification field is
Implementers and integrators considering using variable in length and may contain up to 125
AUXIO PGNs should be cautious of conflicts that software identification designators. An ASCII “*”
can arise from multiple users on a single system. is used as a delimiter to separate multiple
software identifications. Additional software
Transmission Repetition Rate: Manufacturer identification fields may be added at the end,
defined, not faster than 100 ms. each separated by an ASCII “*” as a delimiter. An
ASCII “*” is required at the end of the last
Data Length .........................................................8 software identification field, even if there is only
PDU Format .....................................................254 one software identification designator.
PDU Specific ....................................................217
Default Priority .....................................................6 B.5.36.1. TCM MESSAGE BROADCAST
Parameter Group Number ...... 65241 (0xFED900)
Message and parameters marked  are broadcast
on request from SA 03 in all applications, unless
B.5.35.1. TCM MESSAGE RECEPTION disabled via VEPS. Individual parameter broadcasts
The TCM expects this message to be broadcast at a cannot be modified via VEPS; this message and its
100ms rate. Parameter support, product availability parameters are enabled or disabled as a whole.
and byte/bit locations are listed in the J1939
MESSAGE & PARAMETER OVERVIEW table. TCM SOFT broadcast length is always > 8 bytes,
therefore a destination-specific request results in a
B.5.35.2. SPN 703 – AUXILIARY I/O #03 destination-specific response via RTS / CTS, and a
global request results in a global response via BAM.
NEW FOR E141 RELEASE:
AUXIO1 and SPN 703 are now supported. B.5.36.2. TCM MESSAGE RECEPTION
Parameters marked  are used by the TCM when
SAE Excerpt: Identifies the current status of Allison shift selectors are installed. Message and
auxiliary input/output functions that are configured parameters only received from SA 05 (Shift Console,
uniquely per application. Primary) or SA 06 (Shift Console, Secondary).
B.5.35.2.1. TCM Parameter Reception B.5.36.3. SELECTOR MESSAGE BROADCAST

Allison defines the parameter states as follows: Allison shift selectors will broadcast parameters
marked  from either SA 05 (Shift Console, Primary)
00b Automatic Engine Stops & Starts Not Allowed or SA 06 (Shift Console, Secondary). A destination-
01b Automatic Engine Stops & Starts Allowed specific request to either SA will result in a global
10b Error response, as the data length is 8 bytes. The request
11b Not Available is only accepted from SA 03.
See HYBRID ENGINE STOP-START INTERLOCK. Used by SHIFT ACTUATOR SYSTEM W/ALLISON
SELECTOR: 1000/2000 SERIES and SHIFT
SELECTORS, ALLISON: 3000/4000 SERIES,
H3000 & TC10.
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B.5.36.4. SPN 965 – NUMBER OF SOFTWARE B.5.36.5.1. TCM Parameter Broadcast
IDENTIFICATION FIELDS Supported in all applications unless PGN broadcast
SAE Excerpt: Number of software identification disabled via VEPS. The first field contains the
designators represented in the software Allison TCM software level. The second field
identification parameter group. contains the 14-character Allison Calibration
Identification Number (CIN).
Data Length: 1 byte
Resolution: 1 step / bit, 0 offset A TCM with software level “W13G5_KPC_2M7” and
Data Range: 0 to 250 steps CIN “B1-131-000A3-754-K” would respond to a
Operational Range: 0 to 125 SOFT request as shown below. ASCII characters
are highlighted in black.
Two fields are supported in all applications unless Even though SAE J1939-21 lists TP.DT message
PGN broadcast disabled via VEPS. priority as 7, Allison TCM TP.DT (packet) broadcasts
use the “parent” message priority; this is not an
B.5.36.4.2. Selector Broadcast uncommon industry practice. For SOFT broadcast,
Supported by all Allison J1939-based shift selectors; priority 6 is used.
one software identification field is supported.
B.5.36.5.2. Selector Broadcast
B.5.36.5. SPN 234 – SOFTWARE Supported by all Allison shift selectors; the content is
IDENTIFICATION proprietary.
SAE Excerpt: Software identification of an
electronic module. As an example, this parameter
may be represented with ASCII characters Parameter received by the TCM to verify usage of
“MMDDYYaa” where “MM” is the month, “DD” is the Allison J1939-based shift selectors.
day, “YY” is the year, and “aa” is the revision
number.
NOTE: The ASCII character “*” is reserved as a

delimiter.
Data Length: 1 byte

Item PGN CAN ID (hex) Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 Byte 8
TP.CM 32 29 0 5 255 218 254 0

60416 0x18ECFF03
BAM Control Size of message Packets Reserv. PGN being sent
TP.DT 1 2 87 49 51 71 53 95
60160 0x18EBFF03
Packet 1 Packet Fields W 1 3 G 5 _
TP.DT 2 75 80 67 95 50 77 55
60160 0x18EBFF03
Packet 2 Packet K P C _ 2 M 7
TP.DT 3 42 66 49 49 51 49 48
60160 0x18EBFF03
Packet 3 Packet * B 1 1 3 1 0
TP.DT 4 48 48 65 51 55 53 52
60160 0x18EBFF03
Packet 4 Packet 0 0 A 3 7 5 4
TP.DT 5 75 42 255 255 255 255 255
60160 0x18EBFF03
Packet 5 Packet K * Padding
EXAMPLE OF TCM PGN 65242 BROADCAST VIA J1939 TRANSPORT PROTOCOL
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B.5.37. PGN 65247 – ENGINE It is recommended that engine accessory parasitic
CONTROLLER 3 (EEC3) losses (such as cooling fan losses) not be included
in EEC3 Nominal Friction – Percent Torque. In the
event they are, EEC3 Estimated Engine Parasitic
SAE Excerpt:
Losses – Percent Torque must be broadcast with
value 0xFB as discussed below.
Transmission Repetition Rate: 250 ms (preferred)
or Engine Speed Dependent (if required by B.5.37.3. SPN 2978 – ESTIMATED ENGINE
application). PARASITIC LOSSES – PERCENT
TORQUE
Data Length ..............................................8 bytes
SAE Excerpt: The calculated torque that indicates
PDU Format ................................................... 254
the estimated amount of torque loss due to engine
PDU Specific .................................................. 223
parasitics, such as cooling fan, air compressor, air
Default Priority ................................................... 6
conditioning, etc. It is expressed as a percent of
PGN ......................................... 65,247 (0xFEDF)
Engine Reference Torque.
B.5.37.1. TCM MESSAGE RECEPTION If there are multiple devices on a network that
Parameter support, product availability and byte/bit provide this parameter, then users of this data shall
locations are listed in the J1939 MESSAGE & add each of these values to determine the total
PARAMETER OVERVIEW table. torque loss due to engine parasitics. Devices other
than the engine that provide this parameter shall use
B.5.37.2. SPN 514 – NOMINAL FRICTION – the value of Engine Reference Torque transmitted
PERCENT TORQUE by the engine during the current key cycle to
SAE Excerpt: The calculated torque that indicates determine the percent torque loss as seen by the
the amount of torque required by the basic engine engine.
itself added by the loss torque of accessories. It
contains the frictional and thermodynamic loss of the When the data value of this parameter is equal to FB
engine itself, pumping torque loss (SPN 5398), and it means that all parasitic losses calculated by the
the losses of fuel, oil and cooling pumps. The data is engine are included in the Engine's Nominal Friction
transmitted in indicated torque as a percent of Percent Torque (SPN 514).
reference engine torque (see the engine
configuration message, PGN 65251). Data Length: 1 byte
Resolution: 1 %/bit, -125 % offset
The realization can be done by a map dependent on Data Range: -125 to 125 %
engine speed and engine temperature and an offset Operational Range: 0 to 125%
value for additional loss torques.
See SPN 2978 for an indicator that describes the Received in all applications. May be used with:
possible inclusion of engine parasitic losses such as
cooling fan, etc. in this parameter value. DYNAMIC SHIFT SENSING
Data Length: 1 byte ENGINE MANAGEMENT – ARM

Resolution: 1% per bit, -125% offset
Data Range: -125% to +125% ENGINE MANAGEMENT – SEM
If engine accessory parasitic losses are included in
Received in all applications for use in functions: EEC3 Nominal Friction – Percent Torque, EEC3
Estimated Engine Parasitic Losses – Percent
Torque must be broadcast as 0xFB per the SAE
EMISSION CONTROL SYSTEMS – DPF / SCR definition above.
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B.5.38. PGN 65249 – RETARDER B.5.38.3. SPN 901 – RETARDER TYPE
CONFIGURATION (RC) SAE Excerpt: A vehicle retarder is a supplementary
device to the wheel brakes for the driver to better
SAE Excerpt: This map describes the stationary control the vehicle. The wheel brakes used in the
behavior of the retarder. vehicle are not designed for continuous retarding
operation. In a prolonged period of braking, the
Note: Grandfathered definition for systems that brakes can be thermally over-stressed, causing the
implemented this message prior to (date TBD): braking effect to be reduced or even lead to
On change of torque/speed points of more than complete braking system failure. The vehicle
10% since last transmission, or every 5 s. retarder is designed for continuous operation for
braking during downhill operation and is also used
Transmission Broadcast Rate: Every 5 s and on for braking the vehicle to comply with speed limits
change of torque/speed points of more than 10% and traffic conditions.
since last transmission but no faster than every
This parameter provides some indication of the
500 ms.
retarder dynamics. It is used in the retarder
configuration message (See PGN 65249). The data
Data Length ............................................. 19 bytes
type of this parameter is measured.
PDU Format .....................................................254
PDU Specific ....................................................225
Data Length: 4 bits
PGN ........................................... 65,249 (0xFEE1)
Bit State Retarder Type
Byte Bit Content
0000b Electric / Magnetic
1 8-5 Retarder Location  0001b Hydraulic
4-1 Retarder Type  0010b Cooled Friction
0011b Compression Release
2 Retarder Control Method 
0100b Exhaust
3-4 Retarder Speed at Idle, Point 1  0101b – 1101b Not defined
1110b Other
5 Percent Torque at Idle, Point 1 
1111b Not Available
6-7 Maximum Retarder Speed, Point 2 
8 Percent Torque at Maximum Speed, Point Allison Note: See the SAE J1939-71 document for
2 definitions of the retarder types.
9-10 Retarder Speed at Point 3  B.5.38.3.1. TCM Parameter Broadcast
11 Percent Torque at Point 3  Broadcast from SA 16 in Allison retarder
applications, unless disabled via VEPS. Value
12-13 Retarder Speed at Point 4  always set to 0001b (Hydraulic). Provided for
14 Percent Torque at Point 4  RETARDER CONTROL use.
15-16 Retarder Speed at Peak Torque, Point 5 

17-18 Retarder Reference Torque  
19 Percent Torque at Peak Torque, Point 5 

PGN and parameters marked  are broadcast via
Transport Protocol from SA 16 (Retarder – Driveline)
in Allison retarder applications, unless disabled via
VEPS. If all parameters are disabled via VEPS, the
TCM will not broadcast this message.
PGN broadcast every 5 seconds or on 10% change.

Received via Transport Protocol in all applications;
see specific functions for acceptable SAs.
Parameters marked  are supported.
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B.5.38.4. SPN 902 – RETARDER LOCATION B.5.38.6. RETARDER CONFIGURATION MAP
SAE Excerpt: This parameter defines whether the
"torque/speed curve" defined by the retarder B.5.38.6.1. TCM Parameter Broadcast
configuration message (PGN 65249) is dependent Broadcast from SA 16 in Allison retarder
on engine rpm, output shaft rpm, or other parameter. applications, unless disabled via VEPS. All five
The data type of this parameter is measured. speed & torque points are supported. Provided for
RETARDER CONTROL use. Scaling:
Data Length: 4 bits
Speed Points
Bit State Retarder Location Resolution: 0.125 rpm / bit, 0 offset
0000b (Primary) Engine Compression Data Range: 0 to 8,031.875 rpm
Release Brake (Exhaust
pressure) Torque Points
Data Length: 1 byte
0001b (Primary) Engine Exhaust Brake Resolution: 1 % / bit, -125% offset
(Exhaust pressure) Data Range: -125 to 125 %
0010b (Primary) Transmission Input (Engine Operating Range: -125 to 0%
rpm)
Under normal conditions, the map will reflect the
0011b (Secondary) Transmission Output 100% retarding curve of the specified retarder
(Output Shaft rpm) capacity as set by VEPS. The map also reflects the
reduced or completely inhibited capacity of the
0100b (Secondary) Driveline (Output Shaft rpm)
retarder during:
0101b Trailer (Vehicle speed)
— High temperature conditions
0110b – 1101b Not defined — Fire Truck Pump Mode operation
1110b Other — Diagnostic conditions
1111b Not Available If a temperature sensor (such as sump temperature)
fails while that temperature input is causing a
B.5.38.4.1. TCM Parameter Broadcast derated condition, the map will return to indicating
Broadcast from SA 16 in Allison retarder the normal 100% retarding curve. If the retarder
applications, unless disabled via VEPS. Value solenoid fails, the configuration map will reflect 0%
always set to 0011b (Transmission Output). at all points.
Provided for RETARDER CONTROL use.
B.5.38.5. SPN 557 – RETARDER CONTROL

% of Reference Torque
METHOD 5 3
SAE Excerpt: This parameter identifies the number
of steps used by the retarder.
Data Length: 1 byte

Resolution: 1 step / bit, 0 offset 4
Data Range: 0 to 250 steps
Operational Range: 0: continuous control, 1 On/Off 2
1
control, 2 to 250: Number of
steps Output Shaft Speed
B.5.38.5.1. TCM Parameter Broadcast Of the 5 points available to convey the retarder
Broadcast from SA 16 in Allison retarder torque curve, 3 of the points are well defined, while
applications, unless disabled via VEPS. Value the other two are left to the user’s discretion.
always set to 0; the retarder responds to continuous Allison sets the 5 points as follows:
control. Provided for RETARDER CONTROL use.
POINT 1 – Retarder Speed At Idle may vary with
retarder operating temperature, as the minimum
engagement speed of the retarder is increased with
excess fluid temperature.
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POINT 2 – By SAE definition, Percent Torque at
Maximum Speed and Maximum Retarder Speed
should equal the maximum output shaft speed
where retarder operation is allowed. However,
Allison retarders have no such definitive point.
Therefore, Point 2 is calibrated to reflect the retarder
operating speed beyond which the retarder does not
produce higher retarding torque.
POINT 3 – Highest output shaft speed where our

retarder can produce its maximum output torque.
POINT 4 – Best compromise of an “inflection point”

between points 3 & 2 based on Allison retarder data.
POINT 5 – Lowest output shaft speed where our

retarder can produce its maximum torque output.
B.5.38.7. SPN 556 – RETARDER REFERENCE

TORQUE
SAE Excerpt: This parameter is the 100% reference
value for all defined indicated retarder torque
parameters. It is only defined once and doesn’t
change if a different retarder torque map becomes
valid.

