MULTIPLEX ARCHITECTURE

AND THE VECU : EURO4

 MULTIPLEX
ARCHITECTURE
AND THE VECU
EURO4

This training document is for the use of colleagues in the RENAULT TRUCKS after-
sales network. It contains the information needed to understand and to perform
diagnostics on the digital links between electronic control units.

Date document created : 2006 03 03

Author : Bruno Baumann
Document date of modification : 2006 06 15

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 CONTENTS PAGE

1. MULTIPLEXING 4

1.1 Description 4

1.2 Abbreviations 6

1.3 CAN bus 7

1.4 J1587 bus 13

1.5 KWP line 16

1.6 Euro4 electrical architecture 17

1.7 Location 25

1.8 Digital bus topology 26

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 CONTENTS PAGE

2. VECU 30

2.1 Description 31

2.2 Location 32

2.3 Overview of inputs and outputs 34

2.4 Cruise control function 35

2.5 Vehicle speed information function 40

2.6 Power-relay management function 41

2.7 Accelerator pedal 42

2.8 Retarder management 43

Lever
Retardation torques
Displays
Retarder coupling and service brakes
Speed rate control on downhill runs
Priority to acceleration
Reheat function
Inhibition
Overview

2.9 VECU connector pin configuration 48

2.10 Fault codes and FMI table 52

2.11 Configuration / parameters 53

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 MULTIPLEXING : DESCRIPTION
Multiplexing and the digitizing capability of electric data are nowadays the most
efficient ways of minimizing the size, length and number of connections in the electric
wiring of a vehicle.

The principle is to convey the electric

information in the standardized form of a
sequence of digits 1 and 0 between the
ECUs (ECU = Electronic Control Unit ).
The information circulates on a line, called
the data bus, composed of two twisted
wires.

The combination of all the data buses

(architecture) is called V-MAC IV. Each
data bus has a very precise allocation in
this architecture.

The principles of this architecture are shared by all makes of commercial vehicle in
the VOLVO AB group : Mack Trucks, Renault Trucks and Volvo Trucks.
This allows for considerable rationalization when manufacturing the vehicles.

Operation of information transmission by digital bus line:

- Collect electric information (sensors)

- Code this information into digital language
- Transmit it over a digital bus
- Each ECU receives information from all the ECUs forming the architecture,
but it uses only the information it needs
- Decoding
- Execute the function (actuator)

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 MULTIPLEXING : DESCRIPTION

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 MULTIPLEXING : ABBREVIATIONS

ECUs

DESIGNATION MEANING MID

EMS2 Engine Management System Engine ECU 128

TECU Transmission Electronic Control Unit Optidriver2 gearbox ECU 130
EBS Electronic Braking System Electronic braking 136
ESP Electronic Stability Program Stability program 136
IC05 Instrument Cluster Display unit 140
GATEWAY Datamax Gateway Datamax interface 141
VECU Vehicle Electronic Control Unit Vehicle ECU 144
ECS Electronically Controlled Suspension Air suspension 150
ICU Immobilizer Control Unit Immobilizer 163
RASEC Rear Axle Steering Elect.Control Rear Steering Axle Elect.Control 166
FMS Fleet Management System Customer fleet management interface 179
APM Air Product Management Electronic air production management 185
ACU Alarm Control Unit Alarm 214
FCU Flasher Control Unit Lighting ECU 216
GSECU Gear Selecter Electronic Control Unit Optidriver + gear selector ECU 223
ADS AdBlue Dosing System Post treatment management ECU 233
BBM Body Builder Module Body builder module 249
CLU Central Locking Unit Central door locking ECU NONE
GIT Groeneveld IT Communication interface ECU NONE
GPS Global Positioning System Satellite positioning system NONE
GSM Global System for Mobile Mobile telecommunication system NONE

OTHER ABBREVIATIONS

DESIGNATION MEANING

AC Air Conditioning Climate control

ACH Autonomous Cab Heater Independent heating
EJB Electrical Junction Box Fuse and relay box
MID Message Identifier Description Coding of an ECU
NOX Nitrogen Oxides Nitrogen oxides
PID Parameter Identifier Description Coding of a sensor/parameter
PPID Proprietary Parameter Identifier D. Same as PID, specific to Renault Trucks
PSID Proprietary Sub-system Identifier D. Same as SID, specific to Renault Trucks
RAL Renault Action Link Communication system
SID Sub-system Identifier Coding of an actuator
TRF Radio Frequency Remote Control Radio Frequency Remote Control

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 MULTIPLEXING : CAN BUS J-1939

CAN bus J1939 (SAE standard) conveys the principal information between the ECUs
in the electrical architecture. The transmission speed is 250 kb/s. The transmission
protocol and the diagnostic procedures are identical to those used on E-Tech
vehicles.

CAN bus J1939-1 Midlum Euro4

1
Key pad
EBS (136) APM (185) ECS (150) BBM (249)
(3000V)

J1939-1

1
EMS (128) VECU (144) ALLISON S2500 ECU
OU
ALLISON 3000V ECU IC05
+ ALLISON Retarder (140) FMS
TACHO
Gateway (179)

TELMA

Wire identification : 0012 and 0013

The J1939-1 bus is the principal bus.

