eaton hybrid drive system model trts2500

8/12/2019 Eaton Hybrid Drive System Model TRTS2500

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Service Manual

Eaton Hybrid Drive SystemTRTS2500 August 2012

EH-11NA1206A-PBD

4-Battery PEC Model

4-Battery PEC


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Warnings & Cautions

Warnings and Cautions

Throughout this service manual there are paragraphs that are marked with a title of DANGER,WARNING, or CAUTION. These special paragraphs contain specific safety information and mustbe read, understood, and heeded before continuing the procedure or performing the step(s).

DANGER INDICATES YOU WILL BE SEVERLY INJURED OR KILLED IF DO NOT FOLLOW THEINDICATED PROCEDURE.

! WARNING

WARNING INDICATES AN IMMEDIATE HAZARD, WHICH COULD RESULT INSEVERE PERSONAL INJURY IF YOU DO NOT FOLLOW THE INDICATEDPROCEDURE.

! CAUTIONCAUTION INDICATES VEHICLE OR PROPERTY DAMAGE COULD OCCUR IFYOU DO NOT FOLLOW THE INDICATED PROCEDURE.

Note: NOTE INDICATES ADDITIONAL DETAIL THAT WILL AID IN THE DIAGNOSIS ORREPAIR OF A COMPONENT/SYSTEM.

! WARNINGFollow the specified procedures in the indicated order to avoid personalinjury:

1. IF THE HIGH-VOLTAGE CONES ARE AROUND THE VEHICLE AND THE LOCKOUT ISINSTALLED ON THE PEC, THE ONLY PERSON THAT SHOULD BE ALLOWED TO STARTTHE VEHICLE IS THE PERSON WHO SIGNED THE LOCKOUT TAG.

2. Before working on a vehicle or leaving the cab while the engine is running you should placethe shift lever in “N” set the parking brake, and block the wheels.

3. For safety reasons, always engage the service brakes prior to selecting gear positions from“N.”

4. Before starting a vehicle always be seated in the driver's seat, select “N” on the shift control,and set the parking brakes.

5. When parking the vehicle or leaving the cab you should place the shift lever in “N” and set theparking brake.

6. In vehicles with ePTO, the engine and/or Motor/Generator can start in ePTO mode. Neverperform any maintenance or work on vehicle, while in this mode.

7. 24-volt Battery (+) and (-) must be disconnected prior to any welding on any Hybrid equippedvehicle.


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High-Voltage Warnings & Cautions Warnings & Cautions

! CAUTIONDo not release the parking brake or attempt to select a gear until the airpressure is at the correct level.

! CAUTIONTo avoid damage to the transmission during towing place the shift lever in"N" and lift the drive wheels off the ground or disconnect the driveline.

High-Voltage Warnings & Cautions

• Use CO2 or Dry Chemical Fire Extinguishers.• The high-voltage wiring is covered in orange insulation or convoluted tubing and marked with

warning labels at the connectors.• All Eaton® Hybrid Diesel/Electric vehicles will be marked 'Hybrid' on the outside of the vehicle,

along with the shift label on the dash.• Refer to OEM for specific location of chassis mounted hybrid components.• Do NOT cut into the orange high-voltage cables.• Do NOT cut into or open the PEC.• Do NOT cut into or open the DC/DC converter.• Do NOT cut into or open the Inverter.

Warning: A buffer zone must be set up and high-voltage insulated rubber gloves (class “0” with

leather protectors) are required prior to working on high-voltage. Failure to follow these instructionsmay result in severe personal injury or death.

Warning: The rubber-insulated gloves that must be worn while working on the high-voltagesystem are class “0” with leather protectors. The rubber gloves must be tested before EVERY usefollowing the rubber insulation gloves testing procedure found in the “Insulated Rubber Glove Test”section. Failure to follow these instructions may result in severe personal injury or death.

Warning: Before inspecting or working on any high-voltage cables or components the “High-Voltage Service Shutdown Procedure” should be followed. Failure to follow these instructions mayresult in severe personal injury or death.

Warning: High-voltage cables and wiring are orange and contain a warning label at theconnectors. High-voltage components are marked with a label. High-voltage rubber insulatedgloves (class “0” with leather protectors) must be used when working on any of these components.Failure to follow these instructions may result in severe personal injury or death.


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Table of Contents

Warnings & Cautions . . . . . . . . . . . . . . . . i

Insulated Rubber Glove Testand High-Voltage Work Area . . . . . . . . . 1

High-Voltage Service Shutdownand Power-Up Procedures . . . . . . . . . . . 3

Diagnostic Tools/ Service Publications. 9

Hybrid Diagnostic Procedure . . . . . . . . 11

Hybrid Component & Connector Locations13

Fault Code Retrieval/Clearing. . . . . . . . 17

Fault Code Isolation Procedure Index . 19

Symptom-Driven Diagnostics Index . . 23

Product Diagnostic Mode (PDM) . . . . . 25

Hybrid Lamp andGear Display Descriptions . . . . . . . . . . 27

Power-Up Sequence Test . . . . . . . . . . . 29

Electrical Pretest . . . . . . . . . . . . . . . . . . 31

Hybrid Electrical Pretest . . . . . . . . . . . . 35

Fault Code Isolation Procedures

Fault Code 1 . . . . . . . . . . . . . . . . . . . . . . 41

Fault Code 2 . . . . . . . . . . . . . . . . . . . . . . 47

Fault Code 3 . . . . . . . . . . . . . . . . . . . . . . 53

Fault Code 4 . . . . . . . . . . . . . . . . . . . . . . 61

Fault Code 5 . . . . . . . . . . . . . . . . . . . . . . 67

Fault Code 6 . . . . . . . . . . . . . . . . . . . . . . 75

Fault Code 7 . . . . . . . . . . . . . . . . . . . . . . 77

Fault Code 8 . . . . . . . . . . . . . . . . . . . . . . 79

Fault Code 9 . . . . . . . . . . . . . . . . . . . . . . 83

Fault Code 10 . . . . . . . . . . . . . . . . . . . . . 87

Fault Code 11 . . . . . . . . . . . . . . . . . . . . . 91

Fault Code 12 . . . . . . . . . . . . . . . . . . . . . 93

Fault Code 14 . . . . . . . . . . . . . . . . . . . . . 95

Fault Code 16 . . . . . . . . . . . . . . . . . . . . . 99

Fault Code 17 . . . . . . . . . . . . . . . . . . . . 105

Fault Code 18 . . . . . . . . . . . . . . . . . . . . 111

Fault Code 19 . . . . . . . . . . . . . . . . . . . . 115

Fault Code 22 . . . . . . . . . . . . . . . . . . . . 119

Fault Code 24 . . . . . . . . . . . . . . . . . . . . 123

Fault Code 26 . . . . . . . . . . . . . . . . . . . . 127

Fault Code 27 . . . . . . . . . . . . . . . . . . . . 131

Fault Code 32 . . . . . . . . . . . . . . . . . . . . 135

Fault Code 33 . . . . . . . . . . . . . . . . . . . . 139

Fault Code 34 . . . . . . . . . . . . . . . . . . . . 143

Fault Code 35 . . . . . . . . . . . . . . . . . . . . 147

Fault Code 36 . . . . . . . . . . . . . . . . . . . . 153

Fault Code 37 . . . . . . . . . . . . . . . . . . . . 155

Fault Code 38 . . . . . . . . . . . . . . . . . . . . 161

Fault Code 39 . . . . . . . . . . . . . . . . . . . . 167

Fault Code 40 . . . . . . . . . . . . . . . . . . . . 173

Fault Code 48 . . . . . . . . . . . . . . . . . . . . 179

Fault Code 49 . . . . . . . . . . . . . . . . . . . . 183

Fault Code 50 . . . . . . . . . . . . . . . . . . . . 185

Fault Code 51 . . . . . . . . . . . . . . . . . . . . 187

Fault Code 52 . . . . . . . . . . . . . . . . . . . . 191

Fault Code 56 . . . . . . . . . . . . . . . . . . . . 197

Fault Code 58 . . . . . . . . . . . . . . . . . . . . 201


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Table of Contents

Fault Code Isolation Procedures (Continued)

Fault Code 59 . . . . . . . . . . . . . . . . . . . . 205

Fault Code 60 . . . . . . . . . . . . . . . . . . . . 211

Fault Code 61 . . . . . . . . . . . . . . . . . . . . 215

Fault Code 63 . . . . . . . . . . . . . . . . . . . . 219

Fault Code 64 . . . . . . . . . . . . . . . . . . . . 223

Fault Code 65 . . . . . . . . . . . . . . . . . . . . 227

Fault Code 66 . . . . . . . . . . . . . . . . . . . . 233

Fault Code 67 . . . . . . . . . . . . . . . . . . . . 237

Fault Code 68 . . . . . . . . . . . . . . . . . . . . 243

Fault Code 70 . . . . . . . . . . . . . . . . . . . . 247

Fault Code 71 . . . . . . . . . . . . . . . . . . . . 249

Fault Code 72 . . . . . . . . . . . . . . . . . . . . 253

Fault Code 73 . . . . . . . . . . . . . . . . . . . . 257

Fault Code 74 . . . . . . . . . . . . . . . . . . . . 261

Fault Code 75 . . . . . . . . . . . . . . . . . . . . 263

Fault Code 76 . . . . . . . . . . . . . . . . . . . . 265

Fault Code 78 . . . . . . . . . . . . . . . . . . . . 269

Fault Code 82 . . . . . . . . . . . . . . . . . . . . 273

Fault Code 83 . . . . . . . . . . . . . . . . . . . . 279

Fault Code 84 . . . . . . . . . . . . . . . . . . . . 285

Fault Code 85 . . . . . . . . . . . . . . . . . . . . 293

Fault Code 88 . . . . . . . . . . . . . . . . . . . . 299

Fault Code 89 . . . . . . . . . . . . . . . . . . . . 303

Fault Code 95 . . . . . . . . . . . . . . . . . . . . 309

Fault Code 101 . . . . . . . . . . . . . . . . . . . 315

Fault Code 103 . . . . . . . . . . . . . . . . . . . 319

Fault Code 105 . . . . . . . . . . . . . . . . . . . 325

Fault Code 107 . . . . . . . . . . . . . . . . . . . 331

Fault Code 108 . . . . . . . . . . . . . . . . . . . 347

Fault Code 110 . . . . . . . . . . . . . . . . . . . 353

Fault Code 111 . . . . . . . . . . . . . . . . . . . 357

Fault Code 112 . . . . . . . . . . . . . . . . . . . 363

Fault Code 113 . . . . . . . . . . . . . . . . . . . 369

Fault Code 114 . . . . . . . . . . . . . . . . . . . 375

Fault Code 115 . . . . . . . . . . . . . . . . . . . 381

Fault Code 116 . . . . . . . . . . . . . . . . . . . 387

Fault Code 116 . . . . . . . . . . . . . . . . . . . 395

Fault Code 117 . . . . . . . . . . . . . . . . . . . 405

Fault Code 166 . . . . . . . . . . . . . . . . . . . 411

Front Box Test . . . . . . . . . . . . . . . . . . . 413

Engine Crank Test . . . . . . . . . . . . . . . . 419

Hybrid Performance Test. . . . . . . . . . . 423

Gear Engagement Test . . . . . . . . . . . . 427

Wiring Diagrams. . . . . . . . . . . . . . . . . . 431

Connector Pin Description . . . . . . . . . 435



Insulated Rubber Glove Test and High-Voltage Work Area

Insulated Rubber Glove Test

! WARNING

The rubber-insulated gloves that must be worn while working on the high-voltage system are class “0” with leather protectors. The rubber glovesshould be tested before EVERY use following the rubber insulation glovestesting procedure found in the “Diagnostic Tools” section. Failure to followthese instructions may result in severe personal injury or death.

• The insulated rubber gloves that must be worn while working on the high-voltage system areclass “0” rated. They must be inspected before each use and must always be worn inconjunction with the leather outer glove. Any hole in the insulated rubber glove is a potentialentry point for high-voltage.

• Roll the glove up from the open end until the lower portion of the glove begins to balloon fromthe resulting air pressure. If the glove leaks any air it must not be used.

• The gloves should not be used if they exhibit any signs of wear and tear.• The leather gloves must always be worn over the rubber insulating gloves in order to protect

them.• The rubber insulating gloves must be class “0” and meet all of the American Safety Testing

Materials Standards.

High-Voltage Work Area Requirements

! WARNINGA buffer zone must be set up and high-voltage insulated rubber gloves(class “0” with leather protectors) are required prior to working on any high-voltage. Failure to follow these instructions may result in severe personalinjury or death.

The buffer zone is required only when working on the high-voltage DC or AC systems and is calledout both in the “High-Voltage Service Shutdown Procedure” and the individual repair procedures.

• Position the vehicle in the service bay.• Position four orange cones around the corners of the vehicle to mark off a 1m (3 ft.) perimeter

around the vehicle.• Do not allow any unauthorized personnel into the buffer zone during repairs involving high-

voltage. Only personnel trained for service on the high-voltage system are to be permitted in

the buffer zone.



Insulated Rubber Glove Test Insulated Rubber Glove Test and High-Volt-



High-Voltage Service Shutdown and Power-Up Procedures

Warning: A buffer zone must be set up and high-voltage insulated rubber gloves (class “0” withleather protectors) are required prior to working on high-voltage. Failure to follow these instructionsmay result in severe personal injury or death.

Warning: The rubber-insulated gloves that must be worn while working on the high-voltagesystem are class “0” with leather protectors. The rubber gloves must be tested before EVERY usefollowing the rubber insulation gloves testing procedure found in the “Insulated Rubber Glove Test”section. Failure to follow these instructions may result in severe personal injury or death.

Warning: Before inspecting or working on any high-voltage cables or components the “High-

Voltage Service Shutdown Procedure” must be followed. Failure to follow these instructions mayresult in severe personal injury or death.

Warning: High-voltage rubber insulated gloves (class “0” with leather protectors) must be wornwhen working on any high- voltage cables. The “High-Voltage Service Shutdown Procedure” mustbe followed prior to removing any high-voltage cables. Failure to follow these instructions mayresult in severe personal injury or death.

Warning: High-voltage cables and wiring are orange and contain a warning label at theconnectors. High-voltage components are marked with a label. High-voltage rubber insulatedgloves (class “0” with leather protectors) must be used when working on any of these components.Failure to follow these instructions may result in severe personal injury or death.

Air Filter Cover Wing Nuts

Exhaust Duct

PEC Service Switch Access Panel Covers

Access PanelSecurity Screws

Low-Voltage 19-Pin Connector

Top Cover

Air Filter Cover

High-Voltage DCConnector to Inverter

Air Outlet

Access Panel(On side not shown)

Cooling Pipes

8 Mounting Holes(Mounting hardware supplied by OEM)

Cover Bolts

Lifting Eyes

Cover Security Screws



High-Voltage Service Shutdown and Power-

4-Battery High-Voltage Service Shutdown Procedure

1. Follow “High-Voltage Work Area” procedure.

2. Locate the red PEC Service Switch on the front of the PEC and push to the “Off” position.

3. Turn ignition key “On”.

4. Allow the system to set for a minimum of 5 minutes to discharge high-voltage.

5. Connect ServiceRanger.

6. Select Vehicle Data Monitor from the main menu.

7. Select J1939 HV Battery.

8. Monitor the J1939 HV Battery (Parameter 520323) voltage until it displays 30 volts or less.

Note: If after 5 minutes J1939 HV Battery does not display 30 volts or less, contact RoadrangerCall Center at 1-800-826-4357.

9. Turn ignition key “Off”.

10. Proceed to repair or troubleshooting step. Perform the 4-Battery PEC Isolation Procedurebefore making any internal repairs to the 4-Battery PEC.

PEC Service Switch

2

5 6 7 8




4-Battery High-Voltage Isolation Procedure

1. After performing the “High-Voltage Service Shut-Down Procedure”, if removal is necessary,refer to the “4-Battery Power Electronics Carrier (PEC) Removal and Installation” procedure inthe service manual TRSM2000.

2. Using a 13 mm socket, remove the 14 nuts and lock washers used to secure both accesspanels. Using a T-27 Plus bit, remove the two security screws and lock washers used to secure

the access panels. Remove the access panel and gaskets.

3. Put on high voltage “0” rated gloves and leather protectors.

4. Remove the 4-Battery PEC main fuses by lifting up on each handle and gently pulling eachfuse from the socket.

Note: There are two main fuses in the 4-Battery PEC.

AccessPanels

AccessPanelSecurityScrews

Main Fuses




5. Wearing the high voltage “0” rated gloves and leather protectors, pull the battery connectionsfollowing the sequence in the image below.

6. To complete the 4-Battery PEC High-Voltage Isolation Procedure, it is required to place theaccess covers back on the 4-Battery PEC. Secure access covers with lock washers and nutsto service the 4-Battery PEC.

7. Proceed to repair or troubleshooting step.

1 2 3 4




4-Battery PEC High-Voltage Service Power-Up Procedure

1. Remove both access covers.

2. Put on high voltage “0” rated gloves and leather protectors.

3. Reinstall battery connections following the sequence in the image below.

4. Wearing the high voltage “0” rated gloves and leather protectors, reinstall the two main fuses.

5. Replace both access panel gaskets and reinstall the access panels. Reinstall the 14 lockwashers and nuts. Torque to 44-53 in-lb (5-6 N•m).

1 2 3 4

Main Fuses




6. Install the two lock washers and security screws. Torque to 44-53 in-lb (5-6 N•m).

7. Install the 4-Battery PEC to the vehicle using proper equipment and safety procedures.

Note: The weight of the 4-Battery PEC is 513 lbs (230 kg).

8. Using a 17 mm socket, install the eight OEM supplied mounting bolts, lock washers, and flatwashers. Torque fasteners to 43-48 ft-lb (32.5-36.6 N•m).

9. Connect the OEM supplied Low-Voltage 19-Pin Connector onto the 4-Battery PEC.

10. Wearing the high voltage “0” rated gloves and leather protectors, install the High-Voltage DCConnector to the Inverter and lock it into place.

11. Reassemble the cooling pipes.

12. Pull out the red PEC Service Switch to the “On” position.

13. Start vehicle when appropriate.

AccessPanels

AccessPanelSecurityScrews



Diagnostic Tools/ Service Publications

Eaton Tools

• Visit www.Roadranger.com

SPX/OTC Tools

• Contact SPX / OTC at (800) 328-6657

Tool Description

ServiceRanger version 3 ServiceRanger PC based Diagnostic Tool

Tool Description

J-49818 Eaton Hybrid Tool Safety Kit - Basic PPE (Items listed below can be orderedseparately)

J-48603 High-Voltage Gloves w/leather protectors (1000 volt)

J-48605 Hybrid Safety Cones (set of 4)

Tool Description

J-49819 Eaton Hybrid Tool Safety Kit - Basic Plus PPE (Items listed below can beordered separately)

J-48603 High-Voltage Gloves w/leather protectors (1000 volt)

J-48605 Hybrid Safety Cones (set of 4)

J-48907 Orange Magnetic Sign

J-48608 Hybrid Non-Conductive Safety Pole

J-48908 Glove Bag



Eaton Tools Diagnostic Tools/ Service Publications

J-48893 - Hybrid PPE / Service Tool Kit (includes J-49819 kit and items from Miscellaneous

Service Tools highlighted with *)

Service Publications

• Visit www.Roadranger.com

Tool Description

Misc. Service Tools Items listed below are ordered separately

J-48624 Nexiq USB-Link Communication Adapter

J-43318-A* Pin Adapter Kit - Interface Harness DiagnosticsJ-48735* Alignment Pins - Hybrid Motor/Gen to Transmission Main Case

J-49111* Clutch Alignment Tool

J-46708* Fluke Digital Multimeter

J-48505 Input Shaft Turning Socket

J-48507 Lifting Fixture - Power Electronics Carrier

J-48502 Jack Adapter Plate - Hybrid Drive Unit

5019 Transmission Jack - Low Lift

5078 Transmission Jack - High LiftJ-48577 Engine/Transmission Stand Adapter Plate - Hybrid Drive Unit

J-29109-A Engine/Transmission Stand - 6000 lb. Rating

TRSM2000 Service Manual (covers external components on transmission and

Hybrid components)

TRSM0110 Service Manual (covers internal transmission repairs only)

TRTS2500 Troubleshooting Guide

TRDR1000 Driver Instructions

TRDR1110 First Responder Guide



Hybrid Diagnostic Procedure


Key ON

Retrieve Active Faultswith ServiceRanger.

Active Codes YesGo to "Fault Code Isolation Procedure

Index"

No

Does Gear DisplayShow an "N"

Does Engine Crank

No

Yes

NoGo to "Engine CrankTest"

Yes

If equipped, doesvehicle operatenormal in ePTO

mode?

NoGo to "ePTO Test”

Yes

If a mode other than neutral is selected doestransmission engage a gear? NOTE: ServiceBrake must be applied prior to selecting a

gear.

No

Go to "Gear Engagement Testif solid “N” is displayed

Go to “Front Box Test” isflashing gear number is displayed

Yes

Is vehicle accelerationperformance acceptableNo

Go to "Hybrid

Performance Test"

Yes

Clear faults andoperate vehicle basedon customers

concern

Inactive Faults = Goto "Product

Diagnostic Mode"

Active Faults = Go to"Fault Isolation

Procedure Index"

No Fault = TestComplete

Is Red "Stop Hybrid" orAmber “Check Hybrid”lamp blinking?