Resolution: 1 Nm / bit, 0 offset
Data Range: 0 to 64,255 Nm

Broadcast from SA 16 in Allison retarder
applications, unless disabled via VEPS. The
broadcast value is dependent on TCM calibration;
see RETARDER CONTROL use.

Used in function ENGINE BRAKE INTERFACE.
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B.5.39. PGN 65250 – TRANSMISSION may be used in function SHIFT SELECTORS, NON-
CONFIGURATION (TCFG) ALLISON: 3000/4000 SERIES.
B.5.39.2. SPN 958 – NUMBER OF REVERSE

SAE Excerpt: GEAR RATIOS
SAE Excerpt: Number of reverse gear ratios in the
transmission, provided as part of the transmission
Data length............................................... Variable
configuration.
PDU format ......................................................254
PDU specific ....................................................226
Data Length: 1 byte
Resolution: 1 gear value / bit, 0 offset
PGN ........................................... 65,250 (0xFEE2)
Operational Range: 0 to 125 gear ratios
Total message length depends on total number
of forward and reverse gear ratios.
B.5.39.3. SPN 957 – NUMBER OF FORWARD
GEAR RATIOS
NOTE: The first gear ratio transmitted in bytes 3,
4 will be the highest reverse gear ratio. SAE Excerpt: Number of forward gear ratios in the
Additional 2-byte gear ratios will follow: transmission, provided as part of the configuration.
3,4 Highest reverse gear ratio Data Length: 1 byte

: Resolution: 1 gear value / bit, 0 offset
a,b Lowest reverse gear ratio Data Range: 0 to 250
c,d Lowest forward gear ratio Operational Range: 0 to 125 gear ratios
:
B.5.39.4. SPN 581 – TRANSMISSION GEAR
e, f Highest forward gear ratio
RATIO
Byte Bit Content SAE Excerpt: The transmission configuration
describes the number of forward gears, the number
1 Number of Reverse Gear Ratios  of reverse gears, and the ratio of each gear with the
2 Number of Forward Gear Ratios  following resolution.
3,4 Transmission Gear Ratio  Data Length: 2 bytes

Resolution: 0.001 / bit, 0 offset
B.5.39.1. TCM MESSAGE BROADCAST Data Range: 0 to 64.255
Previous publications failed to note a B.5.39.5. CONTENT EXAMPLE: 6-SPEED
deficiency in B/C132 to B/C142 software: MD3060
When the TCM is configured with a shift
mask of less than 6 forward ranges, the Parameter Value
TCFG message incorrectly conveys that Number of Reverse Gear Ratios: 1
there are still 6 forward ranges supported. Number of Forward Gear Ratios: 6
This deficiency will be addressed in a Transmission Gear Ratio (Reverse): 5.03
future software release. st
Transmission Gear Ratio (1 ): 3.49
nd
Transmission Gear Ratio (2 ): 1.86
rd
Message and parameters marked  broadcast from Transmission Gear Ratio (3 ): 1.41
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SA 03 in all applications unless disabled via VEPS. Transmission Gear Ratio (4 ): 1.00
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Individual parameter broadcasts cannot be modified Transmission Gear Ratio (5 ): 0.75
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via VEPS; this message and its parameters are Transmission Gear Ratio (6 ): 0.65
enabled or disabled as a whole.
TCFG broadcast length is always > 8 bytes,

therefore destination-specific requests result in
destination-specific responses via RTS / CTS, and
global requests result in global responses via BAM.
This PGN provides OEM shift selectors with the gear

ranges available in the installed transmission, and
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B.5.40. PGN 65251 – ENGINE 4-5 Engine Speed at Point 2 
CONFIGURATION 1 (EC1)
6 Engine Percent Torque at Point 2 
SAE Excerpt: This map describes the stationary 7-8 Engine Speed at Point 3 
behavior of the engine and the speed dependent
available indicated torque. This map should 9 Engine Percent Torque at Point 3 
reflect the effect of changes due to barometric 10-11 Engine Speed at Point 4 
pressure, engine temperature, and any other
stationary changes (sensor failures, etc.) which 12 Engine Percent Torque at Point 4 
influence the engine torque curve more than 13-14 Engine Speed at Point 5 
10%. This map is only valid for maximum boost
pressure. At low boost pressures the torque limit 15 Engine Percent Torque at Point 5 
may be much lower. 16-17 Engine Speed at High Idle- Point 6 
The engine configuration message must be sent 18-19 Engine Gain (KP) of The Endspeed
at any time that the engine configuration map has Governor
changed by more than 10% of speed or torque 20-21 Engine Reference Torque 
(due to events other than boost pressure) since
that last time the message was transmitted. As 22-23 Engine Maximum Momentary Override
an alternative, it may be sent periodically, once Speed- Point 7
every 5 s. It shall also be sent on response to a 24 Engine Maximum Momentary Override
configuration request message. Time Limit
The engine characteristic can be described in 25 Engine Requested Speed Control Range
one of three modes. Mode 1 provides a Lower Limit
complete curve of speed and torque points (see 26 Engine Requested Speed Control Range
PGN65251_A). Mode 2 and 3 provide a partial Upper Limit
curve of speed and torque points and a separate
endspeed governor characteristic. In modes 2 27 Engine Requested Torque Control Range
and 3, the receiver of the engine configuration Lower Limit
message has to calculate the minimum of the 28 Engine Requested Torque Control Range
engine torque curve and the endspeed governor Upper Limit
characteristic to get the final available engine
torque. 29-30 Engine Extended Range Requested
Speed Control Range Upper Limit
Mode 2 provides a high idle point where torque
31-32 Engine Moment of Inertia 
equals zero (point 6) and the endspeed governor
gain Kp (see Figure PGN 65251_B). Mode 3 33-34 Engine Default Torque Limit 
provides the kick-in point of the endspeed
35 Support Variable Rate TSC1 Message
governor (point 2) and the governor gain Kp (see
Figure PGN 65251_C). 36 Support TSC1 Control Purpose Group 1
37 Support TSC1 Control Purpose Group 2
Transmission Repetition Rate........ Every 5 s and
on change of torque/speed points of more than 38 Support TSC1 Control Purpose Group 3
10% since last transmission but no faster than
every 500 ms 39 Support TSC1 Control Purpose Group 4
Data Length ............................................. 39 bytes B.5.40.1. TCM MESSAGE RECEPTION

PDU Format .....................................................254 Parameters marked  may be used by the TCM.
PDU Specific ....................................................227
Default Priority .....................................................6 If PGN Request is not supported, EC1 must be sent
PGN ........................................... 65,251 (0xFEE3) via transport protocol at a periodic rate no slower
than every 5 seconds. Regardless, EC1 should be
Byte Bit Content sent on change of torque/speed points of more than
1-2 Engine Speed at Idle- Point 1  10% since the last broadcast.
3 Engine Percent Torque at Idle- Point 1  EC1 data is required to be in either EC1 Mode 1 or
Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data
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B.5.40.2. ENGINE SPEED POINTS B.5.40.3. ENGINE PERCENT TORQUE POINTS
EC1 engine speed data is formatted as follows: Engine percent torque data is formatted as follows:
Data Length: 2 bytes Data Length: 1 byte

Resolution: 0.125 rpm/bit, 0 offset Resolution: 1% per bit, -125% offset
Data Range: 0 to 8,031.875 rpm Data Range: -125% to 125%
Operational Range: Same as data range Operational Range: 0 to 125%
SPN 188 – Engine Speed at Idle, Point 1 SPN 539 – Engine Percent Torque at Idle, Point 1
SAE Excerpt: Stationary low idle speed of engine SAE Excerpt: The torque limit that indicates the
which includes influences due to engine temperature available engine torque which can be provided by
(after power up) and other stationary changes the engine at idle speed. This parameter may be
(calibration offsets, sensor failures, etc.). influenced by engine temperature (after power up)
and other stationary changes (calibration offsets,
SPN 528 – Engine Speed at Point 2 sensor failures, etc.) See also SPN 188. The data is
SAE Excerpt: Engine speed of point 2 of the engine transmitted in indicated torque as a percent of the
torque map. In engine configuration mode 1 and 3, reference engine torque.
point 2 is defined as the kick-in point from which
torque is reduced to zero. In mode 2, there are no SPN 540 – Engine Percent Torque at Point 2
special requirements for the definition of this point. SAE Excerpt: The torque limit that indicates the
available engine torque which can be provided by
SPN 529 – Engine Speed at Point 3, the engine at point 2 of the engine map. In engine
SPN 530 – Engine Speed at Point 4, configuration mode 1 and 3, point 2 is defined as the
SPN 531 – Engine Speed at Point 5 kick-in point from which torque is reduced to zero. In
SAE Excerpt: Engine speed of point 3, 4, and 5 of mode 2, there are no special requirements for the
the engine torque map. It is recommended that one definition of this point. The data is transmitted in
of these points indicate the peak torque point for the indicated torque as a percent of the reference
current engine torque map. Points 3, 4, and 5 are engine torque.
optional and lie between idle and point 2.
SPN 541 – Engine Percent Torque at Point 3,
SPN 532 – Engine Speed at High Idle, Point 6 SPN 542 – Engine Percent Torque at Point 4,
SAE Excerpt: Engine speed of high idle (point 6) of SPN 543 – Engine Percent Torque at Point 5
the engine torque map. In engine configuration SAE Excerpt: The torque limit that indicates the
mode 3, point 6 is not defined by the engine torque available engine torque which can be provided by
map but by the governor characteristic and the zero the engine at point 3, 4, and 5 of the engine map
torque line. (see PGN 65251 and supporting documents). It is
required that one of these points indicate the peak
B.5.40.2.1. TCM Parameter Reception torque point for the current engine torque map.
Received in all applications. Used in functions: Points 3, 4, and 5 lie between idle and point 2. The
data is transmitted in indicated torque as a percent
ENGINE MANAGEMENT – SEM of the reference engine torque.
ENGINE MANAGEMENT – LRTP B.5.40.3.1. TCM Parameter Reception

Received in all applications. Used to determine
ENGINE MANAGEMENT – OTL engine maximum torque production capability in all
1000/2000 Series applications, and in functions:
Engine Speed at Idle, Point 1 support is required in
some applications; see EMISSION CONTROL ENGINE MANAGEMENT – SEM
SYSTEMS – DPF / SCR.
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B.5.40.4. SPN 544 – ENGINE REFERENCE B.5.40.6. SPN 1846 – ENGINE DEFAULT
TORQUE TORQUE LIMIT
SAE Excerpt: This parameter is the 100% reference SAE Excerpt: Companion parameter to
value for all defined indicated engine torque Transmission Torque Limit (SPN 1845). This “echo”
parameters. It is only defined once and doesn't parameter provides confirmation to the transmission
change if a different engine torque map becomes that the engine has received and will invoke the
valid. requested Transmission Torque Limit in the event
that J1939 communication is lost between the two
Data Length: 2 bytes devices.
Resolution: 1 Nm per bit, 0 Nm offset
Data Range: 0 to 64,255 Nm If the engine supports this protection logic, the
Operational Range: Same as data range Engine Default Torque Limit parameter should be
set equal to the Transmission Torque Limit
B.5.40.4.1. TCM Parameter Reception parameter as received in the Transmission
Received in all applications. Used in functions: Configuration 2 message (PGN 65099). Otherwise,
an Engine Default Torque Limit value of FF00 to
ENGINE MANAGEMENT – ARM FFFF indicates that no default engine torque limit
has been received or set.
The intention is to protect transmissions that use a
ENGINE MANAGEMENT – LRTP continuous torque limit during torque converter
mode or operation in specific lower gears, where
ENGINE MANAGEMENT – OTL stall or drivetrain torque may reach levels higher
than the gearbox capacity. If communication is lost
…to estimate transmission net input torque. Also during torque-limited operation, unrestricted engine
used by shift quality and transmission abuse torque output could harm the transmission.
algorithms to determine TSC1 command values. If
not supported as required, shift feel will be degraded It is recommended that engines use reception of the
due to inaccurate net torque estimates. See the ETC#1 message as a transmission “heartbeat”. In
functions for how to best set this value. the event that the ETC#1 message is not received in
a time period of 5 times its’ broadcast rate (5 x 10
B.5.40.5. SPN 1794 – ENGINE MOMENT OF ms = 50 ms), the engine should invoke a torque limit
INERTIA holding the engine to less than or equal to the value
SAE Excerpt: Moment of inertia for the engine, of the Transmission Torque Limit parameter. The
including items driven full-time by the engine such engine may release the limit when engine-to-
as fuel, oil and cooling pumps. The inertia from the transmission communication is re-established.
following items are not included: flywheel, alternator,
compressor and other engine-driven accessories. Data Length: 2 bytes
Resolution: 1 Nm per bit, 0 Nm offset
Data Length: 2 bytes Data Range: 0 to 64,255 Nm
Resolution: 0.004 kg-m^2 / bit, 0 offset Operational Range: Same as data range
Data Range: 0 to 257.02 kg-m^2
Operational Range: Same as data range B.5.40.6.1. TCM Parameter Reception
Received in all applications. Used in functions:
May be used in ENGINE MANAGEMENT – SEM. ENGINE MANAGEMENT – LRTP