It comprises a terminating resistor in the EMS engine control unit and a resistor in the
APM control unit (2 resistors in total). The resistors eliminate interference with the
signal. Without the resistance, the speed of the information would create an echo,
and therefore repetition on the line. Each terminating resistor has a value of 120
ohms and connects to the 2 CAN bus wires. We therefore measure 60 ohms when
the line is uninterrupted.

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 MULTIPLEXING : CAN BUS J-1939

CAN bus J1939-1 Premium Euro4

Wire identification : 0012 and 0013

CAN bus J1939-1 Kerax Euro4

1
EBS (136) APM (185) BBM (249)

J1939-1

1
EMS (128) VECU (144)
TECU IC05
GSECU (223)
(130) (140)
Tachograph FMS
Gateway (179)

Wire identification : 0012 and 0013

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 MULTIPLEXING : CAN BUS J-1939

CAN bus J1939-1 Magnum Euro4, manual gearbox

Wire identification : 0012 and 0013

CAN bus J1939-1 Magnum Euro4, Optidriver+ gearbox

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 MULTIPLEXING : CAN BUS J-1939

CAN bus J1939-2/3

This CAN bus connects the chrono-tachograph, the VECU and the Communicating
Infomax interface. Like the J1939-1 it has 2 terminating resistors, in this instance
located in the VECU control unit and in the IC05 control unit. The Infomax interface
allows a large quantity of information to be transmitted at the same time; it was
therefore necessary to separate this bus from the J1939-1 in order to avoid saturation
moments.

The VECU receives the speed information from the chrono-tachograph. This
information will be retransmitted by the VECU to the other control units via CAN bus
J1939-1. The transfer of the speed information to the VECU has been secured by
wire 59 which connects the chrono-tachograph and the VECU directly. This link is
used in the event of failure of the J1939-2/3.

Wire identification : 0411 and 0412

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 MULTIPLEXING : CAN BUS J-1939

CAN bus J1939-4

This CAN bus is on standby on a BBM connector (BodyBuilder Module). It is used to

exchange information in a digital form to standard SAE J1939 with an automatic
controller installed by the bodybuilder.

J1939-4
BBM
Wire identification : 0413 and 0414

J1939 ENG (7)

EMS (128)

Wire identification : 0462 and 0463

ADS (233)

NOX
J1939-ENG
EURO 4
emission

This is a new digital bus

linking the elements of the
pollution control system. OBD scan tool
The J1939-ENG bus
transmits AdBlue injection
orders to the ADS control
unit.
Fault codes are transmitted to the EMS unit. This is because DiagNG3 will read the
fault codes in the EMS. A fault on the ADS system or on the ENG CAN will therefore
start with MID128 …
The OBD scan tool is a tool used by the authorities to read any data relating to the
pollution generated by the vehicle.

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 MULTIPLEXING : CAN BUS J-1939

Note : DXi11 and DXi13 engines will be fitted with a temperature sensor instead of
the NOx sensor until October 2007. The interface shown here will therefore
not appear in these vehicles.

J1939 ENG (7) Optidriver + gearbox

EMS (128)
TECU
(130)
The two terminating ADS (233)
resistors are as before –
120 ohms each. The NOX
first is located in the
J1939-ENG
EMS unit and the EURO 4
emission
second in the OBD
diagnostic connector –
except for vehicles fitted
with automated
gearboxes. OBD scan tool

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 MULTIPLEXING : J1587 BUS

J1587 bus-1 Midlum Euro4

Wire identification : 0010 and 0011.

This bus is called a comfort bus, information bus or diagnostic bus. You may also find the designation
J1708.

It has 3 principal roles:

The J1587-1 conveys all the information coming from and going to the ICU (immobilizer), FCU
(lighting) and ACU (alarm) ECUs.

The J1587-1 is used for communication with the diagnostic tool, for reading fault codes, defining
parameters, calibration and programming. When the IC05 displays fault codes from the V-MAC IV
architecture ECUs, they are conveyed on the J1587-1. Renault Trucks Infomax (connected by cable,
as opposed to Infom@xWeb by Renault Trucks) also uses the J1587-1 to gather vehicle information.

Finally, in the event of failure of the principal J1939-1 CAN bus, the J1587-1 takes over and
ensures information is transmitted. The transmission speed is slower (9.6 kb/s), but the vehicle
is not immobilized. Operation is however degraded (limp-home mode). This function is provided
automatically, because the information from the CAN bus is already present on the J1587-1.

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 MULTIPLEXING : J1587 BUS

J1587 bus-1 Premium + Kerax + Lander Euro4

Wire identification : 0010 and 0011.

J1587 bus-1 Magnum Euro4

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 MULTIPLEXING : J1587 BUS

NOTE :
A failure on the J1587-1 information bus is a critical failure. The
STOP lights illuminates.
Effectively, no failure information will reach the IC05 display, and
therefore it will not reach the driver.
In addition the ICU (immobilizer) will not be able to authorize
vehicle (re)starting.

Diagnostic connector pin configuration

Since Euro4, all vehicles in the Renault Trucks range have been fitted with the
standard EOBD 16-pin socket (European On Board Diagnostic).