Yes

No

Go to Hybrid LampGear Display Description

Go to Hybrid Lamp andGear Display description

Go to “Gear EngagementTest”

Will vehicle movefrom a stop?

Yes

No



Hybrid Component & Connector Locations

Transmission Wiring Connections

Hybrid Control Module (HCM)

Left: 38-Way System ConnectorRight: 38-Way Vehicle Connector

Transmission Electronic Control Unit (TECU)Left: 38-Way Vehicle ConnectorRight: 38-Way System Connector

lectronic Clutch Actuatorop: 3-Way Connectorottom: 8-Way Connector

Output Shaft Speed Sensor

Rail Position Sensor



Transmission Wiring Connections Hybrid Component & Connector Locations

Gear Position Sensor

High-Voltage 3-Way AC Connector

Motor/GeneratorResolver Connector

Motor/GeneratorTemperature Connector

Input Shaft Speed Sensor

Transmission Diagnostic Port



Hybrid Component & Connector Locations Component Wiring Connections

Component Wiring Connections

24V DC(-)

High Voltage DC ConnectorTop: DC(-)Bottom: (DC(+)

Test Port Connection(Not used)

OEM Connection

DC/DC Converter

HIgh Voltage 3-Way AC Connector

Low Voltage 40-Way Connector High-Voltage DC Connector to PEC

Inverter

Coolant Ports

24V DC(+)

(-) (+)

Coolant Port Inlet

Coolant Port Outlet



Component Wiring Connections Hybrid Component & Connector Locations

Air Filter Cover Wing Nuts

Exhaust Duct

PEC Service Switch Access Panel Covers

Access PanelSecurity Screws

Low-Voltage 19-Pin Connector

Top Cover

Air Filter Cover

High-Voltage DCConnector to Inverter

Air Outlet

Access Panel(On side not shown)

Cooling Pipes

8 Mounting Holes

(Mounting hardware supplied by OEM)

Cover Bolts

Lifting Eyes

Power Electronics Carrier (PEC)

Cover Security Screws



Fault Code Retrieval/Clearing

All Eaton® Hybrid systems require the use of ServiceRanger for all diagnostics. To view fault

codes or clear them follow the procedures below.

View Active and Inactive Faults

1. Connect ServiceRanger to the 9-pin diagnostic connector.

2. Go to the Tools menu and select the “Communication” tab.

3. Select the appropriate communication device for J1587 and J1939.

4. Select “Connect” on the main page.

5. Select the “View Fault Codes” tab.

Note: Initial use requires all steps, however subsequent uses require only steps 4 and 5.

Clear Inactive Faults


2. Go to the Tools menu and select the “Communication” tab.

3. Select the appropriate communication device for J1587 and J1939.4. Select “Connect” on the main page.

5. Select the “View Fault Codes” tab.

6. Select the “Clear Faults” button.

Note: Initial use requires all steps, however subsequent uses require only steps 4 and 5.



Fault Code Retrieval/Clearing



Fault Code Isolation Procedure Index

Index

Fault Code SPN FMI Description Page Number

1 520225 0,6,15 Motor/Generator Current Sensor page 41

2 520226 3 Motor/Generator TemperatureSensor

page 47

3 520227 0 Motor/Generator Temperature page 53

4 520228 0,2, 21-27 Motor/Generator Rotation SpeedSensor

page 61

5 520229 21-29 Motor/Generator AC Cable page 67

6 629 13 No ECU Operation (HCM) page 75

7 629 13 Improper ECU Configuration(HCM)

page 77

8 158 4 Loss of Switched Ignition PowerFault (HCM)

page 79

9 168 14 Weak Battery Voltage (HCM) page 83

10 168 4 Low Battery Voltage (HCM) page 87

11 629 12 No ECU Operation (TECU) page 91

12 629 13 Improper ECU Configuration(TECU)

page 93

14 751 2, 3, 4 Invalid Shifter Range page 95

16 625 2 High Integrity Link (HIL) page 99

17 626 3, 4 Start Enable Relay page 105

18 520200 2, 9 ECA Communication page 111

19 520273 2, 9 CAN ECA Message page 115

22 563 2, 9, 14 J1939 ABS Message (HCM) page 119

24 525 9 J1939 HCM Message (TECU) page 123

26 522 10 Clutch Slip page 127

27 788 7, 14 Clutch Disengagement page 131

32 43 2 Loss of Switched Ignition Power(TECU)

page 135

33 168 4 Low Battery Voltage (TECU) page 139

34 168 14 Weak Battery Voltage (TECU) page 143

35 639 2 J1939 Communication Link page 147

36 639 14 J1939 Engine Message (TECU) page 153

37 610 5 Power Supply (TECU) page 155

38 520243 3, 4, 5, 14 Battery Fan Relay page 161

39 520247 3, 4, 5 Heat Exchanger Relay page 167

40 520248 3, 4, 5, 14 Cooling Pump Relay page 173

48 523 2, 9 J1939 Transmission Message(HCM)

page 179

49 190 2, 9 J1939 Engine Message (HCM) page 183



Index Fault Code Isolation Procedure Index

50 701 2, 9 J1939 Body Controller Message(HCM)

page 185

51 60 2, 3, 4, 10 Rail Position Sensor page 187

52 59 2, 3, 4 Gear Position Sensor page 191

56 161 2,3,4, 5,10 Input Shaft Speed Sensor page 197

58 191 2, 3, 4, 5 Output Shaft Speed Sensor page 201

59 639 2, 9 J1939 Communication Link(HCM)

page 205

60 625 2, 9 CAN Communication Link (HCM) page 211

61 772 5, 6 Rail Select Motor page 215

63 773 5, 6 Gear Select Motor page 219

64 788, 520198,520199, 524035

0, 12, 13,21-28

ECA page 223

65 520203 2, 5 ECA Speed Sensor page 227

66 520271 3, 4, 14 ECA Battery Voltage page 23367 520274 3, 4, 5 ECA Ignition Voltage page 237

68 520231 12, 13, 14 Grade Sensor page 243

70 188, 518, 539, 544 0, 1, 2, 7 Engine Failed to Respond (HCM) page 247

71 520275 7 Failed to Disengage Gear page 249

72 520277 7 Failed to Select Rail page 253

73 520278 7 Failed to Engage Gear page 257

74 93, 190 7 Engine Failed to Respond(TECU)

page 261

75* 520276 14 Power Down In Gear page 263

76 520250 3, 4, 16,18 High-Voltage Battery PotentialVoltage

page 265

78 520232 6 High-Voltage Battery Current page 269

82 520233 0,16 High-Voltage BatteryTemperature

page 273

83 751 12, 13 Invalid Shifter Range page 279

84 751 13 Shift Control Device NotConfigured

page 285

85 639 12 Shift Control Device Incompatible page 293

88 520223 2, 9 Inverter CAN Message (HCM) page 299

89 520234 2, 9 BCU CAN Message (HCM) page 303

95 520249 3, 4 24-volt Cranking Relay page 309

101 520238 0, 22-31 High-Voltage Battery page 315

103 520265 22-26 Battery Control UnitCommunication

page 319

105 520240 22-30 Battery Control Unit page 325

107 520242 1 High-Voltage Battery LeakDetection

page 331

108 520268 3, 4 Battery Control Unit PowerSupply

page 347




Fault Code Isolation Procedure Index Index

110 520220 21-29 Inverter page 353

111 520260 12 - 28 Inverter Communication page 357

112 520221 3, 4 Inverter Voltage page 363

113 520222 6, 14 Inverter Current page 369

114 520261 3, 4 Inverter Power Supply page 375

115 520223 0 Inverter Temperature page 381

116 521210, 521211,521212

3, 4, 5 High-Voltage Relays page 387

116 520224 10, 14, 20 High-Voltage Relays page 395

117 520251 3, 14, 29 BCU Relay Cut Request page 405




Index Fault Code Isolation Procedure Index



Symptom-Driven Diagnostics Index

Index

Symptom Isolation Procedure PageNumber

Power-up no crank and Gear Display shows a“-”

Front Box Test page 413

Power-up no crank and Gear Display shows a“N”

Engine Crank Test page 419

Power-up no crank and Gear Display shows “--”, “**”, or blank

Power Up Sequence Test page 29

Power-up vehicle cranks and Gear Displayshows “--”, “**”, or blank

Refer to OEM for gear display issue

Vehicle acceleration performance is notacceptable

Hybrid Performance Test page 423

Transmission will not engage a gear fromneutral and warning tone sounds (solid “N” ingear display)

Gear Engagement Test page 427

Transmission will not move from a stop (solidgear number in gear display)

Gear Engagement Test page 427

Transmission will not engage a gear fromneutral (flashing gear number in gear display)

Front Box Test page 413

Red “Service” lamp on the push button shiftcontrol is on/blinking

Fault Code Retrieval and Clearing page 17

Amber “Check Hybrid” lamp on the dash is on Fault Code Retrieval and Clearing page 17

Red “Stop Hybrid” lamp on the dash is on Fault Code Retrieval and Clearing page 17



Symptom-Driven Diagnostics Index



Product Diagnostic Mode (PDM)

Product Diagnostic Mode (PDM) is used to help diagnose inactive codes that may have been setduring normal driving. This diagnostic mode increases the sensitivity of the fault sensingcapabilities.

This procedure tests loose, degraded, and intermittent connections. Use the active fault isolation

procedure to guide you to the wiring and connectors that are associated with the inactive faultcodes. Flex the wiring harness and connectors and attempt to recreate the fault after activating(PDM).

PDM is only to be used by a trained service technician in an authorized dealer.

To enter PDM mode

Note: The vehicle will not start in Product Diagnostic Mode (PDM). You must turn vehicle key“OFF” and allow the system to power down to exit PDM.

1. Vehicle must be stationary, engine must not be running, vehicle parking brake must be set.


3. Select the “View Fault Codes” screen.

4. Perform two key clicks of the ignition switch starting in the “ON” position and ending in the“ON” position

Note: An “88” may show up in the dash at key on, which is a normal power-up test of the display.

5. The gear display will flash a solid “PD” (Product Diagnostic Mode) and the mode will beactivated.

6. Flex the wiring harness and connectors and attempt to recreate the fault.

7. If a fault becomes active during PDM, ServiceRanger will display the fault with a status ofactive.

8. If a fault is detected, exit PDM mode and perform the corresponding “Fault IsolationProcedure” page 11.

Note: Active codes set during PDM mode will not be stored as inactive.

9. To exit PDM mode, power the system down by turning the key to the “OFF” position.

PDM will only work with the following inactive codes

9, 10, 14, 16, 17, 18, 19, 22, 24, 32, 33, 34, 35, 36, 38, 39, 40, 48, 49, 50, 51, 52, 56, 58, 59, 60,

61, 63, 76, 87, 88, 89, 95



Product Diagnostic Mode (PDM) is used to help diagnose inactive codes that may have



Hybrid Lamp and Gear Display Descriptions

All Eaton® Hybrid systems use a combination of three lamps to indicate failures of differentoperating systems and the ability of the vehicle to drive. These lamps include the red “Service”lamp, amber “Check Hybrid” lamp, and the red “Stop Hybrid” lamp. The details for each lamp areincluded below.

Red “Service” Lamp

1. This lamp is located on the Push Button Shift Control and reads “SERVICE.”

2. This lamp is turned on and off by the Transmission Electronic Control Unit (TECU) forAutomated Transmissions faults over the High Integrity Link (HIL).

3. This lamp also comes on momentarily at key on then goes out as part of the TECU self-test.

Amber “Check Hybrid” Lamp

1. This lamp is located near the middle of the dash. The lamp is amber and contains wordingbelow stating “Check Hybrid.”

2. This lamp is turned on and off indirectly by the Hybrid Control Module (HCM) and directly bythe Body Controller over J1939.

3. This lamp is turned on when a Hybrid system fault is active.

4. When the amber lamp is on, the vehicle can still be driven, however, the vehicle may operatewithout Hybrid electric assist.

Red “Stop Hybrid” Lamp

1. This lamp is located near the middle of the dash. The lamp is red and contains wording belowstating “Stop Hybrid.”

2. This lamp is turned on and off indirectly by the Hybrid Control Module (HCM) and directly bythe Body Controller over J1939.

3. This lamp is turned on when a Hybrid system fault is active.

4. When the red lamp is on, the vehicle should not be driven. Have the vehicle towed or trailered

to the OEM truck dealership.Blinking amber “Check Hybrid” Lamp

1. The majority of vehicles have a red stop switch on the front of the Power Electronics Carrier(PEC). If this switch is pushed in, the amber “Check Hybrid” lamp will blink. To reset, pull theswitch out and turn the key off for 2 minutes. If the lamp remains on, go to the “HybridDiagnostic Procedure on page 11 and start with step 3 “Retrieve Active Faults withServiceRanger”. You should have an active Fault Code 76 FMI 4, or Fault Code 116, FMI 10.Continue to the diagnostic test for the fault that is currently active.

“ST” in Gear Display

1. A “ST” in the gear display indicates a driver trigger Snapshot was recorded. Snapshot is adiagnostic tool that is used to capture specific data at the time of a fault. It is triggered through

two different means listed below.a. Fault code triggered - Specific faults will trigger the HCM or TECU to capture a Snapshot

file for later retrieval. This method will not display and “ST” in the gear display.b. Driver triggered - If the driver chooses to capture a Snapshot of an event he needs to

decide if he wants TECU or HCM data. To capture a TECU Snapshot select, “Low” andthe up button twice. To capture a HCM Snapshot select, “Drive” or “Low” and the up buttonand the down button.



Hybrid Lamp and Gear Display Descriptions

“PD” in Gear Display

1. A “PD” in the gear display indicates the TECU and HCM are in a special diagnostic modecalled Product Diagnostic Mode (PDM). For more details on the mode and its operation seethe Product Diagnostic Mode on page 25.

“CA” in Gear Display

1. A “CA” in the gear display indicates the HCM is detecting a clutch abuse situation. If thevehicle detects a clutch abuse situation it will first tone the Push Button Shift Control and flasha “CA” in the gear display. If the clutch abuse situation continues, the Hybrid system will onlyallow an electric only launch in addition to continuing the tone and the “CA”. If the clutch abusecontinues, while driving the Hybrid system will open the clutch once vehicle speed is below5mph and allow the clutch to cool.

“OS” in Gear Display

1. A “OS” in the gear display indicates the HCM is detecting a motor overspeed situation. Thevehicle will upshift in Drive and Low automatically, however, if the user is in Manual theyperform the upshift unless the vehicle is close to the motor overspeed. If the vehicle isdescending a long steep grade in top gear, the driver may see an “OS” indicating he needs todepress the service brake pedal to slow the vehicle. The HCM will normally shift the vehicle or

reduce torque to prevent the motor from going overspeed.

“F” in Gear Display

1. A “F” in the gear display indicates the TECU has detected an active fault. This fault can beaccessed with ServiceRanger. See the Fault Code Isolation Procedure Index starting onpage 19.

“-” in Gear Display

1. A “-” in the gear display indicates the transmission is stuck in gear. See the Symptom DrivenDiagnostic Index on page 23.

“**” in Gear Display

1. A “**” in the gear display indicates the gear display has power but no communication on thedata link. See the Symptom Driven Diagnostic Index on page 23.

“- -” in Gear Display

1. A “- -” in the gear display indicates the gear display has power, and there is no communicationpresent on the data link, or the TECU isn’t communicating with the display. See the SymptomDriven Diagnostic Index on page 23.

Blank Gear Display

1. A Blank gear display indicates the display has lost power, or the TECU isn’t communicatingwith the gear display. See the Symptom Driven Diagnostic Index on page 23.



Power-Up Sequence Test

Overview

This test must be performed only if you experience a “vehicle won’t crank” with a “- -”, “**”, or blankgear display. You must perform the Electrical Pretest prior to this procedure.

Possible Causes

• TECU Power Supply

• TECU

Fallback Mode

There is no fallback for this concern and the vehicle will not crank if the TECU or power supplyharness has failed.

Required Tools

• Basic Hand Tools

• Battery Load Tester• Eaton® Test Adapter Kit J-43318

• Digital Volt/Ohm Meter J-46708

STEP A

Procedure Condition Action

1. Perform the Electrical Pretest

2. Is concern still present afterthe Electrical Pretest.

Yes Replace the TECU. Return to theDiagnostic Procedure.

No Test Complete. Return to theDiagnostic Procedure.



Overview Power-Up Sequence Test



Electrical Pretest

Overview

This test must be performed prior to diagnosing select Hybrid faults. This test verifies the quality ofthe standard battery system and the main power and ground supplies to the Hybrid ControlModule (HCM), Transmission Electronic Control Unit (TECU), and Electronic Clutch Actuator

(ECA).Note: This test will be called out in the procedures where it is required.

Possible Causes

• Low-voltage can be caused by the following:

• Low batteries

• Charging system

• Power harness connections or fuses to TECU, HCM, or ECA

Fallback Mode When Fault is Set

A weak power supply can cause many issues such as shift performance, power-up or failure tocrank.

Required Tools

• Basic Hand Tools• Battery Load Tester• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger



Electrical Pretest Wiring Schematic Electrical Pretest

Electrical Pretest Wiring Schematic

ABC

ECA - 3-Way Connector

H

Battery

38

Plus (+)

B

HCM

HCM Power (Vehicle)

36

ECA

ECA PowerC

ECA Ground

Neg (-)

Clutch Ignition (System)

Front View(HCM - Vehicle Interface Connector)

37 38

35 36

16

7 12

13 22

23 28

29 34

ECA -Pack 8-Way Connector

E

A B C D

H G F

NOTE: Refer to the Eaton Hybrid Component and Connector Location page for Connector Locations

HCM Ground (Vehicle)

TECU

TECU Ground 36

35

38

TECU Ignition

TECU Power

13

Front View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

35HCM Ignition (Vehicle)

Ignition Relay

87



Electrical Pretest Electrical Pretest Procedures

Electrical Pretest Procedures

Electrical Pretest Procedures Continued

STEP A


1. Key off

2. Inspect starter/battery andin line fuse holderconnections on ElectricClutch Actuator (ECA),Hybrid Control Module(HCM), and TransmissionElectronic Control Unit(TECU) for integrity.

Note: ECA, HCM, and TECUuse a 30 amp fuse. Referto OEM for locations

3. Measure voltage across

batteries.

If voltage is 23 to 25 volts on a

24-volt system

Proceed with battery load test.

Repair or replace batteries asrequired. Go to STEP B

If voltage is outside of range Repair or replace batteries andcharging system as required.Repeat this step.

STEP B


1. Key on.2. Connect ServiceRanger to

9-pin diagnostic connectorin the cab.

3. Select the “Data Monitor”option and view thefollowing parameters underthe Hybrid (clutch actuator)list.

If PID 132 is within 0.6 volts ofbattery voltage and PID 160reads “1”

Go to STEP C

a. PID 132 “Clutch ActuatorBattery Voltage.”

b. PID 160 “Clutch Actuator

Ignition Switch Status.”

If either voltage is out of range Repair main power or ignitionsupply to the ECA. Repeat thisstep.

Note: If the clutch parameterscan not be viewed onServiceRanger youmust check the powersupply to the ECA witha voltmeter



Electrical Pretest Procedures Electrical Pretest



STEP C


1. Select the “Data Monitor”

option and view thefollowing parameters underthe Hybrid (Hybrid ControlModule) list.

a. PID 165 “BatteryPotential Voltage”

b. PID 166 “IgnitionSwitch Status.”

If PID 165 is within 0.6 volts ofbattery voltage and PID 166reads “1”

Go to STEP D

Note: If the Battery PotentialVoltage or IgnitionSwitch Status can notbe viewed on

ServiceRanger youmust check the powersupply to the HCM witha voltmeter.

If either voltage is out of range Repair the main power orignition supply to the HCM.Repeat this step.

STEP D


1. Select the “Data Monitor”option and view thefollowing parameters underthe Hybrid (Transmission)list.

a. PID 168 “BatteryPotential Voltage.”

b. PID 158 “BatteryPotential VoltageSwitched.”

If PID 168 is within 0.6 volts ofbattery voltage and PID 158 iswithin 0.6 volts of ignitionvoltage

Test complete. Return to theFault or Symptom procedurethat directed you to this step.

Note: If the Battery PotentialVoltage or BatteryPotential VoltageSwitched can not beviewed onServiceRanger youmust check the powersupply to the TECUwith a voltmeter.

If either voltage is out of range Repair main power or ignitionsupply to the TECU. Repeat thisstep.



Hybrid Electrical Pretest

Overview

This test must be performed prior to diagnosing select Hybrid faults. This test verifies the powersupply for the Inverter and Battery Control Unit (BCU).

Note: You must perform the Electrical Pretest before the Hybrid Electrical Pretest.

Note: This test will be called out in the procedures where it is required.

Possible Causes

• Low-voltage can be caused by the following:

• Power harness connections from Inverter or BCU.


Loss of ignition power will cause the Hybrid system to be inoperable. The vehicle will run underdiesel power only.

Required Tools• Basic Hand Tools• High-Voltage Gloves J-48603• Battery Load Tester• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger



Hybrid Electrical Pretest Wiring Schematic Hybrid Electrical Pretest

Hybrid Electrical Pretest Wiring Schematic

Inverter

Chassis Ground 1

Deutsch 19 - Way Mating Connector View(PEC - Low Voltage Connector)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

6

7

6

PEC

10

20

30

40

1

11

21

31

Deutsch 40-Way Mating Connector View(Inverter - Low Voltage Connector)

7

9

14

25GND-BC2

Relay Box Enable

Inverter Enable

Chassis Ground 2

HCM(Pin 2)

DC/DC Converter4-Way OEM Connector

4 3

1 2

DC/DCConverter

4

Ground


Relay Box Enable 2

GND_BC

24

15



Hybrid Electrical Pretest Hybrid Electrical Pretest Procedures

Hybrid Electrical Pretest Procedures

STEP A


1. Perform the Electrical

Pretest then continue tostep two.