NOTE: For engines approved for use with
Allison Engine Management, any change in While not clarified in the current SAE definition, this
the value broadcast requires re-evaluation parameter is in terms of indicated torque – not gross
by Allison. torque. Also note that for the Engine Management
functions listed above, an ETC1 heartbeat is
required; not “recommended” as mentioned in the
excerpt from the SAE definition.
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B.5.41. PGN 65259 – COMPONENT ID B.5.41.2.1. TCM Parameter Broadcast
(CI) Supported in all applications unless message
broadcast disabled via VEPS. Contains the
SAE Excerpt: standard Allison ATA / VMRS 5 character code
“ALLSN”. See example below.
B.5.41.3. SPN 587 – MODEL
Data length............................................... Variable
PDU format ......................................................254 SAE Excerpt: Model of the component.
PDU specific ....................................................235
Default priority ......................................................6 Data Length: Variable – up to 200 characters
PGN ........................................... 65,259 (0xFEEB) (“*” delimited)
Field Content Data Range: 0 to 255 per byte
a Make  NOTE – The ASCII character “*” is reserved as a

Delimiter (ASCII “*”) delimiter.
b Model  B.5.41.3.1. TCM Parameter Broadcast

Delimiter (ASCII “*”) Supported in all applications unless message
broadcast disabled via VEPS. Parameter contains
c Serial number the Allison vocational model name, which may vary
Delimiter (ASCII “*”) in length up to a maximum of 50 characters. See
example below.
d Unit number (Power unit)
B.5.41.4. EXAMPLE BROADCAST
Delimiter (ASCII “*”)
The data string below illustrates the Component ID
NOTE – The make, model, serial number and response of an Allison MD3060 transmission.
unit number fields in this message are optional
and separated by an ASCII “*”. It is not Byte: 1 2 3 4 5 6 7 8
necessary to include all fields; however, the Data: 65 76 76 83 78 42 77 68
delimiter (“*”) is always required. ASCII: A L L S N * M D
Byte: 9 10 11 12 13 14 15
B.5.41.1. TCM MESSAGE BROADCAST Data: 51 48 54 48 42 42 42
Message and parameters marked  are broadcast ASCII: 3 0 6 0 * * *
upon request from SA 03 in all applications, unless
disabled via VEPS. Individual parameter broadcasts
cannot be modified via VEPS; the message and its
parameters are enabled or disabled as a whole.
TCM CI broadcast length is always > 8 bytes,

therefore a destination-specific request will result in
a destination-specific response via RTS / CTS, and
a global request will result in a global response via
BAM.
B.5.41.2. SPN 586 – MAKE

SAE Excerpt: Make of the component
corresponding to the codes defined in the American
Trucking Association Vehicle Maintenance
Reporting Standard (ATA/VMRS).

NOTE – The ASCII character “*” is reserved as a

delimiter.
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B.5.42. PGN 65262 – ENGINE B.5.43. PGN 65265 – CRUISE CONTROL
TEMPERATURE (ET1) / VEHICLE SPEED 1 (CCVS1)
SAE Excerpt: SAE Excerpt:
Transmission Repetition Rate........................... 1 s Transmission Repetition Rate ................... 100 ms

Data Length ............................................... 8 bytes Data Length ............................................... 8 bytes
PDU Format .....................................................254 PDU Format ..................................................... 254
PDU Specific ....................................................238 PDU Specific ................................................... 241
Default Priority .....................................................6 Default Priority ..................................................... 6
PGN: .......................................... 65,262 (0xFEEE) PGN ............................................65,265 (0xFEF1)
Byte Bit Content Byte Bit Content

1 Engine Coolant Temperature  1 8,7 Park Brake Release Inhibit Request
6,5 Cruise Control Pause Switch
2 Engine Fuel Temperature 1
4,3 Parking Brake Switch 
3-4 Engine Oil Temperature 1 2,1 Two Speed Axle Switch
5-6 Engine Turbocharger Oil Temperature 2-3 Wheel-based Vehicle Speed 
7 Engine Intercooler Temperature 4 8,7 Clutch Switch
6,5 Brake Switch 
8 Engine Intercooler Thermostat Opening 4,3 Cruise Control Enable Switch
2,1 Cruise Control Active 
5 8,7 Cruise Control Accelerate Switch
Parameter marked  may be used by the TCM. 6,5 Cruise Control Resume Switch
4,3 Cruise Control Coast Switch
B.5.42.2. SPN 110 – ENGINE COOLANT
2,1 Cruise Control Set Switch
TEMPERATURE
SAE Excerpt: Temperature of the liquid found in the 6 Cruise Control Set Speed 
engine cooling system. 7 8-6 Cruise Control States 
5-1 PTO Governor State 
Data Length: 1 byte
Resolution: 1° C per bit, -40° C offset 8 8,7 Engine Shutdown Override Switch
Data Range: -40°C to +210°C (-40°F to +410°F) 6,5 Engine Test Mode Switch
4,3 Engine Idle Decrement Switch
B.5.42.2.1. TCM Parameter Reception 2,1 Engine Idle Increment Switch
Received in all applications. Used in functions:
Parameters marked  may be used by the TCM.
RETARDER CAPACITY REDUCTION
B.5.43.2. SPN 70 – PARKING BRAKE SWITCH
HYBRID POWERTRAIN INTERFACE SAE Excerpt: Switch signal which indicates when
the parking brake is set. In general the switch
Also used by the TCM to: actuated by the operator's park brake control,
whether a pedal, lever or other control mechanism.
— determine normal engine idle speed,
— aid in transmission oil temperature diagnostics, 00b Parking brake not set
— detect if the engine is warmed up or de-rated, 01b Parking brake set
— adjust shift schedules. 10b Error
11b Not Available

May be used by functions:
AUTOMATIC NEUTRAL – SINGLE INPUT

SHIFT SELECTOR OVERRIDE
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AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR B.5.43.5. SPN 595 – CRUISE CONTROL ACTIVE
SAE Excerpt: Cruise control is switched on. It is not
NEUTRAL AT STOP ensured that the engine is controlled by cruise
control, as in the case of a large driver's demand the
B.5.43.3. SPN 84 – WHEEL-BASED VEHICLE engine is controlled by the driver while cruise control
SPEED
is active (maximum selection of cruise control and
SAE Excerpt: Speed of the vehicle as calculated driver’s demand). The cruise control is set to 0 if a
from wheel or tailshaft speed. switch off condition occurs.
Data Length: 2 bytes 00b Cruise control switched off

Resolution: 1/256 km/h per bit, 0 km/h offset 01b Cruise control switched on
Data Range: 0 to 250.996 km/h 10b Error
Operational Range: Same as data range 11b Not available
B.5.43.3.1. TCM Parameter Reception B.5.43.5.1. TCM Parameter Reception
Received in all applications. Used in DYNAMIC Reception is defaulted off in all applications, and
SHIFT SENSING and HYBRID POWERTRAIN may only be enabled via VEPS. When enabled,
INTERFACE, and may be used in: used by function CRUISE CONTROL, STANDARD.
CRUISE CONTROL, STANDARD B.5.43.6. SPN 86 – CRUISE CONTROL SET

SPEED
ENGINE MANAGEMENT – ARM SAE Excerpt: Value of set (chosen) velocity of
velocity control system.
ENGINE MANAGEMENT – LRTP Data Length: 1 byte

Resolution: 1 kph per bit, 0 kph offset
B.5.43.4. SPN 597 – BRAKE SWITCH Data Range: 0 to 250 kph
SAE Excerpt: Switch signal which indicates that the Operational Range: Same as data range
driver operated brake foot pedal is being pressed.
This brake foot pedal is controlling the vehicles’
service brake (total vehicle braking application, not May be used in CRUISE CONTROL, STANDARD.
park brakes). It is necessary for safe drivetrain
B.5.43.7. SPN 527 – CRUISE CONTROL STATES
behavior that the switch activates before the
physical braking components are activated (i.e. SAE Excerpt: This parameter is used to indicate the
Disengage the cruise control function prior to the current state or mode of operation by the cruise
activation of friction brakes). control device. This is a Status Parameter.
00b Brake pedal released Data length: 3 bits

01b Brake pedal depressed State values: See function CRUISE CONTROL,
10b Error STANDARD
11b Not Available
B.5.43.4.1. TCM Parameter Reception Received in all applications unless disabled via
May supplement or replace the brake switch GPI in: VEPS. Correct state support is required when used
to meet the requirements of functions:
AUXILIARY FUNCTION RANGE INHIBIT – SINGLE
INPUT CRUISE CONTROL, STANDARD
AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN) CRUISE CONTROL, ADAPTIVE

INPUT
AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR
DIRECTION CHANGE ENABLE INPUT
ENGINE MANAGEMENT – NRA
SERVICE BRAKE STATUS INPUT

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B.5.43.8. SPN 976 – PTO GOVERNOR STATE
Off / Disabled – The PTO governor enable
SAE Excerpt: This parameter is used to indicate the switch is in the off position.
current state or mode of operation by the power
takeoff (PTO) governor. In lieu of support for PTO Hold – The PTO governor is active and currently
Drive Engagement parameters, this parameter may maintaining a captured operating speed.
represent the status of a PTO drive. The
broadcasting device must ensure that each achieved Remote Hold – The remote PTO governor is
state is conveyed in at least one message broadcast active and the PTO governor is currently
before a transition to another state is allowed. maintaining a captured operating speed.
Data length: 5 bits Standby – The PTO governor device enable

State values: See below switch is in the ON position and it is possible to
manage the PTO governor.
Received in all applications. Correct state support is Remote Standby – The remote PTO governor
required when used to meet the requirements of: device enable switch is in the ON position and it
is possible to manage the PTO governor.
ACCELERATOR PEDAL INPUT – DUAL MODE
OFS Set – The PTO governor is establishing current
speed as the operating speed (captured value).
CRUISE CONTROL, VIA ENGINE PTO
GOVERNOR Decelerate / Coast – The PTO governor is in the
process of ramping down, or coasting, from the
When the vehicle is moving, the bit states map as current operating speed.
shown in the following table. The TCM ignores this
parameter when the vehicle is stationary. Resume – The PTO governor is in the process of
resuming the operating speed to a previously
captured value.
Bit PTO Mod.
State State Source Accelerate – The PTO governor is in the process
00000b Off / Disabled Pedal of ramping up the operating speed.
00001b Hold Load
Accelerator Override – The PTO governor is
00010b Remote Hold Load
active but for the present time the engine is
00011b Standby Pedal
controlled by a large driver's demand.
00100b Remote Standby Pedal
00101b Set Load Preprogrammed PTO Governor Set Speed 1
00110b Decelerate / Coast Load through 8 – The PTO device is establishing a
00111b Resume Load preprogrammed governor set speed (user
01000b Accelerate Load programmable) as the current operating speed.
01001b Accelerator Override Pedal
01010b Pre-Program Set Speed 1 Load PTO set speed memory 1 through 2 – A PTO
01011b Pre-Program Set Speed 2 Load set speed memory set state is active.
01100b Pre-Program Set Speed 3 Load
01101b Pre-Program Set Speed 4 Load
01110b Pre-Program Set Speed 5 Load This parameter is one of several used to determine if
01111b Pre-Program Set Speed 6 Load shift modulation is based on EEC2 Accelerator
10000b Pre-Program Set Speed 7 Load Pedal Position 1 or EEC2 Engine Percent Load at
10001b Pre-Program Set Speed 8 Load Current Speed. Other parameters that factor into
10010b PTO Set Speed Memory 1 Load modulation source determination include:
10011b PTO Set Speed Memory 2 Load
— CCVS1 Cruise Control States
11111b Not available Pedal
— CCVS1 Cruise Control Active
— EEC2 Road Speed Limit Status
Pedal position is used for all undefined states.
— EEC1 Engine Torque Mode
Per SAE, the states should convey the following: If any of these parameters indicate that pedal
information may not be valid for shift modulation
purposes, then load information is utilized.
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B.5.44. PGN 65266 – FUEL ECONOMY
(LIQUID) (LFE1)
SAE Excerpt:
Transmission Repetition Rate.................... 100 ms

Data Length ..............................................8 bytes
PDU Format ................................................... 254
PDU Specific .................................................. 242
Default Priority ................................................... 6
PGN .......................................... 65,266 (0xFEF2)

B.5.44.2. SPN 183 – ENGINE FUEL RATE

SAE Excerpt: Amount of fuel consumed by engine
per unit of time.