Diagnostic socket connection:

1. +APC, wire n°22 10. Not used

2. Not used 11. Not used
3. Not used 12. J1587-1 +, wire 0010
4. Earth, wire 1 13. J1587-1 -, wire 0011
5. Earth, wire 1 14. J1939 Engine -, wire 0463
6. J1939 Engine +, wire 0462 15. Not used
7. KWP 2000, wire 851 16. +APIG, wire 452
8. KWP AC, wire 041 17. J1939 resistor, Engine + wire 0462
9. Not used 18. J1939 resistor, Engine -, wire 0463

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 MULTIPLEXING : J1587 BUS

J1587 bus-2

This bus is used only for the transmission of information between the radio and
the IC05 display.
The remote control under the steering wheel is connected to the IC05 display by
wires and therefore is not integrated into a communication bus. See "IC05 display
unit" training document.

CONTROLS UNDER
COMMANDES
STEERING WHEEL
SOUS LE VOLANT

IC05
J1587-2

Radio Wire identification : 0104 and 0105

KWP LINE

ACH

Intarder ZF

KWP2000
851
041
AC

Wire identification : 851 and 041

The KWP line is present on the ECUs which are not connected to diagnostic
bus J1587-1 :

- ACH (Autonomous Cab Heater – wire 851

- Intarder hydraulic retarder– wire 851
- automatic climate control on Magnum – wire 041

The KWP line is used for diagnostics on ECUs with the DiagNG3 diagnostic tool.
The communication speed has not been changed since the start of Euro3 : 10.4kb/s
at 24V.

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 EURO4 ELECTRICAL ARCHITECTURE

As we have noted, the electrical architecture is characterized by the sharing of

information on several digital buses. This makes the information flow clearer: there is
no dedicated wiring between the buses. This allows several items of information to be
processed at the same instant.

The assembly of the various preceding systems (excluding the KWP line) make up
the Euro4 electrical architecture.

This architecture enables communication between a large number of control units

whilst reducing the amount of cabling in the vehicle.

Midlum Euro4 mechanical gearbox

ISO 11992-2

1 BB
EBS (136) APM (185) ECS (150) BBM (249) J1939-4

J1587-1
J1939-1 FCU (216)
J1939-2/3
1 CLU
2/3
EMS (128) VECU (144)
ACU (214)
2/3
IC05
(140)
J1587-2

TACHO TELMA FMS Ext

J1939-2/3

Gateway (179)
ADS (233)
ISO K Line RADIO J1939-6
OU
GPS
NOX J1939-ENG
R.A.L. (142)
Datamax
EURO 4 Gateway OU
emission
(141) GIT

GSM

ICU (163)
OBD scan tool

ACH
ISO K Line

INFOMAX

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 ISO 11992-2

1 BB
Key pad
EBS (136) APM (185) ECS (150) BBM (249) J1939-4
(3000V)

J1587-1
J1939-1 FCU (216)
J1939-2/3
CLU
1 2/3

Training document without updates

EMS (128) VECU (144) ALLISON S2000 ECU
OU ACU (214)
2/3
IC05
Midlum Euro4 automatic gearbox

ALLISON 3000V ECU

+ ALLISON Retarder (140) FMS Ext
ADS (233) TACHO
Gateway (179)
J1939-6

J1587-2
RADIO

18
CAN bus: Allison OU
GPS
J1939-2/3

NOX
J1939-ENG
R.A.L. (142)
EURO 4 Datamax
emission
TELMA
Gateway OU
(141) GIT

ISO K Line
GSM

OBD scan tool ICU (163)

ISO K Line ACH

Refer to workshop manual

EURO4 ELECTRICAL ARCHITECTURE

INFOMAX

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 EURO4 ELECTRICAL ARCHITECTURE

Premium Euro4 manual gearbox

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 EURO4 ELECTRICAL ARCHITECTURE

Premium Euro4 automatic gearbox

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 EURO4 ELECTRICAL ARCHITECTURE

Kerax Euro4 manual gearbox

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 EURO4 ELECTRICAL ARCHITECTURE

Kerax Euro4 automated gearbox

The EBS has a digital line for communication with EBS on the trailer, where fitted.
This bus is called ISO 11992-2.

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 EURO4 ELECTRICAL ARCHITECTURE

Magnum Euro4 manual gearbox

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 EURO4 ELECTRICAL ARCHITECTURE

Magnum Euro4 Optidriver+ gearbox

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 LOCATION

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 DIGITAL BUS TOPOLOGY

Bus J1939-1 with manual gearbox (Midlum/Premium) :

FMS
BBM
ECS
VECU
Shunt
Intarder
XT42

APM

IC05 EMS2

XT22

EBS

The topology shows the order in which the ECUs are connected to CAN bus J1939-1.
For example, we can infer that a shutdown on the IC05 (display) should not prevent
the vehicle from starting.

The blue dotted line represents the box/connection unit.