2. Key off.

! WARNINGFollow “Hybrid ShutdownProcedure” found at front ofbook, to avoid shock, burn, ordeath from improperly handledhigh-voltage.

3. Disconnect the Inverter 40-

way connector.

4. Measure resistance frompin 6 to battery negativeand then from pin 7 tobattery negative.

If resistance is 0 to 0.3 ohmsfrom pin 6 to battery negativeand from pin 7 to batterynegative

Go to STEP B

If resistance is outside of range Repair the Inverter groundharness. Repeat this step.

STEP B


1. Connect a multi meter tothe Inverter 40-wayconnector pin 9 and pin 6.

2. Key on.

3. Observe multi metervoltage reading.

If voltage is 23 to 25 volts Go to STEP C

If voltage is outside of range Repair the harness from theHCM. Repeat this step.



Hybrid Electrical Pretest Hybrid Electrical Pretest Procedures

STEP E


1. Key off.

2. Reconnect PEC 19-wayconnector.

3. Disconnect DC/DCConverter 4-way connector.

4. Measure resistance fromDC/DC Converter 4-wayconnector pin 4 to batterynegative.

If resistance between pin 4 andbattery negative is 0 to 0.3ohms

Test Complete. Reconnect the4-way connector. Return toFault Code Isolation ProcedureIndex page 19.

If resistance is outside of range Repair the ground harness fromthe DC/DC Converter to batterynegative. Repeat this step.



Hybrid Electrical Pretest Procedures Hybrid Electrical Pretest



Fault Code 1 Isolation Procedures

Motor/Generator Current Sensor Fault

SA 239

SPN 520225

FMI 0, 6, 15

Overview

The high-voltage Motor/Generator assembly is connected to the Inverter assembly through an AChigh-voltage cable that contains three separate cables. During operation the Inverter monitors theamperage in the AC cables through a current sensor, which is mounted inside the Inverter. Theinductive sensor produces an output based on amperage present in the cables.

Conditions to Run Fault

• The Inverter ignition voltage is greater than 7 volts and less than 32 volts.

Conditions to Set Fault

• FMI 6 is set when Inverter detects current input from the Motor/Generator greater than 100amps for 150 ms

• FMI 0 is set when the Inverter detects current input from the Motor/Generator greater than 200amps for 0.3 ms.

• FMI 15 is set when the sensor offset is out of range at initial check.

Possible Causes

• FMI 0,6

• Inverter

• Motor/Generator

• AC Cable• FMI 15

- Inverter


When Fault Code 1 is set the following conditions will occur:

• The amber “Check Hybrid” lamp will display.• Fault is stored in Hybrid Control Module (HCM) memory.• Electric Motor/Generator assist and regen are disabled, however, the high-voltage relays will

remain powered.• HCM continues to control the Hybrid vehicle in a diesel only mode.

• Transmission defaults start gear to 1st.

Conditions to Clear the Fault

Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. TheTECU will automatically clear the faults from history after 200 hours and the HCM will

automatically clear the faults from history after 200 hours of the fault staying inactive.



Warnings and Cautions Fault Code 1 Isolation Procedures

Required Tools


A buffer zone must be set up and high-voltage insulated rubber gloves are required prior to

working on any high-voltage. Failure to follow these instructions may result in severepersonal injury or death.

The rubber insulating gloves that are to be worn while working on the high-voltage arelisted in this manual along with the glove protectors. The rubber gloves should be testedbefore EVERY use following the rubber insulation gloves testing found in this manual.

Failure to follow these instructions may result in severe personal injury or death.

Before inspecting or working on any high-voltage cables or components the 'High-Voltage

Shutdown Procedure' should be followed. Failure to follow these instructions may result insevere personal injury or death.

The Lock-out and Tag-out devices should only be removed by the technician that placed theLock-out and Tag-out devices on the vehicle. Failure to follow these instructions may result

in severe personal injury or death.

High-voltage rubber insulated gloves must be worn when working on any high-voltagecables. The 'High-Voltage Shutdown Procedure' must be followed prior to removing anyhigh-voltage cables. Failure to follow these instructions may result in severe personalinjury or death.

High-voltage cables and wiring are orange in color and contain a warning label at theconnectors, while high-voltage components are marked with a label. High-voltage rubber

insulated gloves must be used when working on any of these components. Failure to followthese instructions may result in severe personal injury or death.

• Basic Hand Tools• High-Voltage Gloves J-48603

• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger

WARNING

To reduce risk of possible seriousinjury (Shock, Burn or Death):Components marked with HighVoltage should be avoided.

Service must be performed byqualified personnel only.

HAZARDOUS VOLTAGE



Fault Code 1 Isolation Procedures Connector Views

Connector Views

High-Voltage AC Harness Connector View (Amphenol Connector)

W U

V

E D

F

W

V

U

W

V

U

Inverter Motor/

Generator

Phase 1

Phase 2

Phase 3


High-Voltage AC Motor/Gen Connector View (Amphenol Connector)

U

V

W

F

E D

Phase 1

Phase 2

Phase 3



Fault Procedures Fault Code 1 Isolation Procedures

Fault Procedures

STEP A


1. Retrieve active fault codes

and FMIs withServiceRanger using the9-pin diagnostic connector.

2. Key off.

3. Follow “Hybrid Shutdown

Procedure” page 3, to

avoid shock, burn, or death

from improperly handled

high-voltage.

4. Remove the AC cable fromthe Motor/Generator andInverter

5. Measure resistance of eachcircuit in the AC high-voltagecable:

• U-U

• V-V

• W-W

If resistance for each circuit isless than 1 ohm

Go to STEP B

If resistance is outside of range Replace the AC high-voltagecable. Go to STEP V

If FMI 15 is active Replace the Inverter. Go toSTEP V

STEP B


1. Measure resistance of eachcircuit to ground in the AChigh-voltage cable.

If resistance between each circuitand ground is 5M ohms or greater

Go to STEP C




Fault Code 1 Isolation Procedures Fault Procedures

STEP C


1. Key off.

2. Measure the resistancebetween the following AChigh-voltage cable pins:

If resistance of each phase is 5Mor greater

Go to STEP D

• U-U

• V-V

• W-W


STEP D


1. Measure resistance of eachMotor/Generator phase atthe following pins:

If resistance of each phase is lessthan 10 ohms

Replace the Inverter. Go toSTEP V

• U-U

• V-V

• W-W

If resistance is outside of range Replace the Motor/Generator. Goto STEP V

STEP V

Procedure Condition Action1. Key off.

2. Reconnect all connectorsand the negative batterycable.

3. Key on.

4. Clear codes. Go to FaultCode Retrieval/Clearing onpage 17

5. Drive the vehicle and attemptto recreate the code

6. Check for codes. Go to FaultCode Retrieval/Clearing onpage 17

If no codes Test complete.

If code 1 appears Return to STEP A to finderror in testing.

If code other than 1 appears Go to Fault Code IsolationProcedure Index on page 19



Fault Procedures Fault Code 1 Isolation Procedures




Motor/Generator Temperature Sensor Fault

SA 239

SPN 520226

FMI 3

Overview

The Motor/Generator temperature sensor is a thermistor located inside the Motor/Generator thatchanges in value based on the temperature. The Inverter supplies a 5 volt reference voltage to thesensor and measures the volt drop in the circuit. When the Motor/Generator temperature is warmthe sensor resistance is low and the Inverter detects a low-voltage (0.2 volts equals 280°C or536°F). When the Motor/Generator is cold the sensor resistance is high and the Inverter detects ahigh-voltage (4.1 volts equals 0°C or 32°F).


• The inverter ignition voltage is greater than 7 volts and less than 32 volts.


• FMI 3 is set when the sensor voltage is greater than 4.1 volts for 10 seconds, while the

Inverter temperature is over 35° C or 95°F, or if the sensor output voltage is less than 0.2

volts for 10 seconds.

Possible Causes

• FMI 3

- Motor/Generator- Short/open temperature sensor wires between the Motor/Generator and theInverter

- Inverter


When Fault Code 2 is set the following conditions will occur:• The amber “Check Hybrid” lamp will display• Fault is stored in Hybrid Control Module (HCM) memory• High-voltage Motor/Generator assist is available, but at a reduced amount

Conditions to Clear Fault






Required Tools


• High-Voltage Gloves J-48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger


A buffer zone must be set up and high-voltage insulated rubber gloves are required prior toworking on any high-voltage. Failure to follow these instructions may result in severe

personal injury or death.

The rubber insulating gloves that are to be worn while working on the high-voltage arelisted in this manual along with the glove protectors. The rubber gloves should be tested

before EVERY use following the rubber insulation gloves testing found in this manual.Failure to follow these instructions may result in severe personal injury or death.



The Lock-out and Tag-out devices should only be removed by the technician that placed the

Lock-out and Tag-out devices on the vehicle. Failure to follow these instructions may resultin severe personal injury or death.

High-voltage rubber insulated gloves must be worn when working on any high-voltage

cables. The 'High-Voltage Shutdown Procedure' must be followed prior to removing anyhigh-voltage cables. Failure to follow these instructions may result in severe personal

injury or death.






Connector Views

36

37

2

1

Inverter Motor/GeneratorTemperature Sensor

TM Ground

TM

Temp Sensor

Temp Sensor

OTE: Refer to the Eaton Hybrid Component and Connector Location page for Connector Location

10

20

30

40

1

11

21

31

Deutsch 40-Way Mating Connector View (Inverter - Low Voltage Connector)

Terminal Side - Harness ConnectorTemperature Sensor

(Deutsch 2-pin connector)



Fault Code Procedures Fault Code 2 Isolation Procedures

Fault Code Procedures

STEP A




2. Key off.

3. Follow “Hybrid Shutdown

Procedure” found at front

of book, to avoid shock,

burn, or death from

improperly handled high-

voltage.

4. Disconnect the TemperatureSensor connector at theMotor/Generator.

5. Measure resistance at theMotor/Generator 2-wayTemperature Sensorconnector from pin 1 to pin 2.

If resistance is 0.8K ohms to301.7K ohms

Go to STEP B

If resistance is outside of range Replace the Motor/Generator.Go to STEP V

WARNING



Fault Code 2 Isolation Procedures Fault Code Procedures

STEP B


1. Key Off.

2. Disconnect the Inverter40-way connector.

3. Reconnect the Motor/ Generator 2-way temperaturesensor connector.

4. Measure resistance at thefollowing:

a. Inverter 40-wayconnector pin 37 to pin36.

b. Inverter 40-wayconnector pin 37 to

ground.

If resistance is 0.8K - 301.7Kohms between pin 37 and pin 36and resistance between pin 37and ground is 10K ohms orgreater

Replace the Inverter. Go toSTEP V.

If resistance is outside of range Repair the open or short toground in the harness betweenthe Inverter 40-way connectorand the Motor/Generator 2-wayconnector. Go to STEP V.

STEP V


1. Key off.

2. Reconnect all connectors andthe negative battery cable.

3. Key on.

4. Clear codes. See Fault CodeRetrieval/Clearing on page 17

5. Drive the vehicle and attempt torecreate the code

6. Check for codes. See FaultCode Retrieval/Clearing onpage 17


If code 2 appears Return to STEP A to find the errorin testing.

If code other than 2 appears Go to Fault Code IsolationProcedure Index page 19



Fault Code Procedures Fault Code 2 Isolation Procedures




Motor/Generator Temperature Fault

SA 239

SPN 520227

FMI 0

Overview

The Motor/Generator temperature is measured through a thermistor style sensor, which is locatedinternal to the unit. The sensor changes value based on the temperature. The Inverter supplies a 5volt reference voltage to the sensor and measures the volt drop in the circuit. When the Motor/ Generator temperature is warm the sensor resistance is low and the Inverter detects a low-voltage(0.2 volts equals 280°C or 536°F). When the Motor/Generator is cold the sensor resistance is high

and the Inverter detects a high-voltage (4.1 volts equals 0°C or 32°F).




• FMI 0 is set when the temperature sensor value is greater than 185°C or 365°F for 1 second.

Possible Causes

• FMI 0

- Motor/Generator

- Inverter

- Liquid cooling system (low coolant, no coolant flow, coolant pump, radiator,radiator fan, reservoir)



• The amber “Check Hybrid” lamp will display• Fault is stored in Hybrid Control Module (HCM) memory• Electric Motor/Generator assist and regen are disabled, however, the high-voltage relays will

remain powered• HCM continues to control the Hybrid vehicle in a diesel only mode

• Transmission defaults start gear to 1st







Connector Views

36

37

2

1

Inverter Motor/GeneratorTemperature Sensor

TM Ground

TM

Temp Sensor

Temp Sensor


10

20

30

40

1

11

21

31


Terminal Side - Harness ConnectorTemperature Sensor




Fault Isolation Procedures Fault Code 3 Isolation Procedures

Fault Isolation Procedures

STEP A

Procedure Condition Action1. Retrieve active fault codes

and FMIs withServiceRanger using the 9-pin diagnostic connector.

2. Follow “Hybrid ShutdownProcedure” found at front ofbook, to avoid shock, burn, ordeath from improperly

handled high-voltage.3. Key on

4. Select the Data Monitoroption and view PID 113“Motor/GeneratorTemperature” in the “PowerElectronics” list.

5. Observe PID 113 again after20 minutes

If PID 113 “Motor/GeneratorTemperature” dropped from thefirst reading

Go to STEP B

If PID 113 “Motor/GeneratorTemperature” remained the same

Go to STEP H

STEP B


1. Key off

2. Observe the coolant levelafter the system has cooleddown to ensure if is filled tothe proper level

If coolant is within therecommended limits

Go to STEP C

If coolant is below therecommended limits Refer to the OEM for coolant typeand fill procedures. Check forsource of coolant leak. Whenrefilling the system it should bepressurized or vacuum bleed ofair to ensure the coolant will flowproperly during normal operation.

WARNING




STEP V


1. Key off.


3. Key on.

4. Clear codes. See Fault CodeRemoval/Clearing onpage 17


6. Check for codes. See Fault

Code Removal/Clearing onpage 17



If code other than 3 appears Go to Fault Code IsolationProcedure page 19




Motor/Generator Rotation Speed Sensor Fault

SA 239

SPN 520228

FMI 0, 2, 21-27

Overview

The Motor/Generator Rotation Speed Sensor is mounted to the back of the Motor/Generatoraround the input shaft. The sensor is a two piece design with the rotor being mounted to the inputshaft and the sensing ring being mounted to the motor housing. The sensing ring is supplied withlow-voltage during operation. When the rotor turns it induces a voltage fluctuation into the sensingring, which is then converted into a digital signal for Motor/Generator RPM. Voltage output and

frequency is low at idle and increases with RPM.


• The Inverters ignition voltage is greater than 7 volts and less than 32 volts.

• FMI 2 will not run if there is an active Transmission Input Shaft Speed Sensor fault.


• FMI 0 is set when the Motor/Generator speed exceeds the normal allowable range.• FMI 2 is set when the Motor/Generator speed is different than Transmission Input Shaft Speed

by more than 100 RPM for at least 10 seconds.• FMI 21 is set when a resolver signal line short to 24-volt or ground is detected.• FMI 22,24,25 are set when the combination of the analog-to-digital converter signals is a

mismatch

• FMI 27 is set when the Inverter detects and error in the initial check• FMI 23 is set when there is an analog-to-digital converter output error signal for 100ms

• FMI 26 is set when the rotation sensor speed is greater than 6000 min-1 for 10 ms

Possible Causes

• FMI 0

- Long extended grades may require intermittent use of the service brakes to slowthe vehicle

• FMI 21

- Inverter

- Resolver Harness between the Motor/Generator and Inverter• FMI 22,24,25,27

- Inverter• FMI 2,23,26

- Inverter

- Motor/Generator

- Resolver Harness between the Motor/Generator and Inverter





STEP A



2. Key off.

3. Follow “Hybrid ShutdownProcedure” found at front ofbook, to avoid shock, burn, or

death from improperlyhandled high-voltage.

4. What FMI’s are present. If FMI 22,24,25, or 27 are listed Replace the Inverter. Go toSTEP V

If FMI 2,23, or 26 are listed Go to STEP B

If FMI 21 is listed Go to STEP D

STEP B

Procedure Condition Action1. Disconnect the 40-way low-

voltage connector at theInverter.

2. Measure Resolver resistanceat the 40-pin harnessconnector between thefollowing pins:

• 30 - 40

• 28 - 38

• 29 - 39

If resistance for the following pinsare:

• Pin 30-40 is 10.5 to

8.6 ohms• Pin 28-38 is 34 to 28ohms

• Pin 29-39 is 27 to 23ohms

If FMI 2 is active contact Eaton at1-800-826-HELP (4357). If FMI26 or 23 are active replace theInverter. Go to STEP V

If resistance is outside of rangefor any of the readings

Go to STEP C

WARNING



Fault Code 4 Isolation Procedures Fault Isolation Procedures

STEP C


1. Disconnect the 6-way Motor/

Generator resolverconnector.

2. Measure the Resolverresistance at the 6-pinharness connector betweenthe following pins:

• 3-4

• 1-2

• 5-6

Note: An auto-ranging digitalvolt/ ohm meter must beused.

If resistance for the following pinsare:

• Pin 3-4 is 10.5 to 8.6ohms

• Pin 1-2 is 34 to 28

ohms• Pin 5-6 is 27 to 23

ohms

Repair the open harnessbetween the Inverter 40-pinconnector and the Motor/ Generator 6-pin Resolverconnector. Go to STEP V

If resistance is outside of range Replace the Motor/Generator.Go to STEP V

STEP D


1. Disconnect the 40-way

connector at the inverter2. Use an ohm meter to

measure a short to bothground and vehicle battery24 volt on the following pins

• 28

• 29

• 38

• 39

Note: An auto-ranging digitalvolt/ ohm meter must beused.

If there is continuity at any of thefollowing pins:

• Pin 28

• Pin 29

• Pin 38

• Pin 39

Repair resolver vehicle harnessbetween the Inverter and Motor/ Generator. Go to STEP V

If meter reads Open or OL Replace the Inverter. Go toSTEP V




Motor/Generator AC Cable Fault

SA 239

SPN 520229

FMI 21-29

Overview

The Motor/Generator AC cables are connected from the Motor/Generator to the Inverter. These

cables carry up to 500 volts AC 3 phase when the vehicle is in operation.


• The Inverters ignition voltage is greater than 7 volts and less than 32 volts.• FMI 25-27 require the Motor/Generator RPM to be greater than 500 RPM.• FMI 28 requires the Motor/Generator RPM to be less than 500 RPM.

• FMI 29 requires the Motor/Generator RPM to be less than 50 RPM.


• FMI 21 is set when the AC interlock circuit is open.• FMI 22,23,24 are set when the 2 phase motor current is more than 360 amps for 0.9 ms.• FMI 25,26,27 are set when the Inverter detects a single open wire and motor current is less

than 8 amps for 200ms at speeds >= 500 RPM and current command from the Inverter is > 20amps.

• FMI 28 is set when Motor/Generator current is less than 8A for 200ms at Speed < |500RPM|and current command > 20A(rms).

• FMI 29 is set during initialization, the Inverter checks if the AC cable is connected between the

Motor and Inverter by sending out 20A for 200ms and checking the feedback.

Possible Causes

• FMI 21

- AC Cable Interlock• FMI 22,23,24

- Inverter

- Motor/Generator

- AC Cable• FMI 25,26,27,28,29

- Motor/Generator

- AC Cable



• The red “Stop Hybrid” lamp will display.• Fault is stored in Hybrid Control Module (HCM) memory.• Inverter shuts high-voltage system off.• HCM continues to control the Hybrid vehicle in a diesel only mode.




Connector Views


W U

V

E D

F

W

V

U

W

V

U

Inverter Motor/ Generator

Phase 1

Phase 2

Phase 3

OTE: Refer to the Eaton Hybrid Component and Connector Location page for Connector Location


U

V

WF

E D

Phase 1

Phase 2

Phase 3




Note: No Schematic for this Code.

Note: For component location you must refer to the truck OEM's service literature.


STEP A


1. Retrieve active fault codesand FMIs withServiceRanger using the9-pin diagnostic connector.

If code 12 is active Replace the Transmission ECU(only if the fault code is active).

If code 12 is inactive Test complete.




STEP D


1. Disconnect the TECU

Vehicle Harness 38-wayconnector

2. Check continuity between:

• 38-way connectorpin 17 and 4-pinconnector pin 1


If continuity is okay Replace the TECU. Go toSTEP V

If an open is found Repair or replace theHarness. Go to STEP V

STEP V


1. Key off

2. Reconnect all connectorsand the negative batterycable

3. Key on



6. Check for codes. See FaultCode Removal/Clearing on

page 17








STEP A



2. Key on and observe the redpush button Service lamp.

If the red Service lamp turns on Go to STEP C

If the red Service lamp does notturn on

Go to STEP B

STEP B


1. Disconnect Shift Control30-way connector.

2. Key on.

3. Measure voltage on 30-wayconnector pins J3 and C1

If voltage is within 0.6 volts ofbattery voltage

Go to STEP C

If out of range Go to STEP D

STEP C


1. Key off.

2. Disconnect the 30-way PushButton Shift ControlConnector.

3. Key on.

4. Connect Voltmeter leads topins F1 and F2.

If the voltage is 0.10 volts AC orgreater

ReplacePush Button Shift Control (Only ifFault Code is Active). Go toSTEP V

Note: Make sure the volt/ohmmeter is on the properscale (around 10 voltsAC).