Resolution: 0.05 L/h per bit, 0 offset
Data Range: 0 to 3,212.75 L/h

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B.5.45. PGN 65272 – TRANSMISSION NEW TO THIS PUBLICATION:
FLUIDS (TRF1) Previous publications failed to note
B/C132, B/C134, B/C141 & D134 software
SAE Excerpt: deficiencies: When VEPS / ACCT question
ENGINE COOLANT TEMPERATURE
Transmission Repetition Rate................. 1 second SOURCE = None, the TCM would
Data Length ............................................... 8 bytes broadcast -10°C during sump temperature
PDU Format .....................................................254 faults; it should have indicated Error.
PDU Specific ....................................................248 D141 software still has this deficiency; it
Default Priority .....................................................6 will be corrected in a future release.
PGN ........................................... 65,272 (0xFEF8)
Byte Bit Content NEW FOR B/C142 RELEASE:

Deficiency fixed: B/C142 software now
1 Clutch Pressure correctly conveys Error during sump
2 Transmission Oil Level 1 temperature sensor faults, regardless of
the ENGINE COOLANT TEMPERATURE
3 Transmission Filter Differential Pressure SOURCE answer.
4 Transmission Oil Pressure
5,6 Transmission Oil Temperature 1  NEW TO THIS PUBLICATION:
Previous publications failed to note
7 Transmission Oil Level 1 High / Low  B/C132, B/C134, B/C141 & D134 software
8 8-5 Transmission Oil Level 1 deficiencies: During sump temperature
Measurement Status  circuit faults P0712 or P0713, the TCM
4-1 Transmission Oil Level 1 Countdown broadcast would broadcast 0xFB00; it
Timer  should have indicated Error (0xFEFF).
B.5.45.1. TCM MESSAGE BROADCAST NEW FOR B/C142 RELEASE:

Message and parameters marked  may be Deficiency fixed: B/C142 software now
broadcast from SA 03 in all applications, unless correctly conveys Error as 0xFEFF. Note
disabled VEPS. If all parameters are disabled via D141 still has the deficiency, which will be
VEPS, the TCM will not broadcast this message. corrected in a future release.
B.5.45.2. SPN 177 – TRANSMISSION OIL

TEMPERATURE 1 Broadcast unless disabled via VEPS. Error
(0xFEFF) is indicated when sensor failures occur.
SAE Excerpt: First instance of transmission
lubricant temperature. B.5.45.3. SPN 3027 – TRANSMISSION OIL
LEVEL 1 HIGH / LOW
SAE Excerpt: First instance of a transmission oil
Resolution: 0.03125°C / bit, -273°C offset
level indicator. Conveys the amount of current
Data Range: -273°C to +1735.0°C
volume of transmission sump oil compared to
recommended volume. Positive values indicate
B.5.45.2.1. TCM Parameter Broadcast overfill. Zero means the transmission fluid is filled to
the recommended level.
Correction made: Previous publications Parameter Specific Indicator: A value of FB hex
incorrectly stated 0xFEFE is sent during indicates conditions are not acceptable for a valid
Error conditions. 0xFEFF is actually sent fluid level measurement.
in these instances.
Data Length: 1 byte
Resolution: 0.5 L / bit, -62.5 L Offset
Data Range: -62.5 L to +62.5 L

Broadcast in applications equipped with an oil level
sensor, unless disabled via VEPS. Used with OIL
LEVEL DISPLAY.
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B.5.45.4. SPN 3026 – TRANSMISSION OIL B.5.45.5. SPN 3028 – TRANSMISSION OIL
LEVEL 1 MEASUREMENT STATUS LEVEL 1 COUNTDOWN TIMER
SAE Excerpt: Measurement status for the first SAE Excerpt: Countdown timer for the first instance
instance of a transmission oil level indicator. of a transmission oil level indicator. Once all vehicle
Indicates if conditions are acceptable to obtain a conditions (such as vehicle stopped, etc) are met,
valid transmission oil level measurement as some transmissions may require a “settling time” to
conveyed in SPN 124 Transmission Oil Level or allow the fluid level to normalize. This parameter
SPN 3027 Transmission Oil Level High / Low. If indicates how much of the required settling time
conditions are not acceptable, this parameter remains. When time reaches 0, a valid oil level
conveys to the operator what prevents conditions measurement value will be broadcast in SPN 3027
from being acceptable. Only one condition can be Transmission Oil Level 1 High / Low.
conveyed in this parameter at any given point in
time. If multiple conditions exist, it is not important Data Length: 4 bits
which condition is actually broadcast, as the driver Resolution: 1 minute / bit
must “correct” each and every condition as it is Data Range: 0 to 15
presented before a valid oil level reading can be Operational Range: 0 to 13 minutes
made. If multiple conditions exist that prevent a
valid reading, the sender should broadcast one of
Bit Transmission Oil Level 1
those conditions until it is corrected; then the next
State Countdown Timer
condition can be conveyed to the operator, and so
on. 0000b Less than 1 minute
0001b 1 minute
Data Length: 4 bits 0010b 2 minutes
0011b 3 minutes
0100b 4 minutes
Value Meaning
0101b 5 minutes
0000b Conditions valid for transmission oil 0110b 6 minutes
level measurement 0111b 7 minutes
1000b 8 minutes
0001b Conditions not valid – Settling timer
1001b 9 minutes
still counting down
1010b 10 minutes
0010b Conditions not valid – Trans. in gear 1011b 11 minutes
1100b 12 minutes
0011b Conditions not valid – Transmission 1101b 13 minutes
fluid temperature too low
1110b Error
0100b Conditions not valid – Transmission 1111b Not available
fluid temperature too high
0101b Conditions not valid – Vehicle moving; B.5.45.5.1. TCM Parameter Broadcast
output shaft speed too high Broadcast in applications equipped with an oil level
0110b Conditions not valid – Vehicle not level
LEVEL DISPLAY.
0111b Conditions not valid – Engine speed
too low
1000b Conditions not valid – Engine speed
too high
1001b Conditions not valid – No request for
reading
1101b Conditions not valid – Other
1110b Error
1111b Not available

Broadcast in applications equipped with an oil level
LEVEL DISPLAY.
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B.5.46. PGN 65275 – RETARDER B.5.46.2. SPN 120 – HYDRAULIC RETARDER
FLUIDS (RF) OIL TEMPERATURE
SAE Excerpt: Temperature of oil found in a
SAE Excerpt: hydraulic retarder.
Transmission Repetition Rate........................... 1 s Data Length: 1 byte

Data Length ............................................... 8 bytes Resolution: 1° C / bit, -40° C offset
PDU Format .....................................................254 Data Range: -40°C to +210°C
PDU Specific ....................................................251 Operational Range: Same as data range
PGN ........................................... 65,275 (0xFEFB)
Broadcast in Allison retarder applications unless
Byte Bit Content disabled via VEPS. Provided for the discretionary
use of the system, such as dashboard displays.
1 Hydraulic Retarder Pressure
2 Hydraulic Retarder Oil Temperature  In the event of retarder temperature sensor DTC
P2742 or P2743, Error indication 0xFE is broadcast.
3 2,1 Driveline Retarder Overheat Indicator
B.5.46.3. SPN 5346 – DRIVELINE RETARDER
4 Retarder Coolant Outlet Temperature OVERHEAT INDICATOR
SAE Excerpt: Signal from the driveline retarder
B.5.46.1. TCM MESSAGE BROADCAST indicating that its fluid temperature is above normal
Message and parameters marked  are broadcast acceptable limits, and as a result, retarder operation
from SA 16 (Retarder – Driveline) in Allison retarder may be altered or restricted. The indicator is typically
applications, unless disabled via VEPS. If all a lamp. Distinctions in meaning between the
parameters are disabled via VEPS, the TCM will not continuous and flashing are left to the transmission
broadcast this message. manufacturer.
00b Driveline Retarder Overheat Indicator is off

01b Driveline Retarder Overheat Indicator is on
continuously
10b Driveline Retarder Overheat Indicator is
flashing
11b Not available

See RETARDER TEMPERATURE INDICATOR.
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B.6. APPENDIX A: REQUIRED ENGINE GOVERNOR
CHARACTERISTICS FOR ENGINE MANAGEMENT
While the following “Good” governor characteristics B.6.2. OPTIMUM ENGINE GOVERNOR
are required for ENGINE MANAGEMENT functions, CHARACTERISTICS FOR
they will also provide improved shift quality and
drive-ability with all Allison transmissions.
AUTOMATIC TRANSMISSIONS
The optimum governor actually falls somewhere in
B.6.1. FUNDAMENTAL DESIGN between the pure limiting speed governor and the
PREMISE OF AUTOMATIC pure variable speed governor. Optimum governors
TRANSMISSIONS produce constant engine horsepower versus engine
speed for a given part throttle position.
A fundamental premise in the design of automatic
transmissions is that throttle position controls To accomplish this, engine throttle progression
engine torque, as opposed to engine speed. must be such that a given throttle percentage
produces nearly the same percentage of power, as
A “Good” governor with this characteristic is shown in Figure A3.
illustrated on the left side of Figure A1. Relatively
flat throttle curves mean increasing the throttle input This design yields constant torque and power at the
will increase engine torque output. In truck industry transmission output before and after a shift, and
jargon, governors of this type are often referred to therefore minimizes driveline disturbance during the
as “Min/Max” or “Limiting Speed” governors, or a shift. The constant output results in the best shift
“Power Throttle”. quality and smooth vehicle acceleration.
For a given throttle position, the vehicle will Approximately 200 – 300 rpm of high idle governor
accelerate smoothly, and easily reach part throttle droop is required.
shift points. When a shift does occur, as shown on
the left side of Figure A2, there is relatively little
change in engine torque. This results in a
smoother, quieter shift.
In contrast, a “less than optimal” governor

arrangement is illustrated on the right side of Figure
A1. With steep throttle curves, increases in throttle
position will increase engine speed. Governors of
this type are often referred to as “Variable Speed”
or “All Speed” governors, or a “Speed Throttle”.
Here, at a given throttle position, engine speed

cannot reach the upshift point unless the driver
adds more throttle. As shown on the right side of
Figure A2, there is a large change in engine torque
if a shift does occur. This results in noticeable
vehicle surge, as well as increased engine noise
and clutch slip.
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FIGURE A1 – DEFINITIONS OF GOVERNOR TYPES
FIGURE A2 – PART THROTTLE UPSHIFT CHARACTERISTICS
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FIGURE A3 – EXAMPLE OF OPTIMUM GOVERNOR USING PART THROTTLE CONSTANT HORSEPOWER APPROACH
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B.7. APPENDIX B: REQUIRED ENGINE RESPONSE
CHARACTERISTICS FOR ENGINE MANAGEMENT
While the following characteristics are required for Allison ENGINE MANAGEMENT features, they will provide
improved shift quality and drive-ability with any Allison transmission.
B.7.1. GENERAL TSC1 TORQUE LIMIT

— Under no circumstances should the engine stall
COMMAND RESPONSE due to TSC1 torque limit reception.
In general, engine TSC1 torque limit response is
required to have the following 6 characteristics: An example of acceptable engine torque response
during an upshift is shown below. The values
— Engine torque output at the flywheel must reach reflect Allison estimates of gross brake torque, not
the commanded limit within 100 ms of Allison “indicated” or “measured” torque.
placing the command on the J1939 datalink.
— While Allison TSC1 torque limits are controlling

the engine, the engine’s Actual Engine – Percent
Torque broadcast must be within 2% of the TSC1
commanded torque limit.
— The engine must respond quickly to the removal

of torque limits:
When a torque limit is removed, the engine

must – within 150 ms – produce the same
torque output (for the given engine speed and
accelerator pedal) as if the engine had not
been torque limited by the TCM. For
example, after a wide-open throttle (WOT)
upshift, maximum torque output for the current
engine speed must resume within 150 ms of ACCEPTABLE ENGINE TORQUE RESPONSE TO
the torque limit being removed or set greater ALLISON TORQUE LIMIT COMMAND
than the 100% torque curve.
B.7.2. SPEED CONTROL CONDITIONS
Slow torque recovery can cause a noticeable
Engine Management TSC1 commands will issue
drop in output torque and poor shift quality. one of two Requested Speed Control Conditions:
Causes for slow recovery may include:
01b Stability optimized for driveline disengaged
… Improper resetting of an engine governor and non-lockup conditions
dynamic element such as an integrator,
10b Stability optimized for driveline engaged
… Engine governor gains that provide too low and/or lockup condition 1 (e.g. vehicle
of a system bandwidth, and/or driveline)
… In turbocharged diesel applications, loss of Support of Requested Speed Control Conditions is