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 DIGITAL BUS TOPOLOGY

Bus J1939-1 with Optidriver + gearbox

(Premium/Kerax) :

FMS
BBM
ECS
VECU
Shunt
Intarder
XT42

APM

IC05
EMS2
TECU
XT33

EMS2
EBS XT22

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 DIGITAL BUS TOPOLOGY

Bus J1939-1 with Optidriver + gearbox

(Magnum) :

Term.

BBM or pre-equip.

Term.

Term.

Term.

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 J1587 TOPOLOGY

The lower rear part of the EJB is visible from the vehicle grille on Midlum / Premium /
Kerax.

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 VECU

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 VECU : DESCRIPTION

The vehicle control unit, also called the VECU (Vehicle Electronic Control Unit), is still the vehicle
control centre.

The internal VECU card is organised around

3 principal items of software:
- main software (abbreviation : MSW)
- data set 1 ( DS1 )
- data set 2 ( DS2 )
This configuration based on 3 principal
software packages is shared by all the ECUs
connected to the J1587-1 bus.

The software items contain the information needed to

perform the VECU functions. They also contain the
parameters and the fabrication number.

It is now possible to reprogram the VECU unit (this is

possible for all the other control units in the new
architecture except the FCU). The programming operation
deletes all the software present in the control unit (you "flash" the control unit) as well as the
parameter settings and the fabrication number, in order to replace them with information recorded in
the central system (RTL Parc). On Euro4, it is no longer necessary to use the DIAGMAX program
when programming with Diagnostic DXi (see procedure for DXi Euro3 vehicles).

PLEASE NOTE :
The VECU no longer has information in
the Datacam format. It does not contain
any data for configuring other ECUs.

It is therefore possible to stock blank

control units in the parts store of a repair
workshop (these ECUs are not pre-
attributed to a chassis number).

If the vehicle is fitted with a BBM, this is

located in the same housing as the VECU.
There are 2 parts references available
from Parts.

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 VECU : LOCATION

Location of ECU (Midlum/Premium/Kerax) :

Location of ECU (Magnum)

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 VECU : LOCATION

The VECU is connected by 3 connectors :

- 1 green 30-channel connector (PPA)

- 1 blue 30-channel connector (PPB)
- 1 green central 5-channel connector (PPC) for the digital buses

If the vehicle is fitted with a bodybuilder module (BBM), there is a 2nd row of
connectors with identical dimensions, but coloured orange (BBA), white (BBB) and
green (PC), arranged beside the previous ones (see BBM chapter).

VECU card
15 30 1 5 15 30
PPC Green
PPB Blue 30-way 5-way PPA Green 30-way
1 14 1 14

14 1 14 1
BBC Green
BBA Orange 30-way 5-way BBB White 30-way
30 15 5 1 30 15

BBM card

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 CAN bus and communication BUS

OVERVIEW

INPUTS

2 cruise control / speed regulation switches

Retarder lever
Clutch pedal switch
Brake pedal switch
Defroster switch
Differential lock switch
Auto/Manu switch
Bleed switch (Premium) VECU
Accelerator pedal position information
IVS contact
IVS2 contact (robotized gearbox)
+APC information
Ignition key starting position information
Emergency speed information
Defroster relay feed information
Manual gearbox in reverse information
Manual gearbox in neutral information
Fan request AC information (Premium)
Bodybuilder inputs

- Power relay OUTPUTS

- Starter relay
- Stop lights relay
- Reversing lights relay
- PTO engaged relay
- Cab lift authorisation relay
- Accelerator pedal contact information
- Rearview mirror defrosting relay

No longer present compared to previous Euro3 dCi vehicles:

- windscreen wiper speed controller (operation control in FCU)

- electronic starter management (operation control in EMS)

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 CRUISE CONTROL FUNCTION

Cruise control (speed rate control, speed regulator) is used to select a speed at
which the vehicle will be held thanks to automatic engine power management.

Variants

VARIANTES
VARIANTS
CRUISE CONTROL EN CRUISE CONTROL AT
AU
PLANCHE
AT DE BORD
DASHBOARD STEERING
VOLANT
WHEEL

Magnum NOT OFFERED STANDARD

Premium OPTIONAL OPTIONAL

Kerax OPTIONAL OPTIONAL

Midlum OPTIONAL OPTIONAL

Cruise control mode at dashboard

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 CRUISE CONTROL FUNCTION

The cruise control function is activated by an ON/OFF switch at the dashboard. The
second switch (R+/S-) increases or decreases the target speed.

Even on a downhill run the cruise control will try to maintain constant speed.
The VECU will automatically request the engagement of the retarder(s) if the hill is
too steep.

OPERATION

Button R+ or S– • (1) Brake pedal

Adjust/store speed • (2) Retarder lever
• (3) Neutral or
disengaged > 5s
Button R+ or S- ACTIVE
(1),(2) or (3)
Store speed Deactivation

Button R+
NOT ACTIVE Recall stored speed
without stored speed

Button S-
Store NOT ACTIVE
New speed with stored speed

Switch set to BEEP Switch set to

OFF BEEP OFF
Switch on Switch set to
OFF BIP
BIP
NOT ON NOT ON
without stored with stored speed
speed Switch on

Cruise control
Initial state display zone

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 CRUISE CONTROL FUNCTION
Cruise control mode at steering wheel :

BUTTONS ON STEERING WHEEL (all ranges)

R
Recall stored
+ and –
speed
store and
adjust speed
setting

0
Temporary
deactivation

DASHBOARD SWITCHES
PREMIUM, KERAX, MIDLUM MAGNUM
OFF
OFF
O Cruise control Cruise control O
authorised inhibited

2 positions 2 positions 3 positions

3 positions

Here, the cruise control function is also controlled by the dashboard switch. This
switch has 3 positions when the vehicle has the engine speed control function.