If the voltage is out of range Go to STEP F




STEP D


1. Key off.

2. Disconnect negative batterycable.

3. Disconnect Vehicle Harness38-way connector.

Note: On Peterbilt units,disconnect Gear Display.

4. Measure resistance between:

• Shift Control 30-wayconnector pin J3 andVehicle Harness38-way connectorpin 25.

If resistance between pins J3 and25 is 0 to 0.3 ohms.

Go to STEP E

If any of the above conditions arenot met

Repair harness between the ShiftControl and Transmission ECU.Go to STEP V

STEP E


1. Key off.

2. Measure the resistance

between:

• Shift Control30-way connectorpin C1 and VehicleHarness 38-wayconnector pin 31.

• Shift Control30-way connectorpin C1 and ground.

If resistance between pins C1and 31 is 0 to 0.3 ohms andresistance between pin C1 andground is 10K ohms or greater

Replace Transmission ECU (Onlyif Fault Code is Active). Go toSTEP V


Repair harness between theTransmission ECU and ShiftControl. Go to STEP V



Connector Views Fault Code 17 Isolation Procedures




Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger

Connector Views

Front Harness View(TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

TECU

30

86

8785

4

32

85

86

Start EnableRelay

Start Enable Minus

Start Enable Plus

Typical Relay Switch








Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter

• ServiceRanger

Connector Views

ABSHCM

2 J1939 LowJ1939 Low

Front Harness View(HCM - Vehicle Interface Connector)

37 38

35 36

16

7 12

13 22

23 28

29 34

3 J1939 HighJ1939 High






STEP A




2. Perform Electrical Pretest If no issues found during theElectrical Pretest

Go to STEP B

If issue was repaired during theElectrical Pretest

Go to STEP V

STEP B



3. Disconnect HCM VehicleHarness 38-way connector.

4. Measure resistance betweenHCM Vehicle Harness38-way connector pin 2 and3.

If resistance between pin 2 and 3is between 50-70 ohms

Replace HCM. Go to STEP V

Note: Make sure the volt/ohm

meter is on the properscale (around 200 ohmscale).

If resistance is outside of range Repair J1939 Data link Harness.

Go to STEP V




Clutch Disengagement Fault

SA 239

SPN 788

FMI 7, 14

Overview

The mechanical clutch assembly is controlled through the Electric Clutch Actuator (ECA) that ismounted on the clutch housing. The Hybrid Control Module (HCM) controls the ECA position andmonitors several variables to determine if their is a slip concern in the clutch when it is in the

closed position.


• The HCM ignition voltage is greater than 7 volts and less than 32 volts.

• The ECA ignition voltage is greater than 7 volts and less than 32 volts.


• FMI 7 is set when the set when engine torque is greater than 400 Nm, engine torquecommanded is less than 0 for 0.3 seconds and the clutch position commanded is open for 1second with the gear position confirmed in neutral. Or, if the clutch input speed is greater than300 RPM, the clutch output speed is greater than 300 RPM, the clutch is commanded open for1 second, and the selected gear is neutral with everything above being true for 10 seconds.

• FMI 14 is set when the HCM has commanded the ECA to disengage the clutch and the inputshaft speed is greater than 315 RPM for more than 11 seconds with the transmission inneutral and the engine running.

Possible Causes

• FMI 7

- Clutch Assembly

- ECA• FMI 14

- Clutch Assembly

- Cross-shafts



• The red “Stop Hybrid” lamp will display for FMI 7.• The amber “Check Hybrid” lamp will display for FMI 14.• Fault is stored in HCM memory.• If this fault occurs while driving, the vehicle will operate and the transmission will shift to

neutral once the vehicle comes to a stop.







Required Tools• Basic Hand Tools• ServiceRanger



STEP A



2. If fault code 64 is listed If fault code 27 FMI 7 or 14 arelisted with an active fault code 64

Go to procedure for fault code 64on page 223

If fault code 27 FMI 7 is listed withno active fault code 64

Go to STEP B

If fault code 27 FMI 14 is listedwith no active fault code 64

Go to STEP C

STEP B


1. Key on.

2. Start engine.

3. Launch vehicle and driveuntil 6th gear is obtained.Then slow down to a stop.

4. Repeat the launch 5 times.

5. Is FMI 7 active If FMI 7 is active Replace the Clutch. SeeCLMT0365 for installationprocedure. Go to STEP V

If FMI 7 is not active Test is complete. Go to STEP V




STEP C


1. Key off.

2. Remove Electric ClutchActuator from transmissionhousing.

3. Attempt to rotate the cross-shaft and yoke assembly byhand.

If the cross-shaft assemblyrotates by hand from the releasebearing to the transmission case

Replace the Clutch. SeeCLMT0365 for installationprocedure. Go to STEP V

If the cross-shaft assembly doesnot rotate by hand

Replace the cross-shaft,bushings, and grease. RepeatSTEP C

STEP V


1. Key off.


3. Key on.




page 17











• ServiceRanger

Connector Views

TECU

30

86

8785

87

86

85

30

35Ignition


Ignition Relay

Ground

VehicleIgnition

24V Truck Battery

2 4 V

P l u s


Front View(TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7





STEP A



2. Perform Electrical Pretest If code 32 is active afterperforming Electrical Pretest

Replace TECU (only if fault codeis active). Go to STEP V

If code 32 is inactive afterperforming the Electrical Pretest

Clear Codes. Go to STEP V

STEP V


1. Key off.


3. Key on.



6. Check for codes. See FaultCode Removal/Clearing onpage 17


If code 32 appears Return to STEP A to find error intesting.









• ServiceRanger

Connector Views

TECU 24V Truck Battery

24V Plus38TECU Power


36TECU Ground


3738

3536

16

12

1322

2328

2934

7

Ground



Fault Code 33 Isolation Procedures Isolation Procedures

Isolation Procedures

STEP A



2. Perform Electrical Pretest. If code 33 is active afterperforming the Electrical Pretest

Replace TECU (only if Fault Codeis active). Go to STEP V


Clear codes. Go to STEP V

STEP V


1. Key off.


3. Key on.









Isolation Procedures Fault Code 33 Isolation Procedures




Weak Battery Voltage Fault (TECU)

SA 3

SPN 168

MID 130

PID 168

FMI 14

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains allof the software to control the transmission operation, however, the Hybrid Control Module (HCM)controls the operation of the TECU during normal “Hybrid Mode” operation. The HCM mainbattery power is a 24-volt feed that is fused and runs through the HCM 38-way vehicle connector

with the main ground wire returning to the battery negative terminal.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.

• The TECU System Battery Voltage Low Fault is not active.


• FMI 14 is set when the TECU battery voltage drops below 9 volts for 10 seconds.

Note: When troubleshooting an inactive code refer to the Product Diagnostic Mode (PDM) on

page 25.

Possible Causes

• FMI 14 has several areas that may cause this fault.

- Power supply to TECU

- Low batteries or bad main power connection

- Charging system

- TECU



• Fault is stored in TECU memory.• TECU switches to “AutoShift Fallback” mode.• If this fault occurs while moving, it causes a 1-speed fallback.

• If the vehicle is stopped, the starting gear and reverse can be engaged.








• ServiceRanger

Connector Views

TECU 24V Truck Battery

24V Plus38TECU Power


36TECU Ground


3738

3536

16

12

1322

2328

2934

7

Ground





STEP A




Replace TECU (only if Fault Codeis active). Go to STEP V



STEP V


1. Key off.


3. Key on.














• ServiceRanger

Connector Views

Front Harness View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

TECU

D

9 Pin DiagnosticConnector

3J1939 High TECU C

2J1939 Low TECU

J1939 High

J1939 Low

9 Pin Diagnostic Connector






STEP A



2. Key on.

3. Select the “VehicleComponents” screen andview the various modulesthat are reporting on theJ1939 link

If TECU is not reporting onJ1939, but the HCM is listed

Go to STEP B

If the HCM and TECU are notreporting on J1939

Go to STEP C

STEP B


1. Key off.


3. Disconnect TECU Vehicle

Harness 38-way connector.

4. Measure resistancebetween TECU VehicleHarness 38-way connectorpin 2 and 3.

5. Make sure the volt/ohmmeter is on the proper scale(around 200 ohm scale).

If resistance between pin 2 and3 is between 50-70 ohms

Replace TECU. Go to STEP V

If resistance is outside of range Repair the J1939 Data linkHarness. Go to STEP V




STEP C


1. Key off.

2. Measure resistancebetween the diagnosticconnector 9-way pins Cand D.

If resistance between pin C andD is between 50-70 ohms

Go to STEP D

If resistance is 70 ohms orgreater

One or more of the terminatingresistors on the J1939 data linkharness is missing or out ofrange, or there is an open in thelink. Go to STEP V

If resistance is 50 ohms or less There is an additionalterminating resistor present.Repair the OEM J1939 data linkharness. Go to STEP V

STEP D


1. Key off.

2. Measure the resistancebetween the following9-way diagnostic connector

pins:• C to ground

• D to ground

If resistance between pin C toground and D to ground areboth 10K ohms or greater

Attempt to communicate withanother vehicle to ensureServiceRanger is working. IfServiceRanger fails tocommunicate with anothervehicle, call 1-800-826-HELP(4357).

If resistance is outside of range Repair J1939 Data link Harnessfor a short to ground. Go toSTEP V




STEP V


1. Key off.


3. Key on.











J1939 Engine Message Faults

SA 3

SPN 639

MID 130

SID 231

FMI 14

Overview

J1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of thelink. The Transmission Electronic Control Unit (TECU) is connected to the J1939 data link at the38-way connector. This link is used to transmit information to the Hybrid Control Module (HCM) aswell as communicate or receive data from the other modules on the network like the engine Engine

Control Module (ECM).


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU Battery Voltage Low fault is not active.

• The TECU J1939 data link fault is not active.


• FMI 14 is set when the TECU fails to receive engine ECM data like engine torque for 5

seconds or greater, and it is still communicating with other modules on J1939.

Note: When troubleshooting an inactive code refer to the Product Diagnostic Mode (PDM) onpage 25.

Possible Causes

• FMI 14

- J1939 data link

- ECM



• The red “Service” lamp will display and an “F” will flash in the gear display.• Fault is stored in TECU memory.• If the fault occurs while moving, the TECU will go into “AutoShift Fallback” Mode.• Once the vehicle stops, start and reverse gears can be selected and the transmission will

operate in AutoSelect mode.

• If the fault occurs at power-up, the vehicle will crank.








• ServiceRanger

Connector Views


STEP A



If code 36 is active Concern is either:1. Engine ECM2. data link from Engine ECM toJ1939 data link backbone. Referto OEM for repair procedure.


Front View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

TECU

Engine ECM

3J1939 High TECU

2J1939 Low TECU

(refer to OEM engine wiringdiagram for pin outs)





Power Supply Fault (TECU)

SA 3

SPN 610

MID 130

SID 251

FMI 5

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains allof the software to control the transmission operation, however, the Hybrid Control Module (HCM)controls the operation of the TECU during normal “Hybrid Mode” operation. The TECU mainbattery power is a 24-volt feed that is fused and runs through the TECU 38-way vehicle connector

with the main ground wire returning to the battery negative terminal.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU will only run this test if the electric shifter is being cycled from “N” to gear.

Note: Changing the start gear from “N” will allow this test to run.


• FMI 5 is set when the TECU power supply resistance is measured before and during an

electric shifter test and the results show a measurement of 0.4 ohms or greater.

Possible Causes

• FMI 5

- Power supply to TECU


- Broken or corroded battery interconnect straps may also be the cause of high

resistance readings



• Fault is stored in TECU memory.







Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger

Connector Views


3738

3536

16

12

1322

2328

2934

7

TECU24V Battery

Negative (-)

38TECU Power Positive (+)


36TECU Ground

4-Pin Diagnostics Port

4-way

B - Service Bat. +C - Service Bat. -A - Service Ignition +

B A

DC

4-Pin Diagnostic Port(Located at the left rear

corner of the transmission.)

Warning! - Do Not Load Test at Diagnostic Port





STEP A




Go to STEP B



STEP B


1. Locate diagnostic port ontransmission harness

2. Key on.

3. Measure voltage betweenpins C and the batterynegative post

If voltage between pin C andbattery negative post is 0.7 voltsor less

Go to STEP C

If voltage is outside of range Repair battery ground supply totransmission ECU. Go to STEP V

STEP C


1. Locate diagnostic port onTransmission Harness.

2. Key on.

3. Measure voltage betweenpins B and pin C.

If voltage between pins B and C iswithin 0.6 volts of battery voltage

Go to STEP D

If voltage is outside of range Repair battery power supply toTransmission ECU. Fuse may beblown. Repeat test.




STEP D


1. Key on.

2. Measure voltage between pinA and pin C.

If voltage between pins A and C iswithin 0.6 volts of battery voltage

Go to STEP E

If voltage is outside of range Repair Ignition power supply toECU. Fuse may be blown. Repeattest.

STEP E


1. Key off.2. Disconnect negative battery

cable.

3. Disconnect the VehicleHarness 38-way.

4. Inspect main power 38-wayconnector terminals pin 36and 38, in-line fuse holder,and power supplyconnections for integrity andcorrosion.

If no problem found Go to STEP V

If problem is found Repair power/ground path for the

main power supply. Go to STEP V




STEP V


1. Key off.


3. Key on.




page 17







Battery Fan Relay Fault

SA 239

SPN 520243

FMI 3, 4, 5, 14

Overview

The Battery Fan Relay is a normally open relay that is connected to the Hybrid Control Module(HCM) on the control side. When the HCM wants to turn on the relay it powers the control circuit,which closes the relay contacts. The relay powers the Battery Fan located in the Power Electronics

Carrier (PEC), which provides the cooling for the high-voltage batteries.




• FMI 3 is set when the HCM detects a short to battery in the in the coil circuit of the battery fanrelay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the battery fan relay.• FMI 5 is set when the HCM detects an open in the coil circuit of the battery fan relay.• FMI 14 is set when the following conditions are true for 10 minutes; the high-voltage battery

temperature is greater than 55°C, the difference between the minimum and maximum batterytemperatures is less than 1°C, and there are no battery temperature faults from the BatteryControl Module.


page 25.

Possible Causes

• FMI 3, 4, 5

- Vehicle harness from HCM to Battery Fan Relay

- Battery Fan Relay

- HCM• FMI 14

- Battery Fan Relay

- Battery Fan

- Plugged Air Filter

- Battery Fan Relay main power supply



• The amber “Check Hybrid” lamp will display.

• Fault is stored in HCM memory.








• ServiceRanger

Connector Views

HCM

30

86

8785

26 86

87

85

30

Battery Fan


Battery Fan

Relay

24V Truck Battery

2 4 V

P l u s

4Battery Fan Return

PEC

12

Ground14

Battery Fan Supply

Cooling Fan Plus

Cooling Fan Minus

Front Harness View(HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34


Harness Connector View(PEC 19 - Way)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

1819





STEP A



2. Follow “Hybrid ShutdownProcedure” found at front ofbook to avoid shock, burn, ordeath from improperly

handled high-voltage.3. Change battery fan relay with

another relay to see if faultreturns

If fault does not return with newrelay

Replace the battery fan relay. Goto STEP V

If fault returns with new relay Go to STEP B

STEP B


1. What FMIs were listed inStep A?

Note: The Battery Fan Relaymust be wired accordingto Eaton® requirements(shown on previouspage) for this test to workproperly. If wireddifferently, consult OEMfor correct wiringschematic.

If FMI 5 is listed Go to STEP C


If FMI 4 is listed Go to STEP E

If FMI 14 is listed Go toSTEP F

WARNING




STEP C


1. Key off.

2. Disconnect negative batterycable

3. Disconnect the HCM harness38-way connector

4. Measure the resistancebetween the HCM SystemHarness 38-way connectorpins 26 and 4.

If the resistance between pins26 and 4 is 40-120 ohms

Replace HCM (Only if Fault Codeis Active). Go to STEP V

If the resistance is outside therange

Repair the Vehicle Harness for anopen circuit. Go to STEP V

STEP D


1. Key on.

2. Measure voltage betweenHCM System Harness38-way connector pins 26and ground at key on

If voltage between pin 26 andground is 0 volts

Replace the HCM (only is faultcode is active). Go to STEP V


Repair the short to vbatt on theharness. Go to STEP V

STEP E


1. Key off.


3. Disconnect the HCM harness38-way connector.

4. Measure the resistancebetween HCM SystemHarness 38-way connectorpins 26 and ground

If resistance between pin 26 andground is 10K ohms or greater Replace HCM (Only if Fault Codeis Active). Go to STEP V

If resistance is outside of range Repair the Vehicle Harness for ashort to ground. Go to STEP V




STEP F


1. Key off.

2. Remove and inspect the Airfilter on the PEC inlet and theexhaust screen on the PECoutlet.

If the air filter and screen areclean and free from debris

Go to STEP G

If the air filter is dirty or theexhaust screen is plugged

Replace the Air Filter and cleanthe Exhaust Screen. Go toSTEP V

STEP G


2. Connect ServiceRanger tothe 9-pin diagnosticconnector in the cab.

3. Key on.

4. Go to Product Tests andselect Battery Fan Relay.

If airflow can be felt from the PECair inlet and exhaust

If Fault Code is Active contactEaton® at 1-800-826-4357.

If airflow can not be felt from thePEC air inlet and exhaust

Go to STEP H

STEP H


1. Key on.

2. Disconnect the 19-wayconnector at the PEC.

3. Measure voltage at the 19-way connector from pin 12 topin 14.

If voltage between pins 12 and 14is +/- 0.2 volts of battery voltage

Replace the PEC Fan. Go toSTEP V

If voltage between pins 12 and 14is outside of range Repair wiring or relay problem.Refer to OEM.




STEP V


1. Key off.


3. Key on.




page 17







Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter

• ServiceRanger

Connector Views

HCM

30

86

8785

35 86

87

85

30

Heat Exchange Fan HSD


Heat Exchanger Fan Relay

24V Truck Battery

2 4 V

P l u s

37Heat Exchange Fan LSD

Heat Exchanger Fan

A

GroundB

HEF Supply

HEF Plus

HEF Minus

Harness Front View(HCM - Hybrid System Interface Connector)

37 38

35 36

16712

13 22

23 28

29 34


HEF Plus

Fuse





STEP A



2. Change heat exchanger fanrelay with another relay andsee if the fault returns


Replace the Heat Exchanger FanRelay. Go to STEP V


STEP B


1. Key on.

2. Connect ServiceRanger tothe 9-pin diagnosticconnector.

3. Select “Configurations” menuand pick the Hybrid ControlModule option.

4. Is there an option for Heat

Exchanger Fan

The Heat Exchanger Fan option

is shown and the vehicle has theHybrid cooling system heatexchanger fan installed

Go to STEP C

The Heat Exchanger Fan optionis shown and the vehicle does nothave the Hybrid cooling systemheat exchanger fan installed

Write down the model number onthe transmission tag and contactEaton at 1-800-826-HELP (4357).




STEP C


1. What FMIs were listed from

Step A?

Note: The heat exchanger fanrelay must be wiredaccording to Eatonrequirements (shown onprevious page) for thistest to work properly. Ifwired differently consultOEM for correct wiringschematic.



If FMI 4 is listed Go to STEP F

STEP D


1. Key off.


3. Disconnect the HCM SystemHarness 38-way connector.

4. Measure the resistance

between HCM SystemHarness 38-way connectorpins 35 and 37

If resistance between pins 35 and

37 is 40 - 120 ohms

Replace the HCM (only if fault

code is active). Go to STEP V

If resistance is outside of range Repair the Vehicle Harness for anopen circuit or blown fuse. Go toSTEP V

STEP E


1. Key on.2. Measure the voltage

between HCM systemharness 38-way connectorpins 35 and ground


Replace the HCM (only if faultcode is active). Go to STEP V


Repair the short to vbatt on theharness. Go to STEP V




STEP F


1. Key off.



4. Measure the resistancebetween HCM SystemHarness 38-way connectorpins 35 and ground

If resistance between pins 35 andground is 10K ohms or greater


If resistance is outside of range Repair the Vehicle Harness for ashort to ground. Go to STEP V

STEP V


1. Key off.


3. Key on.

4. Clear codes. See Fault Code

Removal/Clearing onpage 17









Cooling Pump Relay Fault

SA 239

SPN 520248

FMI 3, 4, 5, 14

Overview

The Cooling Pump Relay is normally an open relay that is connected to the Hybrid Control Module(HCM) on the control side. When the HCM wants to turn on the relay it powers the control circuit,which closes the relay contacts. The relay powers the Cooling Pump that circulates the coolant on

the hybrid liquid system.




• FMI 3 is set when the HCM detects a short to battery in the coil circuit of the Cooling PumpRelay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the Cooling PumpRelay.

• FMI 5 is set when the HCM detects an open in the coil circuit of the Cooling Pump Relay.• FMI 14 is set when the following occur for 10 minutes or longer; the Inverter temperature is

greater than 50°C, the difference between the maximum battery temperature and theInverter temperature is greater than 20°C, and there are no battery temperature or motortemperature faults.