boost pressure coupled with “air-fuel ratio” more essential for engine fuel systems with slow
or “smoke” control limits. response times. Multiple gain sets allow increased
gains when inertia is high (driveline engaged), and
— LRTP requires the engine to accept TSC1 torque decreased, more stable gains during lower inertia
limits for an unlimited amount of time (see stall conditions (driveline disengaged or in Neutral).
test below).
If response is acceptable for both driveline engaged
— The engine must accept a full (0 – 100%) range and disengaged situations, fuel systems with fast
of TSC1 torque limits at all engine operating response times may not be required to have unique
temperatures. gain sets for each speed control condition.
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B.7.3. TORQUE ACCURACY Tests are typically run on an engine dynamometer,
although a well calibrated in-vehicle torque meter
There are three main components which factor into may also work as long as all accessory loads are
the torque at an engine’s flywheel: disabled during testing. Regardless, the error must
be evaluated across the entire engine operating
— Indicated torque generated in the cylinders. This range and expected environmental conditions,
data is conveyed via EEC1 Actual Engine – including temperature extremes and altitude.
Percent Torque.
B.7.3.3. CONDITIONAL ±10% ACCURACY
— Internal engine friction losses, as well as those
due to normal engine equipment such as fuel, oil B.7.3.3.1. SEM
and water pumps. This data is conveyed via
Tests show SEM shift quality is best when ±5%
EEC3 Nominal Friction – Percent Torque.
accuracy is maintained, particularly at higher load
— Parasitic losses due to engine accessories (e.g. conditions. Adequate SEM shift quality can be
air compressors, power steering pumps, air obtained with accuracy as low as ±10%, provided
conditioning, engine-driven cooling fans). This that a given engine’s torque response is repeatable.
data is conveyed via EEC3 Estimated Engine
“Repeatable” means that a given engine in a given
Parasitic Losses – Percent Torque.
vehicle consistently reports and controls (a) on the
This section discusses the impact of each on high side of actual torque, or (b) on the low side of
Allison Engine Management functions. actual torque. TCM adaptive logic can compensate
for these consistent torque biases; however, it
B.7.3.1. TORQUE ACCURACY cannot address accuracy concerns during LRTP
REQUIREMENTS operation.
First, two definitions: B.7.3.3.2. LRTP
— ACTUAL GROSS TORQUE – Power made in the LRTP applications must maintain ±5% accuracy for
cylinders (indicated torque) minus any losses a variety of operating conditions, but most
required for the base engine to operate (friction particularly near the full-load torque curve. For
torque), as measured through testing with cooling lower torque values, LRTP has no impact on the
fans and other engine accessories turned off. accuracy requirements; all requirements are driven
by SEM shift quality. “Lower torque” in this case is
— J1939 GROSS TORQUE – The gross torque of approximately < 80% of the full-load torque curve,
the engine as calculated from J1939 parameters depending on the torque curve and the torque
broadcast by the engine: converter used in a given application.
( EEC1 Actual Engine – Percent Torque minus B.7.3.4. FANS & OTHER PARASITIC LOSSES
EEC3 Nominal Friction – Percent Torque ) x EC1 Engine-driven fans (e.g. viscous driven units) and
Engine Reference Torque other accessory loads are often not directly
controlled by the engine control module (ECM). As
Gross engine torque calculated from J1939 data is such, Allison accuracy requirements focus on what
required to be within ±5% of actual measured gross is known and controlled by the ECM: Indicated
engine torque. However, accuracy of ±10% may be torque generated in cylinder and the friction of
conditionally acceptable. normally installed components. Lack of knowledge
about any additional engine loading is in part what
B.7.3.2. MEASURING TORQUE ACCURACY drives the tight (±5%) accuracy requirements.
Since indicated torque is difficult to measure
directly, tests typically measure actual steady-state If the ECM does know fan or accessory parasitic
gross torque at the flywheel, and compare this data losses, it should broadcast this information in EEC3
to the “J1939 gross torque” determined from J1939 Estimated Engine Parasitic Losses – Percent
parameters broadcast by the engine. Torque so the TCM can make use of it.
Engine OEMs usually provide or at least summarize While not typical -- and not recommended -- some
this data, often in terms of throttle progression. engine OEMs choose to include these additional
parasitic losses in their EEC3 Nominal Friction –
To measure gross engine torque, the engine must Percent Torque broadcast. If so, EEC3 Estimated
be operated with minimal parasitic losses from any Engine Parasitic Losses – Percent Torque support
load-bearing engine accessories. This includes is required, and must indicate 0xFB as defined by
disabling any engine-driven fans and minimizing SAE. 0xFB indicates that additional information has
operation of other engine-driven accessories.
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been lumped in with the standard Nominal Friction B.7.4.1.1. Full Power Downshifts during
– Percent Torque broadcast. Cruise Control or Road Speed
Governing
In either case, the ECM must control the fan or Cruise control maintains a set vehicle speed, and
other accessory in order to impart its impact on the adjusts engine torque output as needed to do so.
parameter broadcast values. On steep grades, cruise governors will request
maximum available engine torque to maintain the
Bottom line: Allison does not require fan or other set speed. Still, the vehicle may slow to a point
accessory losses to be included in any torque where a power downshift will occur.
parameter; it is accepted that these fans and loads
may not be controlled by the ECM. However, the It is understood that minor decreases in Engine
TCM will use the additional information if provided. Percent Load at Current Speed may occur during
these downshifts, due to the combination of
B.7.3.5. SUMMARY
increased engine speed and negative slope on the
For Engine Management compatibility, any areas of engine torque curve. However, if Engine Percent
operation lacking ±5% torque accuracy must be Load at Current Speed drops significantly during
understood. If error up to ±10% occurs somewhere this downshift, the transmission may upshift
away from the full-load torque curve and the immediately afterwards. To avoid this cycling, the
particular engine’s torque response is repeatable, following requirements must be met:
good shift quality and durability can still be had. If
an error is not repeatable or occurs near the full- For full power downshifts that occur while against
load torque curve, a more detailed analysis is an active cruise set speed or road speed governor,
necessary to determine the effects. Engine Percent Load at Current Speed must not
drop by more than 45% during the shift, and must
B.7.4. TORQUE RESPONSE DURING recover to an absolute value of at least 77% within
SHIFTS IN CRUISE CONTROL 900 ms of the end of the shift. These requirements
OR ROAD SPEED GOVERNING are illustrated below:
In addition to the general TSC1 responses above,

100%
there are further SEM / LRTP requirements if cruise
control or road speed governors are involved.
95%
B.7.4.1. BACKGROUND: NON-SEM SHIFTS
90%
Text in this section is repeated from “Allison

Implementation” as stated under EEC2 Engine than 45% during shift
85%
Must not drop more
Percent Load at Current Speed.
To avoid shift cycling and potential transmission 80%

damage during cruise control or road speed
governor operation, Engine Percent Load at Current 75%
Speed behavior is required to: 900ms of end of shift
Must recover to at
least 77% within
70%
— Reflect actual engine conditions with minimal
filtering, and
65%
— Maintain relatively constant values during certain
shift scenarios. Unless the engine is responding 60%
to external TSC1 commands, Engine Percent
Load at Current Speed should not change 55%
significantly during shifts that occur while
operating under an active cruise control or road 50%
Downshift in
speed governor.
45% Process
Typically, cruise and road speed governors using Time
only vehicle speed and / or acceleration feedback
do not exhibit significant changes in Engine Percent PERCENT LOAD BEHAVIOR DURING CC OR
Load at Current Speed. The rapid changes RSG FULL POWER DOWNSHIFTS
described in the following two sections most often
result from the use of engine speed and / or
acceleration feedback in the controlling governor.
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B.7.4.1.2. Upshifts as Cruise or Road Speed drop below an absolute value of 89% within 400 ms
Governor Set Speed is of the end of the shift to avoid a shift cycle.
Approached
As vehicle speed increases, an upshift may occur
1100
just as the cruise control or road speed governor 1030 ms
set point is approached. Near the set point, the 1000
Time (ms) Window to Get Below 89%

cruise or road speed governor tapers off the engine
900
torque output, which initiates the upshift.
800
If Engine Percent Load at Current Speed jumps
significantly during these upshifts, the transmission 700
to Prevent Shift Cycling

may downshift immediately afterwards. The 600
increase in Engine Percent Load at Current Speed
during the shift impacts the period of time available 500
after the shift in which the value must drop below a 400 ms
400
threshold to avoid cycling. Requirements are
illustrated in the two figures below. 300
200
The sequence in the figure below illustrates (A) the
jump in Engine Percent Load at Current Speed 100
B
value during the upshift, and (B) the time window 10 ms
0
after the shift in which Engine Percent Load at 0% +48% +67% +86%
Current Speed must drop below 89% to prevent Jump in Percent Load at
shift cycling. If the value does not peak above an A Current Speed During Upshift
absolute value of 89% during the upshift, shift
cycling will not be a problem.
PERCENT LOAD TIMING REQUIREMENTS FOR
UPSHIFTS MADE NEAR CC OR RSG SET POINT
100%
B.7.4.2. POWER DOWNSHIFTS WITH SEM

90%
(1000 – 4000 SERIES AND H3000
ONLY)
With SEM, cruise control systems must still attempt
80% to maintain torque during power downshifts, except
A when interrupted by Allison TSC1 torque reduction
commands.
70%
When honored, these torque reductions are
correctly reflected in engine broadcast parameters
60% such as Engine Percent Load at Current Speed and
Actual Engine – Percent Torque. To understand
B the engine’s desired torque output level sans
50%
external TSC1 influences, Allison torque limit
commands are based on Engine Demand – Percent
40%
Torque.
Veh. Speed
Cruise Set Speed In the case of a power downshift during cruise

control operation, Engine Demand – Percent
Upshift in Torque should reflect the torque level requested by
Process the cruise algorithm. If Allison commands result in
improper engine torque reduction during cruise
Time
control, typically the cause is incorrect behavior of
Engine Demand – Percent Torque during the shift.
PERCENT LOAD BEHAVIOR DURING UPSHIFTS
MADE NEAR CRUISE OR RSG SET POINT B.7.4.3. UPSHIFTS WITH SEM
The figure below defines “recovery time” Torque response during SEM upshifts in cruise
requirements associated with the Engine Percent control should be very similar to that during throttle-
Load at Current Speed increase during the shift. controlled upshifts. For test purposes, “resuming”
For example, if Engine Percent Load at Current to a high cruise set speed while at a low vehicle
Speed jumped up by 55% during the upshift, it must speed can create these upshifts.
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B.7.5. TORQUE RESPONSE — Critically-damped to slightly over-damped
response
B.7.5.1. DURING GARAGE SHIFTS
— Settling time of no more than 750 milliseconds
The engine must accept TSC1 torque limits
immediately after engine start and at all coolant and
J1939-71 does not define a specific time limit as to
intake manifold temperatures, since TSC1 may be
how long a device can control an engine via TSC1.
transmitted during garage shifts (shifts from
There are, however, time-out limits where a
Neutral). The engine should not stall if it receives a
message older than a specified time limit (typically
TSC1 torque limit during idle operation.
two to five TSC1 update periods) will be ignored.
B.7.5.2. DURING UPSHIFTS FROM ENGINE’S
Engines generally accept TSC1 speed and torque
HIGH SPEED GOVERNOR
limit requests for an unlimited amount of time, but
Manual upshifts via the shift selector while the place time limits (e.g. 6 seconds by some North
engine is operating against its’ high speed governor American engine OEMs) on control commands.
are sometimes known as “hold override” upshifts in High-speed neutral tracking situations may exist for
Allison terminology. a long time, so occasional speed oscillations may
occur. This is acceptable providing the ECM allows
Regardless of throttle or cruise control operation,
the TCM to regain control after some short period of
these upshifts should result in the engine
denying control. If the ECM permanently denies the
attempting to increase torque throughout the shift.
TCM authority to control speed once the time limit is
As a result, Engine Demand – Percent Torque
reached, then the high-speed neutral tracking
should increase throughout the shift as well.
engine speed synchronization feature will be
As with cruise control operation, decreases in inoperative.
engine torque output should only result from Allison
B.7.6.2. LOW SPEED GOVERNOR RESPONSE
torque limit commands.
When the vehicle driveline is under no load and the
B.7.5.3. DURING THROTTLE TIP-IN torque converter lockup clutch is released (such as
During transitions from zero to any amount of while coasting), the engine will naturally fall to the
throttle (small, part, or full), engine torque response low speed governor. For these situations, low
shall not generate a large impulse on the driveline speed governor response is required to be
such that an oscillation or “ringing” results. approximately critically damped; at a minimum, it
nd
should not be too under-damped (i.e., 2 order
Regardless of whether shifting is involved, driveline system approximation damping ratio of 0.6 to 1.0).
ringing often results in customer dissatisfaction with
the vehicle powertrain. This dissatisfaction may The TCM releases the torque converter
translate into improper blame on the transmission immediately preceding some shifts (such as a 2-1
as well as unwarranted service time and expense. downshift), and if engine speed is oscillating wildly
at this point, the turbine response may lead to poor
shift quality. The transmission may also adapt
B.7.6. SPEED RESPONSE shifts incorrectly.
B.7.6.1. DURING HIGH-SPEED NEUTRAL B.7.6.3. HIGH SPEED GOVERNOR
TRACKING RESPONSE
When a driver selects Neutral during high output While the transmission is in gear (with or without
speeds (greater than 700 rpm), SEM applications torque converter clutch engaged) and the vehicle is
will attempt to synchronize the engine speed, using accelerating, the engine high-speed governor
TSC1 speed control (Stability Optimized – Driveline response is required to be approximately slightly
disengaged speed control conditions), with the under-damped to critically damped (i.e., 2nd order
output speed assuming gear ratio that will be system approximation damping ratio 0.7 to 1.0).
attained when the selector is shifted back to Drive.
In reality, because the engine has the extra load of