On the steering wheel, in addition to the + / - switches, there is a new function

activated by the 0 switch. Press 0 once to request a temporary deactivation of the
cruise control ; deactivation can also be obtained via the retarder lever, the brake
pedal or by declutching for longer than 5 seconds.

R is a separate switch used to return to the stored speed.

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 CRUISE CONTROL FUNCTION

Button + or –
Adjust/store speed

• (1) Brake pedal

• (2) Retarder lever
ACTIVE
• (3) Neutral or
disengaged > 5s

Button + or – Button 0 or (1),(2),(3)

Store speed Deactivation

Button R
NOT ACTIVE Recall stored NOT ACTIVE
speed
Without stored speed Stored speed
Button + or –
Store
New speed
Switch set to
OFF
BEEP
BEEP Switch on Switch set to
NOT ON OFF

Cruise control Initial

display zone state

Idle speed adjustment:

This device is used to adjust idle speed within a range between 590 and 650 rpm.

Utilization
With the vehicle at rest, parking brake engaged, engine at idle, move the switch from
OFF to ON 3 times in less than 2 seconds.
With the switch on ON, adjust to the new idling speed using switch R+/S-.

Once the engine idle speed has been defined, depress then release the clutch or
brake pedal to store the new speed and exit the adjustment mode by moving the
switch to OFF.

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 ENGINE SPEED CONTROL FUNCTION

Engine speed regulation mode (fast idle) :

This device is used to control the engine idle speed, with the vehicle at rest.

Utilization
With the parking brake applied, gearbox in neutral, set the switch to ON. To vary the
engine speed, use the R+/S- switch.
Using the accelerator, bring the engine to the desired speed rate and, in this position,
set the switch to S- to store the speed. Release the accelerator.

To fine tune the adjustment:

– Set the switch to R+ to increase the speed rate progressively.

Or press the R+ side of the switch to increase the speed by fractions.

REMARK :
The first press on R+ directly calls up the default nominal speed of 1000 rpm. This
speed is adjustable; see section on parameters..

– Set the switch to S- to reduce the speed progressively.

Or press S- to reduce the speed by fractions.

Any action on the brake pedal, engaging a gear or moving the switch to OFF will
cancel the function.

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 VEHICLE SPEED FUNCTION

Transmission of vehicle speed information

Speed sensor

Vehicle speed
Engine
management
-2/3
CAN bus J1939-2/3

EMS
VECU

CAN bus J1939 -1

RSL2 switch

RSL3 switch Speed

limitation setting

The speed information from the chrono-tachograph via CAN bus J1939-2/3 is
redistributed to the other ECUs through CAN bus J1939-1.
The statutory limitation is managed by the EMS (cannot be modified).

By configuration, the speed of the vehicle can be under limited permanently.

However, it will still be possible to modify this parameter.
Requests for under-limitation compared to 90 km/h can be performed by the factory
or by modifying a parameter in the EMS control unit with the DiagNG3 diagnostic
tool.

A second switch-operated temporary customer under-limitation, which must be lower

than the first limitation recorded in the EMS, is present in the VECU. See Technical
Documentation for the conditions of activation and the relevant parameters.
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 POWER RELAY MANAGEMENT FUNCTION

The power relay is earthed by the VECU (wire 0023).

But the power relay is now operated (after the master switch is on) as soon as the
ignition key is in the driving position. Effectively, with the ICU connected to the engine
control unit, it no longer plays a part in operation control.
The power relay will thus be “made” even if the switch key is not recognized by the
ICU.

The power relay stays engaged for 6 seconds after switching off, even if there is a
request to switch off from the master switch via the CLU : this allows for the recording
of all the data required by Infomax from the VECU and the engine control unit.

(Does not apply to variants with a manual master switch)

BATTERY +

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 ACCELERATOR PEDAL

+ 24 V

IVS 1
IVS 2

Signal
+ 5V ref

Earth

Accelerator pedal

The accelerator pedal on a vehicle with a manual gearbox has a single IVS (Idle
Validation Switch) or start of travel contact.

The accelerator pedal of a vehicle with an Optidriver+ gearbox has 2 IVS. This is
because it is necessary to send 2 items of data (IVS1 and/or IVS2 and/or pedal
position > 0) before ordering complete clutch disengagement.
This accelerator pedal has a mechanical hard spot symbolizing kick-down : beyond
the kick-down position, the VECU software takes into account the higher voltage
generated by the potentiometer in order to create the function (management of shift
to a lower gear).

The IVS start of travel information is retransmitted by wire to the EMS2 engine control
unit in the event of failure of the CAN bus and the J1587-1 information bus J1587-1
(wire 5072).