Possible Causes

• FMI 3,4,5

- Vehicle harness from HCM to Cooling Pump Relay

- Cooling Pump Relay

- HCM• FMI 14

- Cooling Pump Relay

- Cooling Pump

- Cooling Pump Relay main power supply

- Low Coolant, Low Coolant Flow, Plugged Radiator, Fan Operation


When Fault Code is set the following conditions will occur:










• ServiceRanger

Connector Views

HCM

30

86

8785

32 86

87

85

30

Coolant Pump


Coolant PumpRelay

24V Truck Battery

2 4 V P

l u s

4Coolant Pump Return

Coolant Pump

A

GroundB

Coolant Pump Supply

Coolant Pump Plus

Coolant Pump Minus


37 38

35 36

16

7 12

13 22

23 28

29 34






STEP A



2. Follow “Hybrid ShutdownProcedure” found at front ofbook to avoid shock, burn, ordeath from improperly

handled high-voltage.3. Change cooling pump relay

with another relay and see iffault returns


Replace the cooling pump relay.Go to STEP V


STEP B


1. What FMI’s were listed fromStep A?

Note: The Cooling Pump Relaymust be wired accordingto Eaton® requirements(shown on previouspage) for this test to workproperly. If wireddifferently, consult OEMfor correct wiringschematic.



If FMI 4 is listed Go toSTEP E

If FMI 14 is listed Go to STEP F

WARNING




STEP C


1. Key off.



4. Measure the resistancebetween the HCM SystemHarness 38-way connectorpins 32 and 4

If resistance between 32 and 4 is40-120 ohms

Replace HCM (Only if Fault Codeis Active). Go to STEP V

If resistance is outside of range Repair the Vehicle Harness for anopen circuit. Go to STEP V

STEP D


1. Key on.

2. Measure voltage betweenHCM system harness 38-wayconnector pin 32 and groundat key on



If voltage between pin 32 and

ground is 24 volts

Repair the short to vbatt on the

harness. Go to STEP V

STEP E


1. Key off.


3. Disconnect the HCM systemharness 38-way connector.

4. Measure the resistancebetween the HCM systemharness 38-way connectorpins 32 and ground

If resistance between pin 32 andground is 10K ohms or greater


If resistance is outside of range Repair the vehicle harness for ashort to ground. Go to STEP V




STEP F


1. Key off.

2. Note the level of the coolantin the Hybrid Liquid CoolingSystem.

If the coolant is within therecommended limits.

Go to STEP G

If the coolant is below therecommended limits.

Refer to OEM for coolant typeand fill procedure. Go to STEP V

STEP G


1. Key off.2. Connect ServiceRanger to

the 9-pin diagnosticconnector in the cab.

3. Key on.

4. Go to “Product Tests” andselect Coolant Pump Relay.

5. Listen for the Coolant Pumpto turn on and watch forcoolant flow in the reservoir.

If the coolant pump runs andcoolant is moving through thereservoir.

If Fault Code is Active contactEaton® at 1-800-826-4357.

If the coolant pump does not run Go to STEP H

If the coolant pump does run andcoolant does not flow

Check for kinks or sharp bends inthe coolant lines. If okay contactOEM for concerns with coolantpump.

STEP H


1. Key on.

2. Disconnect the 2-way

connector at the CoolantPump.

3. Measure voltage at the2-way connector from pin Ato B.

If voltage between pins A and B is+/- 0.2 volts of battery voltage.

Refer to OEM for Coolant Pumpproblem.

If voltage between pins A and B isoutside of range.

Repair wiring or relay problem.Refer to OEM.




STEP V


1. Key off.


3. Key on.











J1939 Transmission Message Fault (HCM)

SA 239

SPN 523

FMI 2, 9

Overview

J1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of thelink. The Hybrid Control Module (HCM) is connected to the J1939 data link at the 38-wayconnector. This link is used to transmit information to the HCM as well as communicate or receive

data from the other modules on the network like the Transmission Electronic Control Unit (TECU).



• The J1939 data link communication fault is not active.


• FMI 9 is set when the HCM fails to receive TECU data (like current gear) for 30 consecutivemessages or greater, and it is still communicating with other modules on J1939.


page 25.

Possible Causes

• FMI 2, 9

- J1939 data link- TECU



• The amber “Check Hybrid” lamp will display.• Fault is stored in HCM memory.• The red “Service” lamp may display and a “F” may flash in the gear display due to an active

fault code 24.• The operation mode is changed to “AutoShift Only” mode.• Electric motor/generator assist and regen are disabled, however, the high-voltage relays will

remain powered.• If the fault sets at power-up the engine will not crank.• If the fault sets while driving, the vehicle will shift, however, when the vehicle comes to a stop

the clutch will open and remain in the open position.









• ServiceRanger

Connector Views

Harness Front View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

TECUHCM

2 2 J1939 LowJ1939 Low

Harness Front View(HCM - Vehicle Interface Connector)

37 38

35 36

16

7 12

13 22

23 28

29 34

3 J1939 High3J1939 High






STEP A



3. Disconnect TECU VehicleHarness 38-way connector.

4. Measure the resistancebetween the TECU VehicleHarness 38-way connectorpin 2 and 3.

If resistance between pin 2 and 3is between 50 to 70 ohms.

Replace TECU. Go to STEP V

Note: Make sure the volt/ohmmeter is on the proper

scale (around 200 ohmscale).

If resistance is outside of range. Repair J1939 Data link Harness.Go to STEP V

STEP V


1. Key off.

2. Reconnect all connectorsand the negative battery

cable.

3. Key on.





If code 48 appears Return to STEP A to find

error in testing.If code other than 48 appears Go to Fault Code Isolation

Procedure page 19




J1939 Engine Message Fault (HCM)

SA 239

SPN 190

FMI 2, 9

Overview


data from the other modules on the network like the Engine Control Module (ECM).



• The J1939 data link communication fault is not active


• FMI 9 is set when the HCM fails to receive Engine ECM data (like engine torque) for 30

consecutive messages or greater, and it is stil l communicating with other modules on J1939.


page 25.

Possible Causes

• FMI 9

- J1939 data link from Engine ECM

- ECM



• The amber “Check Hybrid” lamp will display.• Fault is stored in HCM memory.• The operation mode will be changed to “AutoShift Only” mode.• Electric motor/generator assist and regen are disabled, however, the high-voltage relays will

remain powered.








Required Tools


• ServiceRanger

Connector Views


STEP A



If code 49 is active Concern is either:1. Engine ECM2. Data link from Engine ECM toJ1939 data link backbone. Referto OEM for repair procedure.


ECM HCM



37 38

35 36

1 6

7 12

13 22

23 28

29 34






J1939 Body Controller Message Fault (HCM)

SA 239

SPN 701

FMI 2, 9

Overview


data from the other modules on the network like the Body Controller.



• The J1939 data link communication fault is not active.


• FMI 2 is set when the HCM is in PDM mode and fails to receive messages from the bodycontroller for 1 second.

• FMI 9 is set when the HCM fails to receive messages from the body controller for seconds.


Possible Causes

• FMI 2, 9- J1939 data link

- Body Controller



• No hybrid lamps are lit when this code is active.• Fault is stored in HCM memory

• HCM disables ePTO operation, since parameters like hydraulic demand are unavailable


Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. TheTECU will automatically clear the faults from history after 200 hours and the HCM willautomatically clear the faults from history after 200 hours of the fault staying inactive.




Required Tools


• ServiceRanger

Connector Views


STEP A



If code 50 is active Concern is either:

a. Body Controller

b. Data link from BodyController to J1939 datalink backbone.

Refer to OEM for repairprocedure.


Body Controller HCM



37 38

35 36

16

7 12

13 22

23 28

29 34






Rail Position Sensor Fault

SA 3

SPN 60

MID 130

PID 60

FMI 2, 3, 4, 10

Overview

The Rail Position Sensor is a Hall Effect position sensor that provides feedback on the position ofthe shift finger. The Transmission Electronic Control Unit (TECU) delivers a constant 5 voltreference to one terminal of the Rail Position Sensor. The signal output from sensor provides aregulated voltage signal from 0.5 volts to 4.5 volts. The last terminal provides a ground for the Rail

Position Sensor to the TECU.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• FMI’s 3 and 4 will not be set if the TECU System Battery Voltage Low Fault is active.

• FMI 2 will not set if FMI 3,4 is active.


• FMI 2 sets when the transmission controller detects the rail sensor voltage is above 4.5 voltsor below 0.5 volts for 1 second of longer.

• FMI 3 sets when the transmission controller detects the rail sensor supply voltage is 5% abovethe expected supply voltage for 1 second or longer.• FMI 4 set when the transmission controller detects the rail sensor supply voltage is 5% below

the expected supply voltage for 1 second or longer.

• FMI 10 (refer to troubleshooting guide TRTS0930)


page 25.

Possible Causes

• FMI 2, 10

- Transmission Harness

- Rail Position Sensor- TECU

• FMI’s 3, 4

- TECU






• The red “Service” lamp will display and an “F” will flash in the gear display.• Fault is stored in TECU memory.• If this fault occurs while moving, the transmission will remain in the current gear and the clutch

will open when the vehicle comes to a stop.

• The operation mode will be changed to “AutoShift Fallback” Mode.

Conditions to Clear the FaultOnly inactive faults can be cleared from the TECU or HCM history using ServiceRanger. TheTECU will automatically clear the faults from history after 200 hours and the HCM will


Required Tools


• ServiceRanger

Connector Views

Harness Front View (TECU - System Interface Connector)

3738

3536

16

12

1322

2328

2934

7

B

A

C

Rail Position Sensor Pins

TECU

20

18

19


Hall EffectB C

A

C

A

B

Rail Position Plus

Rail Position Signal

Rail Position Minus

E: Refer to the Eaton Hybrid Component and Connector Location page for Connector Locat





STEP A



2. Key off.

3. What FMI’s are present If FMI 3 or 4 is listed Replace the TECU. Go toSTEP V

If FMI 2, 10 is listed Go to STEP B

STEP B


1. Key off.


3. Disconnect the TransmissionHarness 38-way connector.

4. Measure resistance betweenthe Transmission Harness

38-way connector pins:

• 18 to 19

• 18 to 20

Note: An Auto Ranging DigitalVolt/Ohm Meter must beused.

If pin 18 and 19 resistance is 100to 200 ohms and if pin 18 and 20resistance is 5K to 7K ohms

Go to STEP C


Go to STEP D

STEP C


1. Measure resistance betweenTransmission Harness38-way connector pin 18 toground.

If resistance is 10K ohms orgreater

Replace TECU (Only if FaultCode is Active). Go to STEP V

If resistance is less than 10Kohms

Go to STEP D




STEP D


1. Disconnect Transmission

Harness from Rail SelectSensor.

2. Measure resistance betweenRail Select Sensor pins:

• A to C

• A to B


If pin A and C resistance is 5K to7K and if pin A and B resistanceis 100 to 200 ohms

Replace the transmissionharness. Go to STEP V

If any to the above conditions arenot met

Replace Electric Shifter. Go toSTEP V

STEP V


1. Key off.


3. Key on.











Gear Position Sensor Fault

SA 3

SPN 59

MID 130

PID 59

FMI 2, 3, 4

Overview

The Rail Position Sensor is a Hall Effect position sensor that provides feedback on the position ofthe shift finger. The Transmission Electronic Control Unit (TECU) delivers a constant 5 voltreference to one terminal of the Rail Position Sensor. The signal output from sensor provides aregulated voltage signal from 0.5 volts to 4.5 volts. The last terminal provides a ground for the Rail

Position Sensor to the TECU.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• FMI 3, 4 will not be set if the TECU System Battery Voltage Low Fault is active.

• FMI 2 will not set if FMI 3, 4 is active.


• FMI 2 sets when the transmission controller detects the rail sensor voltage is above 4.5 voltsor below 0.5 volts for 1 second of longer.

• FMI 3 sets when the transmission controller detects the rail sensor supply voltage is 5% abovethe expected supply voltage for 1 second or longer.• FMI 4 set when the transmission controller detects the rail sensor supply voltage is 5% below

the expected supply voltage for 1 second or longer.


page 25.

Possible Causes

• FMI 2


- Rail Position Sensor

- TECU• FMI 3,4

- TECU



• The red “Service” lamp will display and an “F” will flash in the gear display.



Gear Position Sensor Fault Fault Code 52 Isolation Procedures

• Fault is stored in TECU memory.• If this fault occurs while moving, the transmission will remain in the current gear and the clutch


• The operation mode will be changed to “AutoShift Fallback Mode.”




Required Tools


• ServiceRanger




Connector Views


STEP A



2. Key off.

3. What FMIs are present. If FMI 3 or 4 is listed. Replace the TECU. Go toSTEP V

If FMI 2 is listed. Go to STEP B


3738

3536

16

12

1322

2328

2934

7

B

A

C

Gear Position Sensor Pins

TECU

12

10

11


Hall EffectB C

A

C

A

B

Gear Position Plus

Gear Position Signal

Gear Position Minus





STEP B


1. Key off.



4. Measure resistance betweenthe Transmission Harness38-way connector pins:

• 18 and 19

• 18 and 20

Note: An Auto Ranging DigitalVolt/Ohm Meter must be

used.

If pin 18 and 19 resistance is 100to 200 ohms and if pin 18 and 20resistance is 5K to 7K ohms.

Go to STEP C

If any of the above conditions arenot met.

Go to STEP D

STEP C


1. Measure resistance betweenTransmission Harness38-way connector pin 18 to

ground.

If resistance is 10K ohms orgreater.

Replace TECU (Only if FaultCode is Active). Go to STEP V

If resistance is less than 10Kohms.

Go to STEP D




STEP D


1. Disconnect Transmission

Harness from Rail SelectSensor.

2. Measure resistance betweenRail Select Sensor pins:

• A and C

• A and B


If pin A and C resistance is 5K to7K and if pin A and B resistanceis 100 to 200 ohms.

Replace the transmissionharness. Go to STEP V

If any to the above conditions arenot met.

Replace Electric Shifter. Go toSTEP V

STEP V


1. Key off.


3. Key on.






If code other than 52 appears Go to Fault Code Isolation

Procedure page 19




Input Shaft Speed Sensor Fault

SA 3

SPN 161

MID 130

PID 161

FMI 2, 3, 4, 5, 10

Overview

The Input Shaft Speed Sensor is located on the 6-bolt PTO cover, which is standard on the rightside of the transmission. The sensor is a magnetic pickup that produces an AC voltage as thecountershaft gear teeth moves past the end of the sensor. At idle the speed sensor output is lowand increases as the speed of the countershaft increases.


• The Transmission Electronic Control Unit (TECU) ignition voltage is greater than 7 volts andless than 32 volts.

• FMI 10 requires the transmission to be in neutral and the vehicle speed must be within range.• FMI 2 will not set if there is already an active FMI 5 for the Input or Output Shaft Speed

Sensors.


• FMI 2 is set when the TECU input shaft speed is compared to the output shaft speed and itproduces an inconsistent reading for 1 second or greater.

• FMI 3 and 4 are set when the TECU detects a short to ground, short to battery, and the inputshaft speed is 0 for 1 second or greater.

• FMI 5 is set when the TECU detects an open circuit and the Input Shaft Speed Sensor is 0 for1 second or greater.

• FMI 10 is set when the TECU detects a 200 RPM or greater speed difference between theinput shaft speed and the raw input shaft speed for 10 ms or greater.

Note: When troubleshooting an inactive code refer to Product Diagnostic Mode (PDM) on

page 25

Possible Causes

• FMI 2,10

- Input Shaft Speed Sensor- TECU


- Damaged Transmission Gearing

- Contamination on the input shaft speed sensor• FMI 3, 4, 5

- Input Shaft Speed Sensor

- TECU







• The red “Service” lamp will display and an “F” will flash in the gear display.• Fault is stored in TECU memory.• The operation mode will be changed to “AutoShift Fallback” Mode.• If this fault occurs while moving, the transmission will remain in the current gear and the clutch

will open when the vehicle comes to a stop.• If this fault occurs at power-up, the vehicle will crank but the transmission will not engage a

gear.




Required Tools


• ServiceRanger

Connector Views


3738

3536

16

12

1322

2328

2934

7

TECU Input ShaftSpeed Sensor

7

8 B

A

A B

Input Shaft Speed Sensor (Connect View)

Input Shaft SpeedSensor High

Input Shaft SpeedSensor Low






STEP A



2. Key off.



5. Measure the resistancebetween the transmissionharness 38-way connectorpins 7 and 8 and pin 7 andground.

If resistance is 2K to 4.5K ohmsand pin 7 to ground is 10K ohmsor greater

Go to STEP B

If resistance is outside of therange

Go to STEP D

STEP B


1. Key on.2. Measure the voltage from

between the transmissionharness 38-way connectorpin 7 and ground

If voltage is 0 volts Go to STEP C

If voltage is 23-25 volts Repair the short to battery in theOEM harness. Go to STEP V

STEP C

Procedure Condition Action1. Inspect Input Shaft Speed

Sensor for contamination ordamage.

If no problem found Replace Transmission ECU (Onlyif Fault Code is Active). Go toSTEP V

If problem if found or you weresent here from Step D or E

Replace Input Shaft SpeedSensor and inspect thecountershaft gear for damage. Goto STEP V




STEP D


1. Disconnect the Transmission

Harness from Input ShaftSpeed Sensor.

2. Measure resistance betweenInput Shaft Speed Sensorpins A and B.

If resistance is 2K to 4.5K ohms Go to STEP E

If resistance is outside of range Go to STEP C

STEP E


1. Measure resistance betweenInput Shaft Speed Sensor pinA and ground.


Replace Transmission Harness.Go to STEP V


Go to STEP C

STEP V


1. Key off.


3. Verify proper installation ofspeed sensor.

4. Key on.










Output Shaft Speed Sensor Fault

SA 3

SPN 191

MID 130

PID 191

FMI 2, 3, 4, 5

Overview

The Output Shaft Speed Sensor is located on the rear bearing cover at the 12 o’clock position. Thesensor is a magnetic pickup that produces an AC voltage as the tone wheel teeth moves past theend of the sensor. At idle the speed sensor output is low and it increases as the speed of the

output shaft increases.


• The Transmission Electronic Control Unit (TECU) ignition voltage is greater than 7 volts andless than 32 volts.

• FMI 2 will not set if there is already an active FMI 5 for the Input or Output Shaft Speed

Sensors.


• FMI 2 is set when the TECU output shaft speed is compared to the input shaft speed and itproduces an inconsistent reading for 1 second or greater.

• FMI 3,4 are set when the TECU detects a short to ground, short to battery, or the output shaftspeed is 0 for 1 second or greater.• FMI 5 is set when the TECU detects an open and the Output Shaft Speed Sensor is 0 for 1

second or greater.


page 25.

Possible Causes

• FMI 2

- Output Shaft Speed Sensor

- TECU

- Transmission Harness- Damaged Transmission Gearing

- Contamination on the output shaft speed sensor• FMI 3, 4, 5

- Output Shaft Speed Sensor

- TECU







• The red “Service” lamp will display and an “F” will flash in the gear display.• Fault is stored in TECU memory.• The operation mode will be changed to “AutoShift Fallback” mode.• If this fault occurs while moving, the transmission will remain in the current gear and the clutch





Required Tools


• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter

• ServiceRanger

Connector Views


3738

3536

16

12

1322

2328

2934

7

TECU Output ShaftSpeed Sensor

23

24 B

A

A B

Output Shaft Speed Sensor (Connect View)

Output Shaft SpeedSensor High

Output Shaft SpeedSensor Low






STEP A



2. Key off.



5. Measure resistance betweenthe Transmission Harness38-way connector pins 23and 24 and 23 and ground.

If resistance is 2K to 4.5K ohmsand pin 23 to ground is 10K ohmsor greater

Go to STEP B

If resistance is outside of therange

Go to STEP D

STEP B


1. Key on.

2. Measure voltage betweenthe Transmission Harness38-way connector pin 23 andground

If voltage is 0 volts Go to STEP C


STEP C


1. Inspect Output Shaft SpeedSensor for contamination ordamage.

If no problem found

If problem is found or you weresent here from Step D or E


Replace OUtput Shaft SpeedSensor and inspect the tonewheel for damage, looseness orcorrosion. Go to STEP V




STEP D


1. Disconnect the Transmission

Harness from the OutputShaft Speed Sensor.

2. Measure resistance betweenOutput Shaft Speed Sensorpins A and B.

If resistance is 2K to 4.5K ohms Go to STEP E


STEP E


1. Measure resistance betweenOutput Shaft Speed Sensorpin A and ground.




Go to STEP C

STEP V


1. Key off.2. Reconnect all connectors

and the negative batterycable.

3. Verify proper installation ofspeed sensor.

4. Key on.










J1939 Communication Link Fault (HCM)

SA 239

SPN 639

FMI 2, 9

Overview

J1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of thelink. The Hybrid Control Module (HCM) is connected to the J1939 data link at the 38-wayconnector. This link is used to transmit or receive operation information from other modules on the

network like the Transmission Electronic Control Unit (TECU) or Engine Control Module (ECM).




• FMI 2 is set in PDM mode and the HCM loses communication with other modules on theJ1938 data link for 3 consecutive messages.

• FMI 9 is set when the HCM looses communication with all modules on the J1939 data link for

30 consecutive messages or greater.


page 25.