the torque converter and high-speed neutral
tracking does not require fast performance, most
stable gain sets will yield satisfactory results. With
the transmission in Neutral and torque converter
clutch unlocked, the engine speed control (for
Stability Optimized – Driveline disengaged speed
control conditions) shall have the following
requirements:
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SECTION C: PROPRIETARY PROTOCOLS
C.1.1. IES-CAN AND PT-CAN C.1.2. GMLAN
IES-CAN & PT-CAN are proprietary communication GMLAN is a proprietary communication protocol
protocols used by Mercedes Benz trucks for to used by the General Motors 6.0L “L96” gasoline
communicate with the TCM and other vehicle engine to communicate with the TCM and other
components. vehicle components.
As proprietary protocols, their details cannot be As a proprietary protocol, its details cannot be
discussed in this public document. This section discussed in this public document. This section
describes what Allison functionality is supported by describes Allison functions supported over GMLAN,
these interfaces. If further information is necessary, and the limited subset of J1939 support available in
please contact your Allison Application Engineering L96 GMLAN applications.
representative.
C.1.2.1. CALIBRATION CONFIGURATION
C.1.1.1. ALLISON FUNCTIONS SUPPORTED GMLAN applications use unique 1000-2000 Series
VIA IES-CAN AND PT-CAN vocational model calibrations. The CAN port
NEW FOR B/C142 RELEASE: protocol and network speed assignments are fixed:
Automatic Neutral – Brake Braked (BBAN)
— CAN1 is always set to a special limited subset of
Input is available in PT-CAN applications.
SAE J1939 message and parameter support, and
always has a 250 kbps network speed.
The IES-CAN protocol supports equivalents to the
following Allison J1939- or GPIO-based functions: — CAN2 is always set to GMLAN with a 500 kbps
network speed.
— Accelerator Pedal Input
— Anti-Lock Brake System (ABS) Input If further information is necessary, please contact
— Automatic Traction Control (ATC or ASR) your Allison Application Engineering representative.
— Auxiliary Function Range Inhibit – Single Input
— Cruise Control, Standard C.1.2.2. ALLISON FUNCTIONS SUPPORTED
— Engine Brake Interface VIA GMLAN
— Kickdown Input The GMLAN protocol supports equivalents to the
— Neutral Start following Allison J1939- or GPIO-based functions:
— Preselect Request
— Range Inhibit Indicator (RII) — Accelerator Pedal
— Retarder Active Indicator — Anti-Lock Brakes (ABS)
— Retarder Control — Automatic Traction Control (ATC or ASR)
— Retarder Temperature Indicator — Cruise Control, Standard
— Reverse Enable Input — Engine Management – SEM
— Reverse Inhibit Input — High N/V Ratio
— Reverse Warning Indicator — Range Selection Mode (Tap Up, Tap Down)
— Road Speed Limiting — Service Brake Status
— Service Brake Status Input
C.1.2.3. J1939 MESSAGE AND PARAMETER
In addition to the functions listed above, PT-CAN SUPPORT IN GMLAN APPLICATIONS
applications also support: The subset of J1939 parameter broadcast and
reception support is denoted by a superscript “1” in
— Automatic Neutral – Single Input the 1K–2K column of the J1939 MESSAGE &
— Automatic Neutral – Brake-Based (BBAN) Input PARAMETER OVERVIEW tables.
— Engine Management
— Dynamic Shift Sensing C.1.2.4. J1939-BASED FUNCTION SUPPORT
IN GMLAN APPLICATIONS
The J1939-based functions supported in GMLAN
applications are denoted by a superscript “1” in the
1K–2K column of the J1939-BASED FUNCTION
OVERVIEW table.
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ATI 5 Gen Controls Datalink Communications – November 21, 2014 Proprietary Protocols – 306
SECTION D: NETWORK ASSEMBLY
D.1. ALLISON COMPONENT CONNECTIONS

D.1.1. ALLISON TCM CONNECTIONS
Jumper Wire
D.1.1.1. NETWORK CONFIGURATION The termination resistor jumper wire must be 120
th ohm impedance wire identical to that used
Allison 5 Generation TCMs can support up to 3
different CAN networks through their CAN1, CAN2 throughout the rest of the given CAN network. The
and CAN3 ports. Network attributes are set via jumper wire should be kept as short as possible.
VEPS / ACCT; see NETWORK CONFIGURATION
for details. Labeling
The TCM must be CLEARLY LABELED as utilizing
D.1.1.2. NETWORK CONNECTIONS the internal termination resistor. Otherwise,
CAN1, CAN2 and CAN3 hardware are compatible technicians may mistakenly believe a vehicle is
with SAE J1939-11, J1939-14, J1939-15 and missing a termination resistor, when in fact it is
J2284-3 physical layer Recommended Practices. simply not visible to the naked eye.
The CAN1, CAN2 and CAN3 ports may be wired to Exact label wording is left to the vehicle OEM’s
networks via stub connections. On chassis-mount discretion; phrasing such as “INTERNAL
(1000 – 4000 Series) TCMs, CAN1 and CAN2 ports TERMINATION RESISTOR IN USE” is acceptable.
may also be installed as backbone termination. The label must not be painted over during the
Transmission-mount (TC10) TCMs are not capable vehicle assembly process.
of backbone termination.
Network Location
D.1.1.2.1. General Connection Requirements The TCM must be connected at one of the two ends
No two TCM CAN ports may be connected to the of the network backbone.
same vehicle network.
D.1.1.2.2. Stub Connection Requirements

TCMs installed via stub connection must meet the
following requirements:
Wiring
CAN High, Low and shielding wires (if applicable)
must conform to the SAE physical layer in use.
Network Location
The TCM cannot be connected at either end of the
backbone; the backbone must terminate with
termination resistor(s) and / or other controllers
equipped with internal termination resistors.
D.1.1.2.3. Internal Termination Requirements

(Chassis-Mount ONLY)
For networks connected to chassis-mount TCM
ports CAN1 or CAN2, this implementation allows
elimination of one of the two external termination
resistors required in every J1939 network. A
jumper wire connects an internal termination
resistor across CAN high and low. Chassis-mount
TCMs installed as backbone termination must meet
the following requirements:
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ATI 5 Gen Controls Datalink Communications – November 21, 2014 Network Assembly – 307
D.1.1.3. CHASSIS-MOUNT (1000 – 4000 D.1.1.4. TRANSMISSION-MOUNT (TC10) TCM
SERIES) TCM NETWORK NETWORK CONNECTIONS
CONNECTIONS
Optional customer-furnished vehicle
Optional customer-furnished vehicle interface wiring connector(s)
interface wiring connector(s) WIRE 118
18 A CAN 1 HIGH
7 A Optional CAN1 internal 12 B
WIRE 112
CAN 1 LOW
48 B termination resistor jumper
WIRE 128
28 C CAN 1 HIGH WIRE 106
WIRE 108 6 C CAN 2 HIGH
8 D CAN 1 LOW WIRE 117
T 17 D CAN 2 LOW
WIRE 149
49 E CAN 1 SHIELD C
M
WIRE 111
11 E CAN 3 HIGH
26 F Optional CAN2 internal WIRE 123
T 23 F CAN 3 LOW
C 66 G termination resistor jumper
M WIRE 106
6 H CAN 2 HIGH
WIRE 105
WIRE 127 5 G CAN SHIELD
27 I CAN 2 LOW
WIRE 167
67 J CAN 2 SHIELD Required with J1939-11,
optional with J1939-14
WIRE 132 See text for details, requirements and restrictions.

32 K CAN 3 HIGH
WIRE 172
72 L CAN 3 LOW
WIRE 146
46 M CAN 3 SHIELD
Use of shield pins is

required with J1939-11,
See text for details, requirements and restrictions.
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D.1.2. ALLISON SHIFT SELECTOR Jumper Wire
CONNECTIONS The termination resistor jumper wire must be 120
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ohm impedance wire identical to that used
All Allison 5 Generation shift selectors are J1939- throughout the rest of the given CAN network. The
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based. The 5 Generation TCM still supports PDL- jumper wire should be kept as short as possible.
based selectors; however, OEMs must provide their
own as Allison has discontinued their manufacture. Labeling
Selector(s) must be clearly labeled as utilizing the
D.1.2.1. NETWORK CONFIGURATION internal termination resistor. Otherwise, technicians
Shift selectors must be connected to a single may mistakenly believe a vehicle is missing a
properly configured TCM CAN port; see NETWORK termination resistor, when in fact it is simply not
CONFIGURATION for details. visible to the naked eye.
D.1.2.2. NETWORK CONNECTIONS Exact labeling is left to the vehicle OEM’s
Allison shift selectors are compatible with SAE discretion; phrasing such as “INTERNAL
J1939-11, J1939-14, J1939-15 and J2284-3 TERMINATION RESISTOR IN USE” is acceptable.
physical layer Recommended Practices. The label must not be painted over during the
vehicle assembly process.
Allison shift selectors may be wired to a network via
stub connections, or as backbone termination. Network Location
The selector(s) must be connected at one of the
D.1.2.2.1. General Connection Requirements two ends of the network backbone.
— Allison shift selectors auto-detect the baud rate of D.1.2.3. SHIFT SELECTOR CAN PINS
the network they are connected to; baud rate
cannot be configured. Optional customer-furnished vehicle
interface wiring connector(s)
— Shift selectors cannot be connected to the TCM
CAN3 port. S 7 D Optional internal termination
E
16 E resistor (120Ω) jumper
— In 3000/4000 Series applications where dual shift L
selectors are used, both selectors must be E 8 A J1939 HIGH
connected to the same TCM CAN port. C
T 15 B J1939 LOW
D.1.2.2.2. Stub Connection Requirements O
R 14 C J1939 SHIELD
Selectors installed via stub connection must meet
the following requirements: Required with J1939-11,
Wiring
See text for details, requirements and restrictions.
J1939 High, Low and shielding wires (if applicable)
must conform to the SAE physical layer in use.
Network Location
The selector(s) cannot be connected at either end
of the backbone; the backbone must terminate with
termination resistor(s) and / or other controllers
equipped with internal termination resistors.
D.1.2.2.3. Internal Termination Requirements

This implementation allows elimination of one (in
single selector applications) or both (in dual selector
applications) external termination resistors that are
required in every J1939 network. A jumper wire
connects an internal termination resistor across
J1939 High and Low.
Selector(s) installed as backbone termination must

meet the following requirements:
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D.1.3. ALLISON DOC® CONNECTIONS D.1.3.4. SAE J1939-13 TYPE 2 DIAGNOSTIC
CONNECTOR PINS
D.1.3.1. NETWORK CONFIGURATION
There are no TCM configuration requirements for D
® ®
Allison DOC support. Allison DOC uses the UDS
E C
protocol which is compatible with all network J1939-13 Type 2
protocols supported by the TCM. F A B Connector
J (GREEN)
For non-Allison tools, vehicle OEMs may choose G
among three diagnostic protocols; see NETWORK H Note: Vehicle connector view.
CONFIGURATION for details.
A = Battery (–)
D.1.3.2. NETWORK CONNECTIONS B = Battery (+) unswitched, w/uncond.10A fuse
C = J1939 High 250 Kbps or 500 Kbps (YEL)
D.1.3.2.1. General Connection Requirements D = J1939 Low 250 Kbps or 500 Kbps (GRN)
All applications require at least one connection E = J1939 Shield (J1939-11)
®
point for the Allison DOC service tool, which can F = J1708 High or CAN High 1 Mbps or lower
be on either CAN1, CAN2 or CAN3. G =J1708 Low or CAN Low 1 Mbps or lower
H = Proprietary OEM use
As long as the connector pin usage is correct, J = Proprietary OEM use
®
DOC will be able to communicate with the TCM:
— SAE J1939 Type 1 and Type 2 connectors must D.1.3.5. SAE J1962 (ISO 15031-3)
have correct support of pins A through E. DIAGNOSTIC CONNECTOR PINS
— The SAE J1962 (ISO 15031-2) connector must SAE J1962 (ISO 15031-3) Connector
have correct support of pins 4, 6, 14 and 16.
D.1.3.3. SAE J1939-13 TYPE 1 DIAGNOSTIC 1 2 3 4 5 6 7 8

CONNECTOR PINS 9 10 11 12 13 14 15 16
D Note: Vehicle connector view.
E C Pin SAE J1962 Assignment

J1939-13 Type 1
F A B Connector 1 Discretionary
J (BLACK or GREY) 2 Bus positive line of SAE J1850
G 3 Discretionary
H Note: Vehicle connector view. 4 Chassis ground
5 Signal ground
A = Battery (–) 6 CAN_H line of ISO 15765-4
B = Battery (+) unswitched, w/uncond.10A fuse 7 K line of ISO 9141-2 and ISO 14230-4
C = J1939 High 250 Kbps (typically yellow) 8 Discretionary
D = J1939 Low 250 Kbps (typically green) 9 Discretionary
E = J1939 Shield (J1939-11) 10 Bus negative line of SAE J1850
F = SAE J1708 (+) (typically blue) 11 Discretionary
G = SAE J1708 (–) (typically white) 12 Discretionary
H = Proprietary OEM use 13 Discretionary
J = Proprietary OEM use 14 CAN_L line of ISO-15765-4
15 L line of ISO 9141-2 and ISO 14230-4
16 Permanent positive voltage
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D.2. VEHICLE NETWORK WIRING
Allison TCMs and shift selectors support the components or modifications performed on the
following SAE-defined CAN physical layers: vehicle after manufacture by the primary OEM.
— J1939-11 (250 kbps, shielded) — Malfunctions due to EMI can be extremely