ANCILLARY VECU FUNCTIONS

- Electric tilt authorization

- Fan engagement request

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 RETARDER MANAGEMENT

Driver lever and

auto/manu switch

- The retarders can be activated by means of a lever

placed on the LH side under the steering wheel. This lever
is connected to the VECU control unit. From the first lever
position, a blue zone is illuminated on the rev. counter (T)
and an activation indicator lights up (Q).

- The number of lever positions depends on the

configuration of the retarders (see below).

- The engine brake can be activated from the first active lever position and at a speed
above 900 rpm.

- The power requested on each lever position (percentage of retarder torque)

depends on vehicle load: power is limited on an unladen vehicle (on vehicle with
air suspension only).

- Special feature with Optidriver + gearbox : a sixth lever position is available

(unstable position). This is used to ask the gearbox to optimize engine speed by
engaging the most appropriate gear in order to increase retarder efficiency.
Most often a lower gear will be engaged, allowing better cooling of the hydraulic
retarder (greater coolant flow). Additionally, the engine retarder is more efficient in
the blue revolution counter zone.

- Auto/manu switch : used to activate the “retarder coupling to service brakes” and
the “cruise control” functions on downhill runs. For the last function, the retarder lever
should be in position 0.

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 CONTROL LEVERS

Various levers on manual gearbox:

Exhaust brake only : lever with 2 positions (1 position

active).
0 = no retarder
1 = exhaust brake engaged

Optibrake : lever with 3 positions (2 positions active).

0 = no retarder.
1 = Optibrake first percentage
2 = Optibrake second percentage

Exhaust brake (or Optibrake) plus ZF Intarder: lever

with 6 positions (5 positions active).
0 = no retarder
1 to 5 = percentage of retardation torque (see table)

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 CONTROL LEVERS : OPTIDRIVER +

Optibrake only : lever with 4 positions (3 positions

active) including one unstable.
0 = no retarder
1 and 2 = percentage of retardation torque (see table)
3 = optimization of retardation by selecting the most
appropriate gear.

Optibrake plus Voith retarder : lever with 6 positions

(5 positions active) including one unstable.
0 = no retarder
1 to 4 = percentage of retardation torque (see table)
5 = optimization of retardation by selecting the most
appropriate gear.

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 RETARDATION TORQUES

Table of torque percentages applied depending on the position of the lever and
vehicle load. These values are factory configured by default in the VECU and can
be modified by DiagNG3.

See chapter on parameters.

C o n fig u ra tio n Lever n o lo a d fu ll lo a d

p o s itio n % e n g in e % re ta rd e r % e n g in e % re ta rd e r
b ra k e to rq u e to rq u e b ra k e to rq u e to rq u e
E x h a u s t b ra k e 0 0 0
o n ly 1 100 100
0 0 0
O p tib ra k e 1 30 60
2 60 100
E x h a u s t b ra k e 0 0 0 0 0
o n ly + 1 100 10 100 20
Z F in ta rd e r 2 100 20 100 40
3 100 30 100 60
4 100 40 100 80
5 100 50 100 100
0 0 0 0 0
O p tib ra k e + 1 10 10 20 20
Z F In ta rd e r 2 20 20 40 40
3 30 30 60 60
4 45 40 85 80
5 50 50 100 100

C o n fig u ra tio n L e ve r n o lo a d fu ll lo a d
p o s itio n % e n g in e % re t a rd e r % e n g in e % re t a rd e r
b ra k e t o rq u e t o rq u e b ra k e t o rq u e t o rq u e
O p tib ra k e 0 0 0
o n ly 1 30 60
2 60 100
3 - u n s ta b le 60 100
O p tib ra k e 0 0 0 0 0
w ith V o ith 1 12 12 25 25
2 25 25 50 50
3 45 40 85 75
4 50 50 100 100
5 - u n s ta b le 50 50 100 100

The engine brake is active from the first lever position.

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 RETARDER MANAGEMENT

Dashboard display

The retarder activation pictogram illuminates when the engine brake

or the transmission retarder is activated by the lever or by the Cruise Control. The
blue zone around the revolution counter illuminates.

Remark : No driver information when the retarders are activated by

the brake pedal coupling (switch in auto position).

See also document : IC05 display unit.

Retarder coupling to service brakes

This function is activated by the "auto" switch.
The lever should be in position "0" at this moment.
The retarders are not "added" to the braking, they are "coupled" to it. This means
that the retarders are active as soon as the pedal is depressed, and if the driver’s
request is "weak", it is possible that only the retarders will be activated, without the
service brakes.

REMARK : The service brakes can be called upon in order to make up for the
retarder activation time – see document: EBS5.

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 RETARDER MANAGEMENT

Cruise control on downhill runs, or speed regulation on descents

This function is also activated by the AUTO switch.

The cruise control speed regulator should be active.
The VECU will use all the retarder combinations in order to maintain the displayed
speed set point. The over-speed authorized before the retarders are engaged is 3
km/h by default (configurable parameter).

If necessary, the retarders are also used when the S- switch is used to reduce the
regulated speed set point.

Priority to acceleration

Retarder engagement is suspended when the accelerator pedal is depressed and

reinstalled progressively when the pedal is released.