Possible Causes

• FMI 2, 9- J1939 data link

- HCM



• The amber “Check Hybrid” and red “Stop Hybrid” lamps will not display, since the lamps aredriven over the J1939 data link.

• Fault is stored in HCM memory.• The operation mode will be changed to “AutoShift Only” mode.• If the fault sets at power-up the engine will not crank.• If the fault sets while driving, the vehicle will shift, however, when the vehicle comes to a stop

the clutch will open and remain open.• Electric motor/generator assist and regen are disabled; however, the high-voltage relays will

remain powered.• You may see a red “Service” lamp, and a “F” will flash in the gear display due to the active fault

code 24,35, or 36.







Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger

Connector Views

HCM

D

Front Harness View(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

9 Pin DiagnosticConnector

3J1939 High C

2J1939 Low

J1939 High

J1939 Low







STEP A



2. Key on.

3. Select the “VehicleComponents” screen andview the various modulesthat are reporting on theJ1939 link

If the HCM is not reporting onJ1939 but the TECU is listed

Go to STEP B

If the HCM and TECU are not

reporting on J1939

Go to STEP C

STEP B


1. Key off.


3. Disconnect HCM Vehicle

Harness 38-way connector.4. Measure resistance between

HCM Vehicle Harness38-way connector pin 2 and3.

Note: Make sure the volt/ohmmeter is on the properscale (around 200 ohmscale).

If resistance between pin 2 and 3is between 50-70 ohms


If resistance is outside of range Repair J1939 Data link Harness.Go to STEP V




STEP C


1. Key off.

2. Measure the resistancebetween pins C and D on the9-way diagnostic connector

If resistance between pin C and Dis 50-70 ohms

Go to STEP D

If resistance is 70 ohms orgreater

One or more of the terminatingresistors on the J1939 data linkharness is missing, out of range,or there is an open in the link.Repair the OEM J1939 data linkharness. Go to STEP V

If resistance is 50 ohms or less There is an additional terminatingresistor present. Repair the OEMJ1939 data link harness. Go to

STEP V

STEP D


1. Key off.

2. Measure resistance betweenpins C and ground on the9-way diagnostic connector

If resistance between pin C andground is 10K ohms or greater

Attempt to communicate withanother vehicle and ensureServiceRanger is working. IfServiceRanger fails to

communicate with anothervehicle, call 1-800-826-HELP(4357).

If resistance is outside of range Repair J1939 Data link Harnessfor a short to ground. Go toSTEP V




STEP V


1. Key off.


3. Key on.




page 17











• ServiceRanger

Connector Views

HCM H


37 38

35 36

16

7 12

13 22

23 28

29 34

9 Pin DiagnosticConnector28CAN High

J

27CAN Low

CAN Low

CAN High


(TerminatingResistor in HCM)






STEP A



2. Key off.

3. Measure the resistancebetween one of the following:

• Diagnostic the9-pin connectorpins H and J.

• Pins A and B on the3-way connector.

• Pins 1 and 2 on the2-way connector.

If resistance between pin H and J,A and B, or 1 and 2 is between 50to 70 ohms

Go to STEP B

Note: The 3-way and 2-waydata link connectors arelocated next to the 9-pindiagnostic connector

If resistance is more than 70ohms

One or more of the terminatingresistors on the CAN data linkharness is either missing or out ofrange, or there is an open in thelink. Repair OEM CAN data linkHarness. Go to STEP V

Note: Make sure the volt/ohmmeter is on the proper

scale (around 200 ohmscale).

If resistance is less than 50 ohms There is an additional terminatingresistor present. Repair the OEM

CAN data link Harness. Go to STEP V

STEP B


1. Key off.


3. Disconnect HCM VehicleHarness 38-way connector.

4. Measure resistance betweenHCM Vehicle Harness38-way connector pin 27 and28.



Note: Make sure the volt/ohmmeter is on the properscale (around 200 ohmscale)

If resistance is outside of range Repair the CAN data linkHarness. Go to STEP V




STEP V


1. Key off.


3. Key on.











Rail Select Motor Fault

SA 3

SPN 772

MID 130

SID 39

FMI 5, 6

Overview

The Electric Shifter contains two electric motors called the Rail and Gear motors. These motorsmove a shift finger between the various rails which engage the shift rails. Power is supplied from

the Transmission Electronic Control Unit (TECU).


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU System Battery Voltage Low Fault is not active• The TECU System Battery Voltage Weak Fault is not active

• The Electric Shifter is not energized and the shift finger is not moving


• FMI 5 and 6 are set when the TECU detects 5 continuous open or short conditions on the

Electric Shifter while the motor drive circuit is idle in a 500 ms interval.


page 25.

Possible Causes

• FMI 5, 6

- Electric Shifter

- TECU




• The red 'Service” lamp will display and an “F” will flash in the gear display.• Fault is stored in TECU memory.• The operation mode will be changed to “AutoShift Fallback” mode.• If this fault occurs while moving, the transmission will remain in the current gear and the clutch









• ServiceRanger

Connector Views


3738

3536

1

612

1322

2328

2934

7

TECU

35

37

Rail Select Motor

Rail Motor Minus

Rail Motor Plus

Harness Front View

(RailS

elect Motor)


B A





STEP A



2. Key Off.


4. Disconnect the TransmissionHarness 38-way connectorfrom the Transmission ECU.

5. Measure resistance betweenthe Transmission Harness38-way connector pins 35and 37

If resistance is 0.3 to 150 ohms Go to STEP B


STEP B


1. Measure resistance between

the Transmission Harness38-way connector pins 35and ground.

If resistance is 10K ohms or

greater

Replace Transmission ECU (Only

if Fault Code is Active). Go toSTEP V


Go to STEP C

STEP C


1. Disconnect 2-way Rail Select

motor connector from theTransmission Harness.

2. Measure resistance betweenRail Select Motor harness2-way connector pins A andB and A to ground.

If resistance between A & B is 0.3to 150 ohms and pin A to groundis 10K ohms or greater


If resistance is outside of range Replace Electric Shifter. Go toSTEP V




STEP V


1. Key off.


3. Key on.















• ServiceRanger

Connector Views


3738

3536

16

12

1322

2328

2934

7

TECU

36

38

Gear S

elect Motor

Gear Motor Minus

Gear Motor Plus

Harness Front View(Gear Select Motor)


B A





STEP A



2. Key Off.


4. Disconnect the TransmissionHarness 38-way connectorfrom the Transmission ECU.

If resistance is 0.3 to 150 ohms Go to STEP B


STEP B


1. Measure resistance betweenthe Transmission Harness38-way connector pin 36 andground.



If resistance is less than 10K

ohms

Go to STEP C

STEP C


1. Disconnect 2-way GearSelect Motor connector fromthe Transmission Harness.

2. Measure resistance betweenGear Select Motor harness

2-way connector pins A andB and A to ground.

If resistance between A and B is0.3 to 150 ohms and pin A to

ground is 10K ohms or greater


If resistance is outside of range Replace Electric Shifter. Go toSTEP V




ECA Fault

SA 239

SPN 788, 520198, 520199, 524035

FMI 0, 12, 13, 21 - 28

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has amain power 3-way connector that is directly connected to the 24-volt battery and an 8-wayconnector that is connected to inputs like the HCM and the Engine Speed Sensor. The ECAcommunicates with the Hybrid Control Module (HCM) over the proprietary Controller Area

Network (CAN) data link to change position, show faults, or include other operation information.


• The ECA ignition voltage is greater than 8.5 volts.

• The ECA Battery Voltage is greater than 7.8 when ignition voltage is greater than 8.5 volts.


• FMI 12 is set for various internal ECA failures.• FMI 22-28 can be set for excessive motor current or incorrect shaft position.• FMI 0 is set when the ECA inverter temperature exceeds 130°C.• FMI 13 is set when the ECA can not find the clutch release bearing touch point after three

attempts.

Possible Causes

• FMI 12

- ECA• FMI 21-28

- Excessive debris buildup on/around the ECA.

- Binding cross-shafts.• FMI 0

- MIssing exhaust shield or exhaust to close to ECA



• The red “Stop Hybrid” lamp will display for FMI 12, 21, 22, 23, 24, 26, 27, or 28.• The amber “Check Hybrid” lamp will display for FMI 0, 13, or 25.• Fault is stored in HCM memory.• If the fault occurs while driving, the ECA will either maintain current clutch position or move to

the last position commanded by the HCM.

• If the fault occurs at power-up, the vehicle will not crank.







Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• Service Ranger




STEP A



2. What FMI’s are present If FMI 0is listed Check for damaged or missingexhaust shielding by the ECA.Replace or reroute exhaust toreduce internal ECAtemperatures. Go to STEP V

If FMI 12 is listed Replace the ECA. Go to STEP V

If FMI 21-28 are listed Go to STEP B




STEP B


1. Disconnect the 24 volt

battery cables

2. Remove the ECA from theclutch housing.

3. Check the ECA and clutchhousing for debris build-up

4. Rotate the clutch releaseshaft by hand to check forbinding

If no excessive debris is foundand clutch release shaft rotateswithout binding.

Replace ECA. Go to STEP V

If excessive debris is foundaround ECA or inside the clutchhousing or the clutch releaseshaft binds when rotated by hand.

Remove debris build up aroundECA area. Replace / repair clutchrelease shaft and upper bushingas needed for proper shaft

rotation. Go to STEP V

STEP V


1. Key off.


3. Key on.4. Clear codes. See Fault Code







Procedure page 19




ECA Speed Sensor Fault

SA 239

SPN 520203

FMI 2, 5

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has amain power 3-way connector that is directly connected to the 24-volt battery and an 8-wayconnector that is connected to inputs like the Hybrid Control Module (HCM) and the Engine SpeedSensor. The ECA communicates with the HCM over the proprietary Controller Area Network

(CAN) data link to change position, show faults, or include other operation information.



• Fault Code 18 or 87 are active


• FMI 2 is set when the HCM detects engine speed at idle, but does not detect ECA enginespeed.

• FMI 5 is set when the ECA detects an open on the ECA speed sensor signal circuit at key on.

Possible Causes

• FMI 2, 5

- ECA Speed Sensor- ECA Speed Sensor harness

- ECA








Required Tools




ECA Speed Sensor Fault Fault Code 65 Isolation Procedures

• ServiceRanger




Connector Views


STEP A



2. What FMIs are listed? If FMI 5 is listed Go to STEP B


ECA

2G

2F

Speed Sensor

Eng Speed Sensor (-)

Eng Speed Sensor (+)

B A

ABC

ECA 8-Way Connector

E

A B C D

H G F

ECA 3-Way Connector

A B

ECA Speed Sensor (Connect View)





STEP B


1. Check resistance between

ECA 8-way connector pins Fand G

If resistance between ECA 8-way

connector pins F and G is 140 -180 ohms

Go to STEP C

If resistance is out of range Repair the open in the sensor orthe harness from the ECA to thesensor. Go to STEP V

STEP C


1. Key off.

2. Check resistance betweenECA 8-way connector pins Fand ground

If resistance is 10K or greater Go to STEP D

If resistance is out of range Repair the shor t to ground in thesensor or the harness from theECA to the sensor. Go to STEP V

STEP D


1. Key on.

2. Measure voltage from theECA 8-way connector pin Gand ground

If voltage is 0 volts at key on andFMI 5 is active

Replace the ECA (only if FaultCode is active). Go to STEP V

If voltage is 0 volts at key on andFMI 2 is active

Go to STEP E

If voltage is greater than 0 volts atkey on

Repair the short to power on theECA speed sensor harness. Goto STEP V




STEP E


1. Key off.

2. Remove the ECA speedsensor and examine thesensor end for signs ofdamage or debris buildup

If the sensor shows no cracks orsigns of metallic debris buildup onthe end

Go to STEP F

If the sensor is damaged or hasdebris buildup

Replace or clean the ECA sensor.Go to STEP V

STEP F


1. Inspect the engine flywheelto ensure there are nomissing or damaged teeth

If flywheel teeth are all intact andin good condition

Reinstall flywheel sensor until ittouches the flywheel then rotatecounterclockwise 1/2 to 1 fullturn. Tighten jam nut and drivevehicle. If fault returns replace thesensor. Go to STEP V

If flywheel teeth are damaged ormissing

Concern is with the flywheel.Contact your OEM for repairprocedures.

STEP V


1. Key off.


3. Key on.










ECA Battery Voltage Fault

SA 239

SPN 520271

FMI 3, 4, 14

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has amain power 3-way connector that is directly connected to the 24-volt battery positive and negative

terminals.





• FMI 3 is set when the ECA battery voltage is above 17 volts for 10 ms or greater.• FMI 4 is set when the ECA battery voltage is below 8.5 volts for 10 ms or greater.• FMI 14 is set when the ECA battery voltage is below 8.5 volts for 10 ms or greater, but the

HCM reports the battery voltage is within range.

Possible Causes

• FMI 3

- Charging system

- ECA• FMI 4

- ECA power supply harness, connections, and fuse holder


- Charging system

- ECA• FMI 14

- ECA power supply harness, connections, and fuse holder



• The red “Stop Hybrid” lamp will display• Fault is stored in HCM memory• If the fault occurs while driving, the ECA will either maintain current clutch position or move to

the last position commanded by the HCM, then the ECA holding device will engage

• If the fault occurs at power-up, the vehicle will not crank








• ServiceRanger

Connector Views

ECA

1C

Battery

1B

P l u s

( + )

Ground ECA Ground

ECA Power

ABC

ECA 3-Way Connector






STEP A



2. Perform Electrical Pretest. If FMI 3 or 4 is active afterperforming the Electrical Pretest

Replace the ECA. Go to STEP V

If FMI 14 is active afterperforming the Electrical Pretest

Replace the ECA power harness.Go to STEP V

STEP V


1. Key off.


3. Key on.











ECA Ignition Voltage Fault

SA 239

SPN 520274

FMI 3, 4, 5

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has a 8-

way connector that supplies ignition power to the ECA from the Hybrid Control Module (HCM).


• The Hybrid Control Module (HCM) ignition voltage is greater than 7 volts and less than 32

volts.


• FMI 3 is set when the ECA ignition voltage is shorted to the 24-volt system which is detectedthrough the HCM prior to powering the ignition supply for the ECA.

• FMI 4 is set when the ECA ignition voltage is shorted to ground during key on operation whichis detected by the HCM.

• FMI 5 is set when the ECA ignition voltage is open circuit after the key is on.

Possible Causes

• FMI 3, 4, 5

- ECA ignition supply harness from HCM

- HCM- ECA



• The red “Stop Hybrid” lamp will display• Fault is stored in HCM memory• If the fault occurs while driving, the ECA will either maintain current clutch position or move to

the last position commanded by the HCM, then the ECA holding device will engage

• If the fault occurs at power-up, the vehicle will not crank






Required Tools


• ServiceRanger

Connector Views

HCM

ECA

ECA Ignition (System) 13 2H

1C

Battery

1A

1B

P l u s

( + )

Ground

ECA Ignition

ECA Ground

ECA Power

ECA 8-Way Connector

E

A B C D

H G F

Front Harness View (HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34






STEP A


and FMI’s withServiceRanger using the9-pin diagnostic connector.

2. Key off.

3. What FMI’s are present If FMI 3 is listed Go to STEP B



STEP B


1. Key off.

2. Disconnect the ECA 8-wayconnector.

3. Measure voltage on the ECA8-way connector from pin Hto ground.

If voltage is less than 0 volts Replace the HCM. Go to STEP V


STEP C


1. Key off.

2. Disconnect the ECA 8-wayconnector.

3. Key on.

4. Measure voltage from the

ECA 8-way connector frompin H to ground.

If voltage from H to ground is

23-25 volts

Replace the HCM. Go to STEP V

If voltage is outside of range Go to STEP D




STEP D


1. Key off.

2. Disconnect the HCM 38-waySystem Harness connector.

3. Measure the resistancebetween the HCM SystemHarness 38-way connectorpin 13 and ground

If resistance from pin 13 toground is 10K ohms or greater


If resistance is outside of range Repair the OEM harness from theECA to the HCM. Go to STEP V

STEP E


1. Key off.

2. Disconnect the HCM 38-waySystem Harness connector.

3. Measure the resistancebetween the HCM SystemHarness 38-way connectorand the ECA 8-wayconnector on the followingpins:

• HVM pin 13 to ECApin H

If the resistance between pins 13and H is 0-0.3 ohms

Replace the ECA (only if FaultCode is Active). Go to STEP V

If resistance is outside of range Repair the open in the harnessbetween the ECA and HCM. Goto STEP V




STEP V


1. Key off.


3. Key on.











Required Tools


• ServiceRanger


STEP A


1. Key on.

2. Retrieve active fault codesand FMI’s withServiceRanger using the9-pin diagnostic connector.

If FMI 12 is active Go to STEP B

If FMI 13 is active Go to STEP C

If FMI 14 is active Go to STEP D

STEP B


1. Key on.

2. Using ServiceRanger viewthe Hybrid HCMconfiguration

HSA configuration is set at “HSAEnabled” and Hill Start Assistfeature is not needed

Select “No HSA” from the dropdown box on the right side of thescreen, then save thisconfiguration change by selectingdownload. Go to STEP V

HSA configuration is set at “HSAEnabled” and Hill Start Assistfeature is needed

The HCM must be changed tohardware version 3.7 or highercontaining an internal gradesensor. Contact Eaton for correctHCM part number information.




STEP C


1. Key on.

2. Using ServiceRangercalibrate the grade sensor byselecting the AdvancedProduct functions from themain menu

3. Select Hybrid Control Modulefrom the upper left menu

4. Select Grade SensorCalibration and follow the onscreen instructions

If FMI 13 is not active aftercalibrating

Calibration complete. Go toSTEP V

If FMI 13 is active after calibrating Contact Eaton at 1-800-826-HELP (4357).

STEP D


1. Key on.

2. Ensure the HCM is properlymounted to the transmission

If HCM is not properly mounted orcap screws are loose

Tighten HCM mounting capscrews. Go to STEP V

If HCM is properly mounted to thetransmission





STEP V


1. Key off.


3. Key on.











Engine Failed to Respond Fault (HCM)

SA 239

SPN 188, 518, 539, 544

FMI 0, 1, 2, 7

Overview

The HCM communicates with the Engine ECM over the J1939 data link during normal operation to

control the engine torque and speed for transmission shifting.


• The HCM ignition voltage is greater than 7 volts and less than 32 volts.• J1939 Communication Link Fault (HCM) not active.

• J1939 Engine Message Fault (HCM) not active.


• FMI 7 is set when the HCM commanded engine torque is less than 80% Max Engine Torque,HCM commanded engine torque is greater than 100 ft. lbs., and the difference betweencommanded engine torque and engine torque feedback is greater than 80 lb-ft for more than 1

second. Or, if the engine speed or torque maps are received with an error.

Possible Causes

• FMI 7

- Engine

- Fuel System- Exhaust Back Pressure

- Turbo charger

- Air Intake/Filter Restriction

- Un-reported engine loads

- Incorrect engine configuration settings for transmission assembly




• Fault is stored in HCM memory.• If the fault is set while driving, the vehicle may experience shifting concerns.







Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger




STEP A




2. Key on.

3. Retrieve codes. See FaultCode Removal/Clearing onpage 17

If code 70 is active Contact the OEM because theengine is failing to respond to theHCM’s command during a shift orthe maps were received in error.

If code 70 is not active Test complete.




Failed to Disengage a Gear

SA 3

SPN 520275

MID 130

SID 60

FMI 7

Overview

The Transmission Electronic Control Unit controls the Electric Shifter, which engages the differentrails and gear positions. The Electric Shifter is comprised of two electric motors; one changes the

rail position and the other changes the gear position.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU System Battery Voltage Low Fault is not active.• The TECU System Battery Voltage Weak Fault is not active.• TECU J1939 Communication Link Fault is not active.

• J1939 engine torque is zero ± 5% and J1939 engine speed is within 50 RPM of synchronous.


• FMI 7 is set when the Electric Shifter fails three consecutive attempts to disengage a gear.

Possible Causes• FMI 7

- Dragging Clutch

- ECA

- Shift Bar Housing

- Electric Shifter

- Gear Select Sensor

- Yoke, Sliding Clutch, Mainshaft

- TECU

- Torque locked in gear



• Fault is stored in TECU memory• If the fault sets while driving, the vehicle will maintain the current gear and the clutch will open

when the vehicle comes to a stop.



Failed to Disengage a Gear Fault Code 71 Isolation Procedures







Note: The picture above shows the shift forks in the neutral position.





STEP A



2. Key on.

3. Depress “N” on the PushButton Shift Control.

4. Observe Gear Display. If Gear Display shows: “N” Go to STEP V

If Gear Display shows: “71” Go to STEP B

STEP B


1. Perform the ElectricalPretest.

If no issues found during theElectrical Pretest

Go to STEP C


Repeat STEP A

STEP C


1. Key off.

2. Remove Electric Shifterfrom Shift Bar Housing tosee what gear position iscurrently engaged.

3. Attempt to move theengaged rail back to neutral

If rails move from the engagedposition to neutral

Go to STEP D

If rails do not move from theengaged position

Attempt to take the torque offthe driveline. If concern is stillpresent, inspect the main casefor a damaged mainshaft,sliding clutch, or fork. Go toSTEP V.