— J1939-14 (500 kbps, shielded or unshielded) difficult to diagnose and correct.
— J1939-15 (250 Kpbs, unshielded)
D.2.2.1. 1000 – 4000 SERIES AND TC10
In addition, the TCM supports the J2284-3 (500 RECOMMENDATION
kbps, shielded or unshielded) physical layer. For the reasons listed above, Allison does not
recommend use of unshielded cable (e.g. J1939-
Physical layer variations typically involve topology 15).
requirements such as length, node count and stub
spacing. All use 120Ω impedance wire and 120Ω
termination resistors. It is possible that the different NOTE: Allison accepts that some vehicle
TCM CAN ports are connected to different physical OEMs will opt for unshielded cable,
layer types. however, Allison continues to STRONGLY
RECOMMEND the use of shielded cable
(e.g. J1939-11) in 1000 – 4000 Series and
D.2.1. GENERAL REQUIREMENTS TC10 applications.
The vehicle OEM sets physical layer use, and is
responsible for proper implementation per the As a supplier of a major system component, Allison
applicable SAE physical layer document. deems it appropriate and important to communicate
its position regarding the roles and responsibilities
The following sections provide Allison and SAE in the design, manufacture, and service of SAE
requirements and recommendations for assembling J1939 networks. In regards to shielding:
robust networks. They may be used by vehicle
OEMs to assist in wiring development; however, — Network wiring is the responsibility of the vehicle
they are not a substitute for requirements and manufacturer, as is other vehicle interface wiring.
details found in J1939 physical layer documents, or
elsewhere in this Datalink Tech Data document. — For malfunctions relating to any vehicle datalink
or interface wiring, the first line of responsibility
Allison Application Engineering will review new for diagnosis and repair lies with the vehicle
CAN installations for minimum requirements as manufacturer.
noted by bold text.
— Vehicle OEMs install unshielded cable at their
All unused network connections must be covered own risk and are responsible for design and
with weather-tight caps. validation to assure unwanted or improper
signals are not induced in the CAN wires.
D.2.2. SHIELDING
— If unshielded cable causes transmission
SAE J1939-11 defines the original J1939 cable malfunctions, Allison will not be held responsible
system; a twisted wire pair surrounded by a shield for costs associated with vehicle modifications or
and drain wire throughout the length of the cable. repairs.
Shielding significantly reduces network
susceptibility to electrical noise in the vehicle. D.2.2.2. H3000 SERIES REQUIREMENT
However, shielding does make the cable more Due to the high levels of EMI inherent in hybrid
expensive and unwieldy in terms of making electric vehicles, use of shielded J1939-11 cable is
connections and cable routing. required in H3000 applications.
Many vehicle OEMs prefer unshielded cable for its D.2.2.3. SHIELD CONNECTIONS
lower cost and physical flexibility. However: The shield drain should break out of the backbone
as close to the center as possible, and connect
— Unshielded networks are more susceptible to
directly to the battery ground terminal, or the central
electromagnetic interference (EMI).
grounding point of the vehicle electrical system.
— EMI is extremely difficult to quantify and predict,
The shield drain must not be grounded in more
and could be generated or influenced by
than one place, as this can create a “ground loop”
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with current flow that may induce noise onto the CAN pins should be located away from any high
network wires. current switching circuits in that connector.
The shield drain wire should be connected to the D.2.4. IMPEDANCE MATCHING
shield pin of every controller that has one; it may
never be connected to a ground pin. While not specified in the J1939 physical layer
documents, it is good practice to avoid mixing cable
Where network wiring passes through a bulkhead types (e.g. shielded and unshielded) on a given
connector, shielding should be maintained as close network.
to the connector as possible.
Cable impedance is determined by all of the
D.2.2.3.1. Installing Unshielded Components components in a given cable package, including not
on Shielded Networks only the wire strands, but the insulation, shielding,
Occasionally there are instances where a device and sheathing as well. While the J1939 and J2284
with no shield pin must be connected to a shielded physical layers all specify 120Ω impedance, it is
(e.g. J1939-11) network. possible for signal degradation to occur at the
junction between two cable types.
In these situations, the shield should be maintained
along the stub as close to the controller as possible, Cable mismatching most often occurs when
as shown in the figure below. The shield drain wire additional datalink components are installed after
at the end of this stub should not be terminated, initial vehicle manufacture, or during vehicle repairs.
and under no circumstances should it be grounded
at the OEM controller. D.2.5. TERMINATION RESISTORS
SAE J1939 networks require two 120Ω termination
OEM controller with Stub from resistors, one at each end of the backbone.
no J1939 shield pin. shielded network
All SAE J1939 physical layers have provisions
J1939 High which allow one or both termination resistors to be
O A
built into controllers if they reside at the end of a
E
OEM Connector
J1939 Low
B backbone. This can reduce the number of wiring
M
J1939 Shield connections and components in a CAN network.
E
C Allison chassis-mount TCMs and shift selectors
Terminate the shield wire have internal termination resistors available. See
U
in the J1939 stub as ALLISON TCM CONNECTIONS and ALLISON
close as possible to the SHIFT SELECTOR CONNECTIONS for details.
OEM ECU connector. Do
NOT connect the shield Since internal termination resistors are not visible to
wire to ground at this service technicians, J1939 documents require that
location! controllers utilizing an internal termination resistor
be clearly labeled indicating such. Otherwise,
TERMINATING A SHIELD WIRE WHEN A technicians may incorrectly believe a vehicle is
CONTROLLER HAS NO SHIELD PIN missing one or both termination resistors, when in
fact their location is simply not visible.
D.2.6. CABLE LENGTH
D.2.3. CABLE ROUTING REQUIREMENTS
Inducted noise tends to be a much greater issue
D.2.6.1. SAE J1939-11
with unshielded cable. As such, it is critical that
routing of unshielded cable provide a minimum of 3 Overall network length must be ≤ 40 m. Stub
to 4 inches of physical separation from items such lengths are not included in this calculation.
as solenoids, alternators, flasher modules, high
output CB radios, starter motors, relays, or any Backbone-to-node stub length must be ≤ 1 m, with
other high-current switching device. While critical one exception: backbone-to-diagnostic-connector
for unshielded cable, such routing is also good stub must be ≤ 0.66 m. The diagnostic-connector-
practice with shielded cable. to-service-tool cable must be ≤ 5 m.
Where network wires share a connector with other Stub spacing on the backbone must be ≥ 10 cm.
vehicle circuits (such as a firewall bulkhead), the
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D.2.6.2. SAE J1939-14 D.2.7. SAE J2284-3 WIRING
Cable that meets SAE J1939-11 or SAE J1939-15 REQUIREMENTS
is acceptable.
SAE J2284-3 defines a high-speed 500 kbps CAN
The maximum allowable distance between nodes is communication link that uses either shielded or
dependent on the number of nodes in use and unshielded cabling. In practice, most applications
must not be exceeded; see SAE J1939-14. use unshielded cable.
Backbone-to-node stub length must be ≤ 1.67 m, The main advantage of J2284-3 is reduced wiring in
and stub spacing on the backbone must be ≥ 30 single controller installations; it has a unique set of
cm. topology requirements for networks with only one
control module and one diagnostic connection.
D.2.6.3. SAE J1939-15
The distance between the termination resistors or In this configuration, only one termination resistor is
between any two nodes (including the diagnostic needed. By using the TCM internal termination
scan tool) shall not exceed 40 m. resistor available on chassis-mount TCM CAN1 or
CAN2, a simple, low-cost diagnostic connection can
All backbone-to-node stub lengths must be ≤ 3 m, be achieved. By definition, this network does not
including service tool connections. In other words, have a backbone. A sample schematic is provided
total cable length from the backbone-to-diagnostic in the NETWORK WIRING EXAMPLES section.
connector-to-service-tool must be ≤ 3 m.
D.2.7.1. ALLISON REQUIREMENTS AND
RESTRICTIONS
Stub spacing on the backbone must be ≥ 10 cm.
— J2284-3 may only be used to connect a TCM to a
J1962 diagnostic connector, with no other
devices on the network.
— Any TCM CAN port may be used, as long as its

VEPS value for ON-VEHICLE PROTOCOL is 0 =
OFF.
— Wiring must meet all J2284-3 requirements, e.g.

the distance between the TCM and the diagnostic
connector must be ≤ 5 m.
— Allison requirements for internal termination

resistor use must be followed.
D.2.8. NETWORK WIRING EXAMPLES

The following pages illustrate these examples:
— A “traditional” 250 kbps J1939 network connected

to chassis-mount TCM CAN1, and the associated
SAE terminology,
— A 500 kbps J1939 network connected to chassis-

mount TCM CAN2 utilizing the TCM and shift
selector internal termination resistors, and
— A J2284-3 installation of a diagnostic connector

connected to chassis-mount TCM CAN2.
These illustrations are not intended to replace SAE

J1939 or Allison Datalink Tech Data requirements;
they are intended as overviews for those getting
acquainted with on-board vehicle networks.
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D.2.8.1. 250 KBPS J1939 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH STUB CONNECTIONS
J1939 Wiring Example: 250 Kbps J1939 on CAN1 w/Stub Connections

A = CAN High  Chassis-mount TCM and selector internal termination resistors CANNOT be used with component ‘stub’ installations.
B = CAN Low  Maximum network length is 40 m. For shielded networks (J1939-11), stub lengths are not included; with unshielded
C = Shield networks (J1939-15), stub lengths are included in the overall network length. K. Karch: 02.17.2012
Allison 5th Generation

Two 120 ohm TERMINATION BACKBONE - the cable Stubs must be spaced Chassis-Mount TCM
RESISTORS required; one at between the two termination > 10 cm apart.
49 CAN SHIELD
each end of the backbone. resistors. It and the stubs must
8 CAN LOW
They always use blue wedge be 120 ohm impedance cable. CAN1
locks. Parts shown have the As shown, the backbone can 28 CAN HIGH
resistor built in the casing. pass through bulkhead 48
connectors. NOTE: Wire twist is 7 INTERNAL TR
not shown for clarity.
DT04-3P-EP10 Bulkhead receptacle DT06-3S-PP01

(Receptacle type) body DT04-3P-LE08 (Plug type)
Blue Wedge Lock W3P-1939
Blue Wedge Lock W3S-1939 PLUG connectors are SHIELD drain connects D Pins 0460-202-1631
Pins 0462-201-1631 typically used on the E
Housing DT06-3S-E008
directly to battery ground C Housing DT04-3P-EE01
backbone side: terminal, and breaks out F A B
In-Cab Diagnostic
Green Wedge Lock W3S-P012 of the backbone as close G J Bulkhead Housing
H
STUBS tee off of the Pins 0462-201-1631 to its center as possible. HD10-9-1939P
backbone, and include Housing DT06-3S-EP11 A = Battery (–) E = J1939 Shield
the length of wiring on the B = Battery (+) unswitched F = J1587 + (White)
C = J1939 High (Yellow) G = J1587 - (Blue)
node. Maximum lengths: RECEPTACLE OEMs may wire stubs
D = J1939 Low (Green) H & J = For OEM use
connectors are typically directly to nodes; use of
Shielded Network: 1m used on nodes: 3-pin connectors is not
Unshielded Network: 3 m required. However, they Allison 5th Generation
Green Wedge Lock W3P R
Pins 0460-202-1631 simplify troubleshooting Shift Selector N
D
NODE - an electronic Housing DT04-3P-EE01 and repair.
14 CAN SHIELD
controller attached at the 15 CAN LOW
end of a stub. Number of CAN
Engine ABS 8 CAN HIGH
nodes allowed:
16
Controller Controller
Shielded Network: 30 7 INTERNAL TR
Unshielded Network: 10
th
D.2.8.2. 500 KBPS J1939 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH INTERNAL TERMINATION
J1939 Wiring Example: 500 Kbps J1939 on CAN2 w/Internal Term.

A = CAN High  Components must be clearly labeled indicating ‘internal termination resistor’ use.
B = CAN Low  Only 120 ohm impedance wire may be used for the jumper wires.
C = Shield  Jumper wire length should be kept to a minimum. K. Karch: 02.17.2012
R
Allison 5th Generation Allison
Allison 5 th Generation
5th Generation
Chassis-Mount
Chassis-Mount TCMTCM
N
D
Shift Selector
CAN SHIELD 14 67 CAN SHIELD

CAN LOW 15 NOTE: Wire twist is not shown for clarity. 27 CAN LOW
CAN CAN2
CAN HIGH 8 6 CAN HIGH
16 26 INTERNAL TR
INTERNAL TR 7 66
The SHIFT SELECTOR INTERNAL The TCM INTERNAL TERMINATION

TERMINATION RESISTOR is RESISTOR is connected by placing a 120Ω
connected by placing a 120Ω impedance impedance jumper wire between pins 26 & 66.
E D
jumper wire between pins 7 & 16.
C
J1939-13 TYPE 2 CONNECTOR (Green)
F A B
J In-Cab Diagnostic Bulkhead Housing
G H HD10-9-1939P-P080
A = Battery (–)
B = Battery (+) unswitched, w/uncond.10A fuse
C = J1939 High 250 Kbps or 500 Kbps (YEL)
Engine D = J1939 Low 250 Kbps or 500 Kbps (GRN)
Controller E = J1939 Shield (J1939-11)
F = J1708 High or CAN High 1 Mbps or lower
G =J1708 Low or CAN Low 1 Mbps or lower
H = Proprietary OEM use
J = Proprietary OEM use
th
D.2.8.3. J2284-3 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH INTERNAL TERMINATION
J2284-3 Wiring Example: Diagnostic Connector Installation on CAN2