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 RETARDER MANAGEMENT

Reheat and hold engine temperature functions

The exhaust brake is activated as long as the engine has not reached an operating temperature and
at idle when the coolant temperature drops. See EMS2 engine control unit for the conditions of
engagement.

The CCR parameter, modifiable with DiagNG3, allows the Engine Quick Warming function to be
activated (fast engine reheating).
In this case, as long as the engine water temperature is below 70°C, the transmission retarder is not
prohibited when the accelerator pedal is depressed (a lever request is necessary).

Retarder prohibition
In a braking phase using the ABS, or the ESP, the retarders are prohibited.
This operation is controlled by the EBS control unit.

Overview
Water temperature
Accelerator pedal

Display Brake pedal

Stop
lights

Manette
Lever

TRANSMISSION Retard. request

.
RETRDER
DRIVER Lever position
REQUEST
Retard. limit .
Retard. request.

ABS ABS
RETARDER / ENGINE ABS active
ACCELERATOR BRAKE TORQUE
VECU
COUPLING
DISTRIBUTION
EBS
MAX
Retarder configuration
Engine brake configuration

Retard. request
.
BRAKE
Retard. limit . BLENDING
CRUISE
CONTROL
Load
EMS
DESCENTE
ECS Retard. request..
Load

AUTO/MANU switch + lever position

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 VECU CONNECTOR PIN CONFIGURATION
ASSOCIATED
TERMINAL CONNECTION WIRE FAULT

PA 1 switch S- O45 SID 243

PA 2 switch R+ O47 SID 243
PA 3 engine speed regulation ON/OFF O28
PA 4 switch S- chassis 8119
PA 5 switch R+ chassis 8120
PA 6 starting switch key 205
PA 7 mirror deicing request 386
PA 8 clutch switch 123 PPID 70
veh. immobilization switch
PA 9 (bodybuilder) 5074
CEN standard body : immobilization
PA 10 suppression (bodybuilder) 8227
PA 11 starter motor relay 5102 PPID 3
PA 12 earth 1
PA 13 feed via Power Relay 229 PSID 230
PA 14 + APC 2122 PPID 74
PSID 22 / PSID
PA 15 CAN 2/3 H O411 232
PSID 22 / PSID
PA 16 CAN 2/3 L O412 232
PA 17 brake pedal 2005
PA 18 IVS 2 5075 PSID 2
AC pressure switch information
PA 19 (Premium) 4320
PA 20 fuel bleed switch (Premium) 5064
PA 21 chassis resume (bodybuilder) 8121
PA 22 not used by RT / /
PA 23 IVS 1 O77 SID 230
PA 24 PTO1 engagement information 88
PA 25 engine speed 1 (bodybuilder) 1026
PA 26 switch RSL 2 BOM (bodybuilder) 8020
PA 27 manual gearbox neutral information 1200 PSID 8
PA 28 manual gearbox reverse switch 661
PA 29 mirror deicing information 4
PA 30 engine stop request (bodybuilder ) 8110

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 VECU CONNECTOR PIN CONFIGURATION
ASSOCIATED
TERMINAL CONNECTION WIRE FAULT

PB 1 heated mirror relay 4060 PPID 302

PB 2 vehicle speed 1025
PB 3 not used by RT / /
PB 4 reversing lights relay 1018 PSID 10
PB 5 R+/S- switch feed 2123 PPID 71
PB 6 emergency vehicle speed 59 PID 84
PB 7 brake pedal 240 PSID 5
PB 8 accelerator pedal potentiometer signal 017 PID 91
PB 9 not used by RT / /
PB 10 retarder switch 007 PPID 72 / PSID 4
PB 11 engine speed monitoring (bodybuilder) 8067
PB 12 engine speed 2 (bodybuilder) 1141
PB 13 switch RSL 3 (bodybuilder) 8095
PB 14 not used by RT / /
PPID 74 / PSID
PB 15 Power Relay activation 0023 230
PB 16 cab tilt authorization relay 83 PSID 19
PB 17 buffered IVSI 5072
PB 18 PTO1 solenoid valve activation 8093 PSID 20
PB 19 IVS+ clutch switch feed 2124 PPID 60
PB 20 earth 1
PB 21 Auto/Manu switch 2050
PB 22 accelerator potentiometer feed 022 PID 91
PB 23 retarder switch earth 1045 PPID 72 / PSID 4
PB 24 retarder switch signal 0038 PPID 72
PB 25 vehicle speed sensor feed 142
PB 26 not used by RT / /
PB 27 not used by RT / /
PB 28 stop lights relay 5028 PSID 11
PB 29 PTO1 engagement switch 1140
PB 30 muddy site switch 5073

ASSOCIATED
TERMINAL CONNECTION WIRE FAULT

PC 1 J1587 -
PC 2 J1587 +
PC 3
PC 4 CAN H SID 231
PC 5 CAN L SID 231

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 FAULT CODES ON CAN

communication with engine ECU PSID 200

communication with vehicle ECU PSID 201
communication with display PSID 202
communication with EBS PSID 204
communication with TECU control unit PSID 205
communication with retarder PSID 206
communication with speed selector PSID 207
communication with suspension PSID 208
communication with tachograph PSID 212
communication with BBM PSID 214
communication with APM PSID 227