STEP D


1. Key off.

2. Inspect the following:

• Shift blocks arefastened to shiftrails securely

• Electr ic shifter isfree from anyexcessive lubecontaminationbuildup

• Two gears positionscan not beengaged at the

same time

If no problem found Replace the electric shifter. Goto STEP V

If problem is found Repair as required. Go toSTEP V

STEP V


1. Key off.

2. Reconnect all connectors

and the negative batterycable.

3. Key on.

4. Clear codes. See FaultCode Removal/Clearing onpage 17

5. Drive the vehicle andattempt to recreate thecode


page 17







Failed to Select Rail Fault

SA 3

SPN 520277

MID 130

SID 59

FMI 7

Overview




• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU System Battery Voltage Low Fault is not active.• The TECU System Battery Voltage Weak Fault is not active.

• This fault may occur at power-up after 15 seconds.


• FMI 7 is set when the Electric Shifter fails five consecutive attempts to engage a particular rail

position.


- Shift Bar Housing

- Electric Shifter

- Rail Select Sensor

- TECU



• Fault is stored in TECU memory

• If the fault sets while driving, the vehicle will continue to select the proper rail position.






Failed to Select Rail Fault Fault Code 72 Isolation Procedures

Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger








STEP A



2. Key on.

3. Place Shift Device inNeutral.

4. Depress Service Brake.

5. Observe gear display. If you have an active code 72 Go to STEP B

If Gear Display shows solid

gear

Go to STEP V

STEP B




Go to STEP C


Repeat STEP A




STEP C


1. Key off.

2. Remove Electric Shifterfrom Shift Bar Housing.



• Shift rails move intoeach gear position

• Electr ic shifter isfree from anyexcessive lube

contaminationbuildup

• Two gear positionscan not beengaged at thesame time

If no problem found Replace the Electric Shifter. Goto STEP V

If problem is found Repair as required. Go toSTEP V

STEP V


1. Key off.


3. Key on.


5. Drive the vehicle and

attempt to recreate thecode








Failed to Engage a Gear Fault

SA 3

SPN 520278

MID 130

SID 58

FMI 7

Overview




• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU System Battery Voltage Low Fault is not active.

• The TECU System Battery Voltage Weak Fault is not active.


• FMI 7 is set when the Electric Shifter fails five consecutive attempts to engage a particular

gear position.

Possible Causes

• FMI 7

- Dragging Clutch

- ECA

- Shift Bar Housing

- Electric Shifter

- Gear Select Sensor

- Yoke, Sliding Clutch, Mainshaft

- TECU



• Fault is stored in TECU memory.

• If the fault sets while driving, the vehicle will maintain the current position.



Failed to Engage a Gear Fault Fault Code 73 Isolation Procedures












STEP A



2. Key on.

3. Place Shift Device inNeutral.

4. Depress Service Brake.

5. Select Drive.

6. Observe gear display. If you have an active code 73 Go to STEP B

If Gear Display shows solidgear

Go to STEP V

STEP B




Go to STEP C

If issue was repaired during the

Electrical Pretest

Repeat STEP A




Engine Failed to Respond Fault (TECU)

SA 3

SPN 93, 190

MID 130

PID 93, 190

FMI 7

Overview

The Transmission Electronic Control Unit (TECU) communicates with the Engine ECM over theJ1939 data link during normal operation, however, engine control is accomplished by the engineEngine Control Module (ECM) during Hybrid mode. The TECU changes the mode to AutoShiftOnly or AutoShift Fallback mode. Then the TECU is directly requesting changes in engine speed

and torque instead of the Hybrid Control Module (HCM).


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• J1939 Communication Link Fault (TECU) not active.• J1939 Engine Message Fault (TECU) not active.• J1939 engine speed is greater than 300 RPM if the TECU is in speed control mode, or greater

than 1000 RPM if the TECU is in torque control mode.

• Desired Engine Speed is less than J1939 engine configuration map speed.


• FMI 7 is set when the difference between actual engine percent torque and desired enginepercent torque is greater than 50 for 2 continuous seconds, or when the difference betweendesired engine speed and actual engine speed is greater than 400 RPM for four continuous

seconds.

Possible Causes

• FMI 7

- Engine

- Fuel System

- Exhaust Back Pressure

- Turbo charger

- Air Intake/Filter Restriction

- Un-reported engine loads

- Incorrect engine configuration settings for transmission assembly






• Fault is stored in TECU memory.• If the fault sets while driving, the vehicle will remain in the current gear position. Once the

vehicle is stopped, start and reverse gears can be engaged.

• TECU changes to “Autoshift Fallback” mode.




Required Tools


• ServiceRanger

Note: No schematic for this code.



STEP A


1. Retrieve active fault codesand FMIs withServiceRanger using the

9-pin diagnostic connector.2. Key on.

3. Retrieve codes. See FaultCode Removal/Clearing onpage 17

If code 74 is active Contact the OEM because theengine is failing to respond tothe transmissions commandduring a shift.

If code 74 is not active Test complete.




Power Down in Gear Fault

SA 3

SPN 520276

MID 130

SID 60

FMI 14

Overview

The Push Button Shift Control (PBSC) is connected to the Transmission Electronic Control Unit(TECU) over the High Integrity Link (HIL) to communicate driver mode selection and fault status.At power-down the PBSC should be placed in “N” to perform the proper calibration sequence and

to prevent a torque locked transmission.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.

• The PBSC ignition voltage is greater than 7 volts and less than 32 volts.


• FMI 14 is set when the TECU goes into the power-down sequence and a drive mode selection

other than “N” is confirmed.

Possible Causes

• FMI 14

- Driver powered down in Non-neutral mode



• Fault is stored in TECU memory only as an Inactive fault, since it only sets during the power-

down sequence.




Required Tools





• ServiceRanger




STEP A



2. Key on.



If code 75 is inactive No action necessary, this code

indicates the driver powereddown the system prior toselecting neutral.

Note: Explain to driver, “N”must be selected on thePush Button ShiftControl beforepowering down toprevent a stuck in gearsituation and/ or apower-up no cranksituation.




High Voltage Battery Potential Voltage Fault

SA 239

SPN 520250

FMI 3, 4, 16, 18

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. TheBattery Control Unit located in the Relay Box communicates with each battery to determine

temperature, SOC, and voltage. This information is then sent to the Inverter.


• The Inverter enable voltage is greater than 7 volts and less than 16 volts.

• The Battery Control Unit ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 3 is set when the BCU detects the high-voltage battery is greater than 417 volts for 240ms.

• FMI 16 is set when the BCU detects the high-voltage battery is greater than 408 volts for 240ms.

• FMI 4 is set when the BCU detects the high-voltage battery is less than 211 volts for 240 ms.• FMI 18 is set when the BCU detects the high-voltage battery is less than 240 volts for 240 ms.


Possible Causes

• FMI 3, 4

- PEC

- DC cable

- DC interlock loop

- Inverter

- Service switch

- Inertia Switch



• The amber “Check Hybrid” lamp will blink for FMI 4 and display solid for FMI 3, 16, 18• Fault is stored in HCM memory• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode








Required Tools• Basic Hand Tools• High-Voltage Gloves J-48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger












injury or death.



DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked with

DANGER High Voltage should beavoided. Service must be

performed by qualified personnel only.

WARNING

To reduce risk of possible seriousinjury (Shock, Burn or Death):

Components marked with High

Voltage should be avoided.Service must be performed byqualified personnel only.

HAZARDOUS VOLTAGE




STEP V


1. Key off.


3. Key on.











High Voltage Battery Current Fault

SA 239

SPN 520232

FMI 6

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. TheBattery Control Unit (BCU) located in the Relay Box communicates with each battery to determine






• FMI 6 is set when the BCU detects high-voltage battery current is greater than 200 amps for 1

second.

Possible Causes

• FMI 6

- PEC



• The amber “Check Hybrid” lamp will display• Fault is stored in Hybrid Control Module (HCM) memory• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode





Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger







The rubber insulating gloves that are to be worn while working on the high-voltage are

listed in this manual along with the glove protectors. The rubber gloves should be testedbefore EVERY use following the rubber insulation gloves testing found in this manual.


Before inspecting or working on any high-voltage cables or components the 'High-VoltageShutdown Procedure' should be followed. Failure to follow these instructions may result in

severe personal injury or death.



High-voltage rubber insulated gloves must be worn when working on any high-voltagecables. The 'High-Voltage Shutdown Procedure' must be followed prior to removing any

high-voltage cables. Failure to follow these instructions may result in severe personalinjury or death.





DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.

Components marked withDANGER High Voltage should beavoided. Service must beperformed by qualified personnel only.

WARNING


Components marked with HighVoltage should be avoided.Service must be performed byqualified personnel only.

HAZARDOUS VOLTAGE





STEP A


and FMIs withServiceRanger using the 9-pin diagnostic connector.

2. Key off.

3. Follow the Hybrid ShutdownProcedure on page 3, to

avoid shock, burn, or deathfrom improperly handledhigh-voltage.

4. What Faults are present If Fault Code 78 is listed with anactive Fault Code 113

Go to procedure for Fault Code113, FMI 6 on page 369

If Fault Code 78 is listed with noFault Code 113

Replace the PEC. Go toSTEP V

STEP V



3. Key on.


5. Drive the vehicle andattempt to recreate the

code6. Check for codes. See Fault





WARNING




High Voltage Battery Temperature Fault

SA 239

SPN 520233

FMI 0, 16

Overview





• The Battery Control Unit ignition voltage is greater than 7 volts.


• FMI 0 is set when the BCU detects high-voltage battery temperature is greater than 70°C for6.4 seconds.

• FMI 16 is set when the BCU detects high-voltage battery temperature is greater than 60°C for

6.4 seconds.

Possible Causes

• FMI 0

- PEC

- Battery Fan- Battery Fan Air Filter

- Battery Fan Relay power supply harness

- Battery Fan Relay

- Battery Fan Exhaust Screen



• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory

• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode• Transmission defaults start gear to 1st

Note: The conditions above are only present for FMI 0.








• ServiceRanger













High-voltage cables and wiring are orange in color and contain a warning label at the

connectors, while high-voltage components are marked with a label. High-voltage rubberinsulated gloves must be used when working on any of these components. Failure to follow

these instructions may result in severe personal injury or death.

DANGERHAZARDOUS VOLTAGEYou will be severly injured or killed

if you do not follow the procedure.Components marked with

DANGER High Voltage should beavoided. Service must beperformed by qualified personnel only.

WARNING


Components marked with High


HAZARDOUS VOLTAGE




Connector Views

HCM

30

86

8785

26 86

87

85

30

Battery Fa

n


Battery Fan Relay

24V Truck Battery

2 4 V

P l u s

4Battery Fan Return

PEC

12

Ground14

Battery Fan Supply

Cooling Fan Plus

Cooling Fan Minus


37 38

35 36

16

7 12

13 22

23 28

29 34


19 - Way Mating Connector View(PEC - Low Voltage Connector)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19





STEP A



2. Key off.

3. Follow “Hybrid ShutdownProcedure” found at front of

book, to avoid shock, burn,or death from improperlyhandled high-voltage.

4. What Faults are present. If Fault Code 82 FMI 0 is listed Go to STEP B

If Fault Code 82 FMI 16 is listed Test complete. FMI 16 requiresno action or replacement.

STEP B


1. Remove and inspect the Airfilter on the PEC inlet andthe exhaust screen on thePEC outlet.

If the air filter and screen areclean and free from debris

Go to STEP C

If the air filter is dirty or theexhaust screen is plugged

Replace the Air Filter and cleanthe Exhaust Screen. Go toSTEP V

WARNING




STEP C


1. Key off.

2. Connect ServiceRanger tothe 9-pin diagnosticconnector in the cab.

3. Key on.

4. Go to “Product Tests” andselect Battery Fan Relay.

5. Check for airflow from thefront and rear air ports inthe PEC.

If airflow can be felt from thePEC air inlet and exhaust

Go to STEP E

If airflow can not be felt from thePEC air inlet and exhaust

Go to STEP D

STEP D


1. Key on.

2. Disconnect the 19-wayconnector at the PEC.

3. Measure voltage at the19-way connector from pin

12 to pin 14.

If voltage between pins 12 and14 is +/- 0.2 volts of battery

voltage


If voltage between pins 12 and14 is outside of range

Repair Battery Fan Relaycircuit. Refer to OEM.

STEP E


1. Is fault code 105 FMI 29listed active

Fault code 105 FMI 29 is active Replace the PEC. Go to STEP V

Fault code 105 FMI 29 is notactive Using ServiceRanger go to“Advanced Product Functions”menu and select the HCM option.Download the Snapshot file andcontact Eaton at 1-800-826-HELP (4357).




STEP V


1. Key off.


3. Key on.











Invalid Shift Range

SA 3

SPN 751

SID 18

PID 18

FMI 12, 13

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sendsdriver mode selection data. The only compatible shift devices are the Eaton® Push Button ShiftControl (PBSC) and OEM supplied shift lever (if equipped with park). The TECU checks the

vehicle for the type of shift device during the first power-up.



• The TECU is being powered up for the first time and no shift device has been configured.


• Fault Code 83 is set when redundant sensor voltages do not agree.

Possible Causes

• Faulty Sensors• Harness

• TECU



• A “F” will show in the gear display• Fault is stored in TECU memory• TECU changes to “AutoShift” control

• The engine will not crank







Required Tools

• Basic Hand Tools• Eaton Test Adapter Kit• Digital Volt/Ohm Meter

• ServiceRanger












High-voltage cables and wiring are orange in color and contain a warning label at theconnectors, while high-voltage components are marked with a label. High-voltage rubberinsulated gloves must be used when working on any of these components. Failure to follow




WARNING

To reduce risk of possible serious

injury (Shock, Burn or Death):Components marked with HighVoltage should be avoided.Service must be performed byqualified personnel only.

HAZARDOUS VOLTAGE




Connector Views


STEP A


1. Disconnect the 4-wayconnector to the park pawlactuator.

2. Key on.

3. Check for 24V supply at 4-pin connector at pins 1 and

2.

If voltage between pins 1 and 2is +/- 0.2 volts of battery voltage

Go to STEP B

If voltage is outside the range Go to STEP D


3738

3536

16

12

1322

2328

2934

7


Park PawlActuator

3

1

4

2

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

17

16

15

31

Shift Return (Minus)

Shift Control Input 1

Shift Control (Plus)


TECU

2

3

4

1

4-Pin Park Pawl ActuatorConnector




STEP B


1. With the actuator/shift lever

in the Neutral positioncheck voltage on pins:

• 3 to ground

• 4 to ground

If voltage is between 2.25V and2.75 V

Go to STEP C

If voltage is outside the range Replace Sensor. Go to STEP V

STEP C


1. Disconnect the TECUVehicle Harness 38-wayconnector.




If continuity is okay Replace the TECU. Go toSTEP V


STEP D


1. Disconnect the TECUVehicle Harness 38-wayconnector.


• 38-way connector

pin 17 and 4-pinconnector pin 1


If continuity is okay Replace the TECU. Go to

STEP V





STEP V


1. Key off.


3. Key on.











Shift Control Device Not Configured Fault

SA 3

SPN 751

MID 130

SID 18

FMI 13, 14

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sendsdriver mode selection data. The only compatible shift device is the Eaton® Push Button ShiftControl (PBSC) and OEM supplied shift lever (if equipped with park). The TECU checks thevehicle for the type of shift device during the first power-up.

Note: This fault code will only be set active.



• The TECU is being powered up for the first time and no shift device has been configured.


• FMI 13 is set when the TECU powers-up the first time and fails to recognize any valid shift

device connected to the vehicle within five seconds.

Possible Causes

• FMI 13• OEM Wiring Harness between TECU and shift control device is disconnected• PBSC• FMI 14• OEM Wiring Harness between TECU and shift control device is disconnected

• Shift Lever



• The “Service” lamp may or may not come on depending on the failure.• Fault is stored in TECU memory.• TECU changes to “AutoShift Fallback” mode.

• The engine will not crank.



Shift Control Device Not Configured Fault Fault Code 84 Isolation Procedures





• ServiceRanger




Connector Views


3738

3536

16

12

1322

23282934

7

Harness Front View(Push Button Shift Control 30-Way Connector)

ABCDEFGHJK

1

2

3

A1

A3

K1

K3

TECU PBSC

28

27 F2

F1

31

25 J3

C1

B3

HIL High

HIL Low

Shift Power (Plus)


HIL High

HIL Low

Shift Power (Plus)


VDash Dimmer


Shift LeverController

3

1

4

2

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

17

16

15

31



Shift Control (Plus)


TECU

2

3

4

1

4-Pin Park Pawl ActuatorConnector




STEP D


1. Key off.


3. Disconnect vehicle harness38-way connector.

4. Measure the resistancebetween pin J3 on the shiftcontrol 30-way connectorand the pin 25 on thevehicle harness 38-wayconnector

If resistance between pins J3and pin 25 is 0-0.3 ohms

Go to STEP E

If resistance is out of range Repair the vehicle harness

between the PBSC and thetransmission ECU. Go toSTEP V

STEP E


1. Key off.



4. Measure the resistancebetween the following:

• Pin C1 on the shiftcontrol 30-wayconnector and pin31 on the vehicleharness 38-wayconnector

• Pin C1 on the shift

control and ground

If resistance between pins C1and pin 25 is 0-0.3 ohms andresistance between pin C1 andground is 10K ohms or greater

Replace the Transmission ECU(only if fault code is active). Goto STEP V

If resistance is out of range Repair the vehicle harnessbetween the PBSC and thetransmission ECU. Go toSTEP V




STEP F


1. Key off.

2. Disconnect the shift control30-way connector

3. Key on.

4. Measure the AC voltagebetween pins F1 and F2

If voltage is 0.1 volts AC orgreater

Replace the push button shiftcontrol (PBSC). Go to STEP V

Note: Make sure the meter ison the AC auto featureor set to the AC 10 voltsscale

If voltage is 0.1 volts AC or less Go to STEP G

STEP G


1. Key off.




• Pin F1 on the shiftcontrol 30-wayconnector and pin28 on the vehicleharness 38-wayconnector

• Pin F1 on the shiftcontrol 30-wayconnector andground

If resistance between pins F1and pin 28 is 0-0.3 ohms andresistance between pin F1 andground is 10K ohms or greater

Go to STEP H





STEP H


1. Key off.




• Pin F2 on the shiftcontrol 30-wayconnector and pin27 on the vehicleharness 38-way

connector• Pin F2 on the shift

control 30-wayconnector andground

If resistance between pins F2and pin 27 is 0-0.3 ohms andresistance between pin F2 andground is 10K ohms or greater

Replace the Transmission ECU.Go to STEP V





STEP V


1. Key off.


3. Key on.










Shift Control Device Incompatible Fault

SA 3

SPN 639

MID 130

SID 18

FMI 12

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sendsdriver mode selection data. The TECU checks the vehicle for the type of PBSC device during the

first power-up to determine, if a compatible model is being used.


• The TECU ignition voltage is greater than 7 volts and less than 32 volts.• The TECU System Battery Voltage Low Fault is not active

• The HIL Link Fault is not active.


• FMI 12 is set anytime the TECU powers-up and detects a non-compatible shift control device,

or it does not receive a component I.D. ten seconds after power-up.

Possible Causes

• FMI 12

- Shift Control Device



• Fault is stored in TECU memory• TECU changes to “AutoShift Fallback” mode

• The engine will not crank.




Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit



Shift Control Device Incompatible Fault Fault Code 85 Isolation Procedures

• Digital Volt/Ohm Meter• ServiceRanger




STEP B


1. View the Hybrid Control

Module selection under theRoadranger Configurationsoption in ServiceRanger.

2. View the SystemConfiguration field for oneof the following options:

• UPG = Used in EH-8E306A-UPGtransmission

• UP = Used in EH-8E306A-UPtransmissions

• CD or U = Used inEH-8E306A-CDand EH-8E306A-Utransmissions

3. Compare the HCM SystemConfigurations selection tothe TECU Push-button Typeselection.

If HCM System Configurationand TECU Push-button Typeare the same

Contact Eaton at 1-800-826-HELP (4357).

If HCM System Configurationand TECU Push-button Typeare different

Install a HCM with the correctconfiguration to match thetransmission tag. Go to STEP V




STEP V


1. Key off.


3. Key on.










Inverter CAN Message Fault (HCM)

SA 239

SPN 520223

FMI 2, 9

Overview

The Inverter communicates with the Battery Control Unit (BCU) located in the Power ElectronicsCarrier (PEC) and the Hybrid Control Module (HCM) on the Controller Area Network (CAN) high-speed proprietary data link. The data link is a two wire twisted pair with two 120 ohm resistors

located in the link.



• The HCM CAN data link fault is not active.


• FMI 9 is set when the HCM has not received a Inverter message for 30 consecutive messagecycles.

• FMI 2 is only active in Product Diagnostic Mode and will set if 3 consecutive Invertermessages are not received by the HCM.


Possible Causes

• FMI 9, 2

- Inverter

- CAN data link



• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory• Electric motor/generator assist and regen are disabled, however, the high-voltage relays will

remain powered.