A = CAN High  TCM must be clearly labeled indicating ‘internal termination resistor’ use.
B = CAN Low  Only 120Ω impedance wire may be used for the jumper wire.
C = Unused
 Jumper wire length should be kept to a minimum. K. Karch 02.17.2012
Allison
Allison 55th
th Generation
Generation
Chassis-Mount
Chassis-Mount TCM TCM
SAE J1962 (ISO 15031-3)
Diagnostic Connector 67 CAN SHIELD
27 CAN LOW
CAN2
1 2 3 4 5 6 7 8 NOTE: Wire twist is not shown for clarity. 6 CAN HIGH
9 10 11 12 13 14 15 16 26 INTERNAL TR
66
The cable used for the bus must be 120
Pin 6 = CAN High (Yellow) ohm impedance cable. Per SAE J2284-3,
Pin 14 = CAN Low (Green) shielding is not required, and there is no
shield pin defined on the J1962 connector.
The TCM INTERNAL TERMINATION
Pin 4 = Chassis ground
RESISTOR is connected by placing a 120Ω
Pin 16 = Permanent positive voltage The distance between the TCM and
diagnostic connector must be < 5 meters. jumper wire between pins 26 & 66.
 Use of a SINGLE TERMINATION RESISTOR is a SPECIAL CASE permitted by J2284-3 when only ONE controller
(our TCM) and ONE off-board service tool (DOCTM) will be connected to the network.
 The system will work fine if two termination resistors are installed (one at each end of the backbone as done traditionally);
the above special case was developed by vehicle OEMs as a cost saving measure.
th
D.2.9. CAN CABLE & CONNECTORS connectors are distinguished by their black color,
and use either green (node connections) or blue
D.2.9.1. CABLE SUPPLIERS (termination resistors) wedge locks.
While Allison does not endorse any specific supplier,
the following companies were producing J1939- Node wedge lock color changed from orange to
compatible cable at the time of publication: green to signify the new seal retention design.
Termination resistor wedge locks remained blue;
BELDEN WIRE AND CABLE COMPANY however, they have a different part number because
2200 U.S. Highway 27 South of the newer seal retention design. The wedge locks
Richmond, IN 47374 and seals for the black plug connector assemblies
Phone: 1-800-235-3361 cannot be interchanged with those on the grey plug
Web: www.belden.com connector assemblies.
BICC BRAND-REX COMPANY Due to the high volume of questions received, an

1600 West Main Street overview of more commonly used connectors is
Willimantic, CT 06226-1128 shown on the following page. Contact your local
Phone: 860-456-8000 Deutsch supplier for additional information.
Web: www.brand-rex.com
D.2.9.4. PART NUMBERS COMMONLY USED
CHAMPLAIN CABLE COMPANY WITH UNSHIELDED CAN NETWORKS
175 Hercules Drive The following are all two-pin connectors. While
Colchester, VT 05446 effort has been made to ensure correctness, please
Phone: 1-800-451-5162 contact your Deutsch connector supplier for the
Web: www.champcable.com latest information.
NORTHWIRE TECHNICAL CABLE Receptacles

110 Prospect Way DTM04-2P-P007 ... Receptacle, “Y” connector
Osceola, WI 54020 DTM04-2P-E007 .... Receptacle, Grey, w/shrink boot
Phone: 1-800-468-1516 adapter
Web: www.northwire.com DTM04-2P-P006 .... Receptacle, Grey, w/120 Ohm
termination resistor
TYCO CONNECTIVITY DTM04-2P-EE03 .... Receptacle, Black, w/shrink
300 Constitution Drive boot adapter
Menlo Park, CA 94025-1164 WM-2P ................... Wedge Lock, Orange
Phone: 1-650-361-3333 WM-2PA ................. Wedge Lock, Grey
Web: http://raychem.te.com/ WM-2PB ................. Wedge Lock, Black
0460-202-2031 ....... Pin, size 20, gold
D.2.9.2. CONNECTOR SUPPLIERS 1060-20-0144 ......... Pin, size 20, gold, stamped and
Deutsch (now Tyco Connectivity) is one of the more formed
common connector suppliers for J1939 and other
CAN-based networks. They can be contacted at: Plugs
DT06-2S-P007 ....... Plug, Grey, w/shrink boot
DEUTSCH INDUSTRIAL US adapter on tail
3850 Industrial Avenue DT06-2S-P006 ....... Plug, Grey, w/120 Ohm
Hemet, CA 92545 termination resistor
Contact: insidesales-ipd@deutsch.net DT06-2S-EE03 ....... Plug, Black, w/shrink boot
adaptor
D.2.9.3. 3-PIN WEDGE LOCK COLORS DT06-2S-EP10 ....... Plug, Black, w/120 Ohm
The most common CAN network connectors were termination resistor
developed from Deutsch’s “DT” connector series, WM-2S ................... Wedge Lock, Orange
which traditionally used grey connector bodies with WM-2SA ................. Wedge Lock, Grey
orange wedge locks. Orange locks were used for WM-2SB ................. Wedge Lock, Black
node connections while blue wedge locks were 0462-201-2031 ....... Socket, size 20, gold
added to indicate termination resistors. 1062-20-0144 ......... Socket, size 20, gold, stamped
and formed
Around 1999, Deutsch introduced a new DT version
with improved seal retention on the plugs. These
th
D.2.9.5. PART NUMBERS COMMONLY USED WITH SHIELDED NETWORKS
While effort has been made to ensure correctness, please contact your Deutsch connector
supplier for the latest information.
Receptacles
DT04-3P-P007 ....... Receptacle, Grey, “Y” connector (shown at right)
DT04-3P-E008 ....... Receptacle, Grey, w/shrink boot adapter (shown at right)
DT04-3P-LE08 ....... Receptacle, Grey, w/bulkhead flange and shrink boot adapter on tail
DT04-3P-P006 ....... Receptacle, Grey, w/120 Ohm termination resistor (shown at right)
DT04-3P-EE01 ....... Receptacle, Black, w/shrink boot adapter on tail
DT04-3P-EP10 ....... Receptacle, Black, w/120 Ohm termination resistor
W3P ........................ Wedge Lock, Green (functionally identical to former Orange part)
W3P-1939............... Wedge Lock, Blue, for grey termination resistor receptacle
0460-202-1631 ....... Pin, size 16, gold
1060-16-0144 ......... Pin, size 16, gold, stamped and formed
0460-247-1631 ....... Pin, size 16, extended
Plugs
DT06-3S-E008 ....... Plug, Grey, w/shrink boot adapter on tail (shown in assembly at right)
DT06-3S-P006 ....... Plug, Grey, w/120 Ohm termination resistor (shown at right)
W3S ........................ Wedge Lock, Orange, for grey plug
W3S-1939............... Wedge Lock, Blue for grey plug
DT06-3S-EP11 ....... Plug, Black, w/shrink boot adapter and seal retention groove on front.
Two piece molding like the DT06-3S-E008.
DT06-3S-PP01 ....... Plug, Black, w/120 Ohm termination resistor and seal retention groove
DT06-3S-PE01 ....... Plug, Black, w/120 Ohm resistor w/seal retention groove & latch guard
DT06-3S-P032 ....... Plug, Black, w/shrink boot adapter and seal retention groove (shown in
assembly at right). This is a stronger single piece molding, and is
shorter than the EP11.
W3S-1939-P012 ..... Wedge Lock, Blue (for black termination resistor plug w/seal retention
lip)
W3S-P012 .............. Wedge Lock, Green (for black plug w/seal retention lip)
0462-201-1631 ....... Socket, size 16, gold
1062-16-0144 ......... Socket, size 16, gold, stamped and formed
0462-221-1631 ....... Socket, size 16, extended
“Type 1” 9-Pin Diagnostic

HD10-9-1939P ....... Receptacle (shown in assembly at right)
HD10-9-1939PE ..... Receptacle w/reduced wire seal (for smaller wire, such as 18 gauge)
HD16-9-1939S ....... Plug, w/coupling ring
HD16-9-1939SE ..... Plug, w/coupling ring and reduced wire seal
HD17-9-1939S ....... Plug, no coupling ring (slip on)
HD17-9-1939SE ..... Plug, no coupling ring (slip on), reduced wire seal
0460-202-1631 ....... Pin, size 16, gold
0460-247-1631 ....... Pin, size 16, extended
0462-201-1631 ....... Socket, size 16, gold
0462-221-1631 ....... Socket, size 16, extended
“Type 2” 9-Pin Diagnostic

HD10-9-1939P-P080 .....Cab mounted receptacle (shown at right)
HD10-9-1939P-BP03 ....Cab mounted receptacle, with jam nut mount
HDC16-9-E004 ..............Sealing Cap
HD17-9-1939S-P080 .....Plug, no coupling ring (slip on)
HD16-9-1939S-P080 .....Plug, w/coupling ring
HD18-009 ......................Strain Relief
th
D.3. NETWORK SIGNAL INFORMATION
D.3.1. J1939 BUS LOADING D.3.2. CAN BIT TIMING
D.3.1.1. GENERAL DISCUSSION TCM and Allison shift selector CAN bit timing
registers are set such that they produce the CAN
Allison does not publish a recommended maximum
chip operation shown in the tables below.
bus loading, as the bus load capability of a CAN
network in a given vehicle is only as high as that of D.3.2.1. TCM CAN BIT TIMING
the weakest component in the network.
250 kbps 500 kbps
For example, if a certain device on a network can Item Baud Rate Baud Rate
only handle 30% bus loading, the resulting network
is limited to 30% bus loading to preserve normal Clock Frequency 4 MHz 8 MHz
network and vehicle operation. Time Quanta 250 ns 125 ns
Allison components have been tested with success Bit Time 4 µs 2 µs
at bus load levels approaching 100%. Bus Frequency 250 KHz 500 KHz
D.3.1.2. ALLISON BUS LOAD SJW 3 TQ 3 TQ
CONTRIBUTIONS – 250 KBPS J1939
No. of Samples 1 1
Allison Bus Load Sample Point 75% or 81% 75% or 81%
Component / Function Contribution
Base: 1000/2000 Series TCM +9.8% D.3.2.2. SHIFT SELECTOR CAN BIT TIMING
Base: 3000/4000 Series TCM +9.8%
250 kbps 500 kbps
Base: TC10 TCM +10.0% Item Baud Rate Baud Rate
Add 1st Allison J1939-based selector +1.7% Clock Frequency 2 MHz 4 MHz
Add 2nd Allison J1939-based selector +0.3% Time Quanta 500 ns 250 ns
Move Allison selector(s) off of -1.7% to -2.0% Bit Time 4 µs 2 µs
CAN port set to SAE J1939
Bus Frequency 250 KHz 500 KHz
FULL FUNCTIONALITY
SJW 1 TQ 1 TQ
Add an Allison driveline retarder +0.9%
No. of Samples 1 1
Add Engine Management activity; +5.0%
intermittent broadcasts Sample Point 87.5% 87.5%
Add Engine Brake control activity; +2.0%
intermittent broadcasts in 1000/2000
Series and TC10 applications only
TCM-Initiated Selector Calibration +5.0% max
(TISC) event; only occurs at end of
assembly line or during vehicle service
The numbers shown are approximate. The impact

of an Allison transmission on a given vehicle
installation can be approximated by adding up the
contributions of the applicable components and
J1939-based functions listed below.
When 500 kbps operation is utilized, bus loading

will be reduced to about half the 250 kbps level.
In some cases, VEPS options are available to

disable unused TCM broadcast messages, thus
reducing the Allison bus load contribution..
th

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SUBJECT: Datalink Communications for 2014 Software Releases

PRODUCT COVERAGE: 1000, 2000, 3000, and 4000 Series

CONTENT LINKS: Section A: General Information

Section B: SAE J1939

Section C: Proprietary Protocols

Section D: Network Assembly

QUICK LINKS: TCM Network Configuration

J1939 Message & Parameter Broadcasts

J1939 Message & Parameter Reception

Copyright © 2014 Allison Transmission, Inc. All Rights Reserved.

SECTION A: GENERAL INFORMATION ................................................................................7

SECTION C: PROPRIETARY PROTOCOLS ......................................................................306

SECTION D: NETWORK ASSEMBLY ................................................................................307

The Vehicle Builder (OEM) has overall

Allison Transmission is not responsible

J1939 MESSAGE AND

: J1939 MESSAGE AND

J1939 Message and

FUNCTION J1939 PARAMETER &

TYPICAL NAVIGATION PATHS

— specific functions that use the given parameter.

SAE J1939-81 Network Management, published

SAE J1962 Diagnostic Connector Equivalent to

SAE J2284-3 High Speed CAN (HSC) for Vehicle

A.3.1. TRANSMISSION SERIES

— IES-CAN is available on 1000 – 4000 Series

— SAE J1939 is available on all products; however,

A.3.2. TCM MODEL

— A61 TCMs only support 12V, 6-speed

— A62 TCMs add support for driveline retarder, 7-

— A63 TCMs add 24V capability.

TC10 transmissions utilize the A65 transmission-

— 500 KBPS, WITH 75% SAMPLE POINT

[18020] ON-VEHICLE PROTOCOL: CAN2 [18060] NETWORK SPEED: CAN3

A.3.5.2. NETWORK SPEED A.3.5.4. DIAGNOSTIC COMMUNICATION

[18070] DIAGNOSTICS: Protocol

[18080] DIAGNOSTICS: J1939-73 Connection

NEW TO THIS PUBLICATION:

Both parameters in the same message are Timing

For example, if on the first key switch cycle the

— echoed parameters may not reflect all of the

Resetting the SA Auto-Detect Process

A.5.1. NOVEMBER 21, 2014

A.5.2. SEPTEMBER 29, 2014 — AUTOMATIC NEUTRAL – DUAL INPUT

A.5.3.1.1. Factors Determining ALTERNATE GEAR START

B.1. J1939 SYSTEM INTEGRATION APPROACH &

— Include datalink changes with other planned

— Minimize special implementations.

Allison engages in activities to improve the

— Specify primary and backup technical contacts for

— Share documented J1939 message and

— Evaluate all changes that will affect J1939

B.1.2.1. OVERVIEW — A receiver misinterprets or misuses good data.

An analog electrical signal generated properly by a B.1.2.2.3. Receiving Device Responsibility

If the physical aspects of communication are working

B.1.2.3.3. Default Algorithm Values

The default value chosen might be suitable for that

B.1.2.3.4. Incorrect Data Broadcast

The sender is in the best position to determine the