FMI TABLE

FMI type Designation (in accordance with SAE standard)

0 Data valid but above normal operational range.

1 Data valid but below normal operational range.
2 Data erratic, intermittent or incorrect.
3 Voltage above normal or shorted to high source.
4 Voltage below normal or shorted to low source or grounded circuit.
5 Current below normal or open circuit.
6 Current above normal or grounded circuit.
7 Mechanical system not responding properly.
8 Abnormal frequency, pulse width or period.
9 Abnormal update rate.
10 Abnormal rate of change (high).
11 Failure mode not identifiable.
12 Bad intelligent device or component.
13 Out of calibration.
14 Special instructions.

15 Reserved for future assignment .

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 CONFIGURATION / PARAMETERS

Parameters are values attributed to precise functions.

A large number of these parameters can be accessed and modified by the Diagnostic
DXi tool in DiagNG3, which means that the vehicle’s operation can be modified
considerably.
Each parameter is associated with a 2- to 3-letter identifier enabling the parameter to
be identified.

All the VECU parameters are listed below, with a description of the action of each of
them on the vehicle.

AF : survitesse VEB actif (active VEB overspeed)

In cruise control, determines the possible overspeed that activates the retarder(s).
The retarders are deactivated when the speed returns to 1.5kmh below the activation
setting.
Example : the cruise control is set to 70kmh, the AF parameter is set to 8kmh, the
retarder(s) are activated at 78kmh and deactivated when the speed goes back to
between 78 and 76.5kmh.

AG : régulateur d'allure (speed rate control)

Activates the cruise control.

AMD – AZH : bodybuilder parameter.

AZM : parameter not used by Renault Trucks.

BXA - BZI : bodybuilder parameters.

CCB – CCO : maximum values for retarder utilization percentages in the different
steering wheel lever positions.

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 CONFIGURATION / PARAMETRES

CCR : enable engine quick warming

Activation of Quick Warming function which enables running with the first position of
the hydraulic retarder lever when the coolant temperature is below a threshold.

CUQ – CVA : bodybuilder parameters.

CWW : Laps de temps avant coupure (Time lag before power off)
The time before the power relay goes out when the ignition is switched off (electrical
master switch).

CX : Climatiseur installé (Air conditioning installed)

Takes account of the state of the air conditioning ON/OFF information in order to
transmit this information to the engine control unit for a fan activation request.

DB : bodybuilder parameter.

DHB : Durée maxi activ.fonction réglage ralenti (max. time activ. idle
adjustment function)
Maximum time to produce the combination enabling entry into idle adjustment mode.

DHL : bodybuilder parameter.

DJ : Frein régulateur d'allure, vitesse par défaut (Cruise control brake,

default speed)

DMS :Vitesse véhicule mini pour activ. feux détresse (Min. vehicle
speed for activ. of hazard lights)
Minimum vehicle speed enabling the automatic activation of the hazard lights in the
event of strong deceleration.

DMT : seuil décél mini.pour activation feux détresse (min. decel

threshold for activation of hazard lights)
Minimum deceleration threshold above which the hazard lights are activated.

DMU – DMV : no longer used

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 CONFIGURATION / PARAMETRES

DSJ – DTF : bodybuilder parameters.

DTO : vitesse du véhicule max. pour activer régl. ralenti (max. vehicle
speed to activate idle adj.)
Maximum speed at which idle adjustment is authorized.

DTW – ECH : parameters not used by Renault Trucks.

FBG – FGW : bodybuilder parameters

GP : régulateur d'allure, valeurs par palier (speed rate control, values by

increments)
Engine ramp rate in Km/h/s for a long press on R+.

QV : activation feux de stop, niveau ralentisseur (Stop lights activation, retarder

level)
Deceleration value from which the stop lights illuminate. The programmed value
gives the max. QW. The minimum is determined by the value of QW.

QW feu de stop, désact. à niveau décélération (stop lights, deact. at deceleration

level)
Maximum deceleration value from which the stop lights go out. The value determines
the minimum QV. The maximum is determined by the value of QV.

QX : actif. feux stop au-delà vitesse limite véhicule (stop lights activ. beyond
vehicle limit speed)
Vehicle speed from which the stop lights can be activated by the retarder(s).

RT – XO : bodybuilder parameters.

XP : parameter not used by Renault Trucks.

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 INFORMATION

Formatted: Font: (Default) Arial, 14

pt, English (U.K.)
REMEMBER! THIS DOCUMENT IS A TRAINING AID. Formatted: Justified

FOR INFORMATION ON SERVICE INTERVALS,

REPAIR PROCEDURES, CHECK VALUES,
TIGHTENING TORQUES AND DIAGNOSTIC
PROCEDURES, PLEASE REFER TO THE AFTER
SALES DOCUMENTS (WORKSHOP MANUALS,
SERVICE HANDBOOKS, ASSEMBLY GUIDES,
TECHNICAL NOTES, ETC) FOR THE VEHICLES
CONCERNED.

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