• HCM continues to control the Hybrid vehicle in a diesel only mode• Transmission defaults start gear to 1st






Required Tools


• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter

• ServiceRanger

Connector Views

27

28

5

4

HCM Inverter

CAN - High (Vehicle)

CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

16

7 12

13 22

23 28

29 34


10

20

30

40

1

11

21

31






STEP A


and FMIs withServiceRanger using the9-pin diagnostic connector

2. Perform Electrical Pretestand Hybrid ElectricalPretest.

If no issues are found during theHybrid Electrical Pretest

Go to STEP B

If issue was repaired during theHybrid Electrical Pretest

Go to STEP V

STEP B


1. Key off

2. Follow the Hybrid ShutdownProcedure on page 3, toavoid shock, burn, or death

from improperly handledhigh-voltage

3. Disconnect Inverter 40-wayconnector

4. Measure resistancebetween Inverter 40-wayconnector pins 5 and 4

If resistance between pins 5and 4 is between 50-70 ohms

Replace Inverter. Go toSTEP V


If resistance is outside of range Repair CAN data link Harness.Go to STEP V

WARNING




STEP V


1. Key off


3. Key on





If code 88 appears Return to STEP A to find error intesting





Battery Control Unit CAN Message Fault (HCM)

SA 239

SPN 520234

FMI 2, 9

Overview

The Hybrid Control Module (HCM) communicate with the Inverter communicates with the BatteryControl Unit (BCU) located in the Power Electronics Carrier (PEC) and the HCM on the ControllerArea Network (CAN) high-speed proprietary data link. The data link is a two wire twisted pair with

two 120 ohm resistors located in the link.



• The HCM CAN data link fault is not active.


• FMI 2 is only active in Product Diagnostic Mode and will set if 3 consecutive BCU messagesare not received by the HCM.

• FMI 9 is set when the HCM has not received a BCU 1 message for 30 consecutive messagecycles.


Possible Causes

• FMI 2, 9

- Inverter

- CAN data link from PEC to Inverter

- PEC

Fallback Mode When Faults is Set


• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory• Electric motor/generator assist and regen are disabled, however, the high-voltage relays will

remain powered• HCM continues to control the Hybrid vehicle in a diesel only mode








Required Tools


• ServiceRanger












High-voltage cables and wiring are orange in color and contain a warning label at theconnectors, while high-voltage components are marked with a label. High-voltage rubberinsulated gloves must be used when working on any of these components. Failure to follow




WARNING



HAZARDOUS VOLTAGE




Connector Views

27

28

5

4

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

16

7 12

13 22

23 28

29 34

PEC Harness Connector View (Deutsch 19 - Way)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

35

34

2

1

PEC

CAN - High

CAN - Low


10

20

30

40

1

11

21

31






STEP A



2. Perform Electrical Pretestand Hybrid ElectricalPretest.

If no issues are found during theHybrid Electrical Pretest

Go to STEP B

If issue was repaired during theHybrid Electrical Pretest

Go to STEP V

STEP B


1. Key off



3. Disconnect PEC 19-wayconnector

4. Measure resistancebetween PEC 19-wayconnector pins 1 and 2



Replace the Battery ControlUnit (BCU). Go to STEP V


WARNING




STEP C


1. Disconnect Inverter 40-way

connector.

2. Measure resistancebetween:

• Inverter 40-wayconnector pin 35and PEC 19-wayconnector pin 2.

• Inverter 40-wayconnector pin 34and PEC 19-wayconnector 1.

If resistance between pin 35and 2 is between 0-0.2 ohms,and resistance between 34 and1 is between 0-0.2 ohms

Replace Inverter. Go to STEP V


If resistance is outside of range Repair CAN data link Harnessbetween Inverter and PEC. Goto STEP V

STEP V


1. Key off.


3. Key on.














• ServiceRanger

Connector Views

HCM

30

86

8785

32 86

87

85

Crank Enable Plus


37 38

35 36

16

7 12

13 22

23 28

29 34


12-Volt

Cranking Relay

24V Truck Battery

2 4 V

P l u s

4Crank Enable Minus

26Crank Enable Latch

AutoShift Start Enable Relay (30)






STEP A


and FMI’s withServiceRanger using 9-pindiagnostic connector.

2. Swap the 24V crankingrelay with another relay andsee if the fault returns

If the fault does not return withnew relay

Replace 24V cranking relay. Goto STEP V

If the fault returns with newrelay

Go to STEP B

STEP B


1. What FMIs were listed fromStep A.


Note: The 24-volt CrankingRelay must be wiredaccording to Eaton®Hybrid requirements(shown on previouspage) for this test to

work properly. If wireddifferently, consult OEMfor correct wiringschematic.


STEP C


1. Key off.


3. Disconnect the HCMvehicle harness 38-wayconnector

4. Measure the resistancebetween HCM vehicleharness 38-way connectorpins 32 and 4

If resistance between 32 and 4is 40-120 ohms

Go to STEP D

If resistance is outside of range Repair the vehicle harness foran open circuit. Go to STEP V




STEP D


1. Key on.

2. Measure voltage betweenHCM vehicle harness38-way connector pin 32and ground at key on.


Replace the HCM (only if faultcode is active).Go to STEP V


Repair the short to vbatt on theharness. Go toSTEP V

STEP E


1. Key off.


3. Disconnect the HCMharness 38-way connector.

4. Measure voltage betweenHCM vehicle harness38-way connector pin 32and ground.

If voltage between pin 32 andground is 10K ohms or greater

Replace the HCM (only if faultcode is active).Go to STEP V

If resistance is outside of range Repair the vehicle harness for a

short to ground. Go to STEP V




STEP V


1. Key off.


3. Key on.








Procedure page 19




High Voltage Battery Fault

SA 239

SPN 520238

FMI 0, 22 - 31

Overview







• FMI 0,22-31 are set for various internal High-Voltage Battery failures.

Possible Causes

• FMI 0, 22-31

- PEC



• The red “Stop Hybrid” lamp will display for FMI 0• The amber “Check Hybrid” lamp will display for FMI 22-29• Fault is stored in HCM memory• Depending on the FMI the Inverter or HCM shuts the high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode





Required Tools


• ServiceRanger






















WARNING



HAZARDOUS VOLTAGE





STEP A



2. Key off.

3. Follow the “HybridShutdown Procedure”

found at front of book, toavoid shock, burn, or deathfrom improperly handledhigh-voltage.

4. What FMIs are present If Fault Code 101, FMI 27 or 28are listed with an active FaultCode 101 FMI 26


If Fault Code 101, FMI 27 or 28are not listed with an activeFault Code 101 FMI 26

Go to STEP B

If Fault Code 101 FMI 22-25 arelisted


If Fault Code 101 FMI 29 islisted

Go to STEP C

If Fault Code 101 FMI 30 or 31are listed

Test complete. FMI’s 30 and 31require no action orreplacement.

STEP B


1. View the Data Monitorparameter PID 133 “BatterySOC”

If PID 133 “Battery SOC” is lessthan 80 percent Replace the PEC. Go toSTEP V

If PID 133 “Battery SOC” isgreater than 80 percent


WARNING




STEP C


1. View the Data Monitor

parameter PID 133 “BatterySOC”

If PID 133 “Battery SOC” is

greater than 10 percent

Replace the PEC. Go to

STEP V

If PID 133 “Battery SOC” is lessthan 10 percent


STEP V


1. Key off.


3. Key on.











Battery Control Unit Communication Fault

SA 239

SPN 520265

FMI 22 - 26

Overview

The High-Voltage Batteries each contain a cell controller that communicates over a twisted pairdata link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Boxcommunicates with each battery to determine temperature, SOC, and voltage. This information is

then sent to the Inverter.





• FMI 22 is set when the BCU fails to communicate over the CAN data link for 30 ms.• FMI 23 is set when the BCU fails to receive HCM data over the CAN data link for 2.5 seconds

or greater after communication is established.• FMI 24 is set when the BCU fails to receive Inverter data over the CAN data link for 2.5

seconds or greater after communication is established.• FMI 25 is set when the BCU fails to transmit anything over the data link for 2 seconds.

• FMI 26 is set when the BCU detects an error on initial check.


- Relay box• FMI 22, 25

- Relay box

- CAN data link between PEC and Inverter• FMI 23

- Relay box

- CAN data link between PEC and HCM• FMI 24

- Relay box

- Inverter- CAN data link between PEC and Inverter







• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode





Required Tools


• ServiceRanger





listed in this manual along with the glove protectors. The rubber gloves should be tested













WARNING



HAZARDOUS VOLTAGE





STEP A

Procedure Condition Action1. Key off

2. Key on

3. Retrieve active fault codesand FMIs withServiceRanger using the9-pin diagnostic connector

4. Perform Electrical Pretestand Hybrid ElectricalPretest

If no issues are found duringeither Electrical Test

Go to STEP B

If issue was repaired during

either Electrical Test

Go to STEP V

STEP B


1. Key off

2. Follow the Hybrid ShutdownProcedure on page 3, toavoid shock, burn, or deathfrom improperly handledhigh-voltage

3. What Faults are present If Fault Code 103 FMI 26 is listed Replace PEC. Go toSTEP V

If Fault Code 103 FMI 22, 23, 24,or 25 are listed with an active faultcode 111

Go to procedure for Fault Code111 on page 357

If fault code 88 or 89 are listed Go to procedure for Fault Code88 on page 299 or 89 on

page 303

WARNING

http://-/?-

http://-/?-

http://-/?-

http://-/?-




STEP V


1. Key off


and the negative battery

cable

3. Key on


Removal/Clearing on

page 17

5. Drive the vehicle and attempt

to recreate the code



If no codes Test complete

If code 103 appears Return to STEP A to find error in

testing.


Procedure page 19




Battery Control Unit Fault

SA 239

SPN 520240

FMI 22 - 30

Overview

The High-Voltage Batteries each contain a cell controller that communicates over a twisted pairdata link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Boxcommunicates with each battery to determine temperature, State of Charge (SOC), and voltage.

This information is then sent to the Inverter.





• FMI 22-30 are set for various internal Battery Control Unit failures.

Possible Causes

• FMI 22-30

- Relay box



• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode








Required Tools


• ServiceRanger












injury or death.





DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked withDANGER High Voltage should beavoided. Service must be


WARNING



HAZARDOUS VOLTAGE





STEP A



2. Key off.


4. What FMIs are present If Fault Code 105, FMI 23-29 islisted

Replace PEC. Go to STEP V

If Fault Code 105, FMI 30 is listed Go to STEP B

If Fault Code 105, FMI 22 is listed Key off and back on. If fault is stillpresent at key on, Replace PEC.Go to STEP V

WARNING




STEP B



2. Disconnect the AC high-voltage connector at theMotor / Generator

3. With the AC cabledisconnected at both ends,measure resistance to cableshielding at all threeterminals. Note: Cableshould be flexed whilemeasuring

If Open or “OL” on meter Replace PEC

If any resistance/continuity isfound

Replace AC High Voltage Cable.Go to STEP V

WARNING




STEP V


1. Key off


3. Key on




page 17







High Voltage Battery Leak Detection Fault

SA 239

SPN 520242

FMI 1

Overview

The Battery Control Unit (BCU) continuously monitors the vehicle to detect a high-voltage leak.The circuit is connected to 3 locations on the DC high-voltage line with the opposite end connected

to the chassis through a resistor.





• FMI 1 is set when resistance between high-voltage cable and inverter case is less than 82k

ohms for 1.2 seconds.

Possible Causes

• FMI 1

- High-voltage cable insulation damage

- High-voltage component leaking






Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The

TECU will automatically clear the faults from history after 200 hours and the HCM willautomatically clear the faults from history after 200 hours of the fault staying inactive.

Required Tools





• ServiceRanger

• Megatest Meter AMB-45


A buffer zone must be set up and high-voltage insulated rubber gloves are required prior toworking on any high-voltage. Failure to follow these instructions may result in severepersonal injury or death.









injury or death.





WARNING



HAZARDOUS VOLTAGE

DANGER

HAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked withDANGER High Voltage should be

avoided. Service must beperformed by qualified personnel only.





STEP A

Procedure Condition Action1. Key on


If fault code 107 is active Go to STEP B

If fault code 107 is inactive Test complete. Go to STEP V

STEP B


1. Key off


3. Disconnect the Inverter DC

connector at the PEC

4. Measure the resistance toshield at the DC cableconnector on both thepositive and negativeterminals

If Open or “OL” on meter Go to STEP I


Go to STEP C

WARNING




STEP C



2. Disconnect the DCconnector at the Inverter

3. With the DC cabledisconnected at both endsmeasure the resistance tocable shielding at both thepositive and negativeterminals

If Open or “OL” on meter Go to STEP D


Replace DC high-voltage cablebetween the PEC and Inverter.

Go to STEP V

WARNING




STEP D



2. Measure the resistance toground at the Inverter DCconnector on both positiveand negative terminals

If Open or “OL” on meter Possible error with testing. Go toSTEP V


Go to STEP E

STEP E



2. Disconnect the AC connectorat the Inverter

3. Measure the resistance toground on all three terminalsat the AC cable

If Open or “OL” on meter Go to STEP F


Go to STEP G

WARNING

WARNING




STEP F



2. Measure the resistance toground at all three terminalsat the Inverter AC connector




WARNING




STEP G



2. Disconnect the AC high-voltage connector at theMotor/Generator

3. With the AC cabledisconnected at both ends,measure resistance to cableshielding at all threeterminals

If Open or “OL” on meter Go to STEP H


Replace AC High Voltage Cable.Go to STEP V

WARNING




STEP H



2. Measure the resistance toground at the Motor/ Generator AC connector

If Open or “OL” on meter Possible error with testing. Go to

STEP V


Replace Motor/Generator. Go toSTEP V

STEP I


1. Is unit supplied with a DC/DCconverter or APG?

Yes Go to STEP J

No Replace PEC. Go to STEP V

WARNING




STEP J



2. Disconnect 24V positive andnegative cables from DC/DCconverter

3. Disconnect the PEC to DC/ DC converter DC cable at thePEC

4. Measure the resistance toground at the DC cableconnector on both thepositive and negativeterminals

If Open or “OL” on meter Possible error in testing. Go toSTEP V if vehicle does not havean APG. Go to STEP M if vehicleis equipped with APG


Go to STEP K

WARNING




STEP K



2. Disconnect the high-voltageDC cable at the DC/DCconverter

3. With the DC cabledisconnected at both ends,measure resistance to cableshielding at positive andnegative terminals

If Open or “OL” on meter Go to STEP L


Replace High Voltage DC Cable.Go to STEP V

WARNING




STEP L



2. Measure the resistance toground at the DC/DCConverter high-voltage DCconnector at both positiveand negative terminals



Replace DC/DC Converter. Go toSTEP V

WARNING




STEP M



2. Disconnect the APG DChigh-voltage cable at thePEC

3. Measure the resistance toground at the DC cableconnector on both thepositive and negativeterminals

If Open or “OL” on meter Replace the PEC. Go to STEP V


Go to STEP N

WARNING




STEP N



2. Disconnect the high-voltageDC cable at the APG

3. With the DC cabledisconnected at both endsmeasure the resistance frompositive and negativeterminals to cable shieldingat PEC cable end

If Open or “OL” on meter Go to STEP O


Replace DC High Voltage Cable.Go to STEP V

WARNING




STEP O



2. Measure the resistance toground at APG high-voltageDC connector pins 1(+) and4(-)



Replace APG. Go to STEP V

WARNING




STEP V


1. Key off.


3. Key on.

4. Clear codes. Clear codes.See Fault Code Removal/ Clearing on page 17


6. Check for codes. Clearcodes. See Fault Code








Battery Control Unit Power Supply Fault

SA 239

SPN 520268

FMI 3, 4

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. TheBattery Control Unit located in the Relay Box receives 24-volts ignition power and ground from the

Inverter.


• The HCM Inverter enable voltage is greater than 7 volts and less than 16 volts.


• FMI 3 is set when the BCU detects the Inverter enable voltage is greater than 16 volts for 1second.

• FMI 4 is set when the BCU detects the Inverter enable voltage is less than 7 volts for 1

second.

Possible Causes

• FMI 4

- Relay Box

- Low-voltage harness from Inverter to PEC

- HCM- Low-voltage harness from HCM to Inverter

- Inverter• FMI 3

- Relay Box




• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode








Required Tools


• ServiceRanger












injury or death.


insulated gloves must be used when working on any of these components. Failure to follow

these instructions may result in severe personal injury or death



WARNING



HAZARDOUS VOLTAGE




Connector Views

Inverter

Ground BC

VB_B

19 - Way Mating Connector View(PEC - Low Voltage Connector)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

14

15

6

7

PEC

Ground BC

VB_B



37 38

35 36

16

7 12

13 22

23 28

29 34

HCM

Inverter Enable 2 9 Inverter Enable

10

20

30

40

1

11

21

31






STEP A



2. Key off


4. What Faults are present If Fault Code 108 FMI 3 or 4 arelisted with an active Fault Code114

Go to procedure for Fault Code114 on page 375

If Fault Code 108 FMI 3 or 4 arelisted with no active Fault Code114

Go to STEP B

STEP B


1. Disconnect the PEC 19-wayconnector.

2. Connect a multi meter to thePEC 19-way connector pin 6and pin 7.

3. Place multimeter where it canbe viewed, while standingnext to the truck.

4. Key on.

5. Observe multi meter voltagereading.

If voltage between pins 6 and 7 is23 to 25 volts

Replace the Battery Control Unit.Go to STEP V

If voltage between pins 6 and 7 isless than 7 volts

Go to STEP C

WARNING




STEP C


1. Key off.


3. Measure resistance on thefollowing:

• Inverter 40-wayconnector pin 14 toPEC 19-wayconnector pin 6.

• Inverter 40-wayconnector pin 15 toPEC 19-wayconnector pin 7.

If resistance from pin 14 to pin 6is 0 to 0.3 ohms and resistancefrom pin 15 to pin 7 is 0 to 0.3ohms


If resistance is outside of range Replace the low-voltage harnessfrom the PEC to the Inverter. Goto STEP V

STEP V


1. Key off


3. Key on










Inverter Fault

SA 239

SPN 520220

FMI 21 - 29

Overview

The Inverter assembly is connected to the high-voltage DC cable from the PEC along with thehigh-voltage AC cable from the Motor/Generator. It inverts the DC to AC voltage to power themotor during electric assist and rectifies the AC back to DC to charge the high-voltage batteriesduring coasting or regenerative braking. The Inverter is also the main controller for the high-voltage system communicating to the Battery Control Module in the PEC along with

communicating to the HCM for overall system operation.


• The HCM is powered and ignition voltage is greater than 7 volts and less than 32 volts.



• FMI 21-29 are set due to various internal failures of the Inverter.

Possible Causes

• FMI 21-29

- Inverter



• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory• Depending on the internal failure the Inverter may continue to operate with the fault logged, or

shutdown the high- voltage system.• HCM continues to control the Hybrid vehicle in a diesel only mode for most failures.








Required Tools


• ServiceRanger












injury or death.







WARNING

To reduce risk of possible seriousinjury (Shock, Burn or Death):Components marked with High


HAZARDOUS VOLTAGE




Inverter Communication Fault

SA 239

SPN 520260

FMI 12, 19, 22- 28

Overview

The Inverter communicates with the Battery Control Unit (BCU) located in the PEC and the HybridControl Module (HCM) on the CAN high-speed proprietary data link. The data link is a two wire

twisted pair with two 120 ohm resistors located in the link.


• The HCM is powered and ignition voltage is greater than 7 volts and less than 32 volts.



• FMI 12 or 19 are set when the CAN message does not match or EEPROM check sum erroroccurs at system power up.

• FMI 22 is set when Inverter detects an internal CAN communication failure at power-up.• FMI 23, 24, 25, 27, or 28 are set when the Inverter fails to transmit, receive or obtain any

messages on the CAN data link.

• FMI 26 is set when a specific message sent from the HCM is invalid.

Possible Causes

• FMI 22 - Inverter• FMI 23, 24, or 25

- CAN data link

- Inverter

- Relay Box• FMI 26

- HCM• FMI 27

- Vehicle Harness

- Relay Box

- Inverter



• The amber "Check Hybrid" lamp will display.• Fault is stored in HCM memory.• Electric Motor/Generator assist and regen are disabled, however, the high-voltage relays will

remain powered.




• HCM continues to control the Hybrid vehicle in a diesel only mode.



Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The

TECU will automatically clear the faults from history after 200 hours and the HCM willautomatically clear the faults from history after 200 hours of the fault staying inactive.

Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger





working on any high-voltage. Failure to follow these instructions may result in severe
















WARNING

To reduce risk of possible seriousinjury (Shock, Burn or Death):Components marked with HighVoltage should be avoided.Service must be performed byqualified personnel only.

HAZARDOUS VOLTAGE




Connector Views

27

28

5

4

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34

Deutsch 19 - Way Mating Connector View (PEC - Low-Voltage Connector)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

35

34

2

1

PEC

CAN - High

CAN - Low


10

20

30

40

1

11

21

31






STEP A


2. Key on


4. Perform Electrical Pretestand Hybrid Electrical Pretest

If no issues are found duringeither Electrical Test

Go to STEP B

If issue was repaired during eitherElectrical Test

Go to STEP V

STEP B


1. Key off

2. Follow “Hybrid ShutdownProcedure,” found at front of

book, to avoid shock, burn, ordeath from improperlyhandled high-voltage

3. What FMI’s are present foractive fault 111

If FMI 22 is listed Replace the Inverter. Go toSTEP V

If FMI 26 is listed Replace the HCM. Go to STEP V

If FMI 12, 23, 24, 25, 28 are listed Go to procedure for Fault Code88



WARNING




STEP C


1. Key off

2. Remove 40-pin connector atthe Inverter

3. Check for short to groundand 24-volt at pins 34 and 35

Short found to ground or 24V Replace the Vehicle Harness. Goto STEP V

No short or open circuit foundand there is an active fault 103FMI 26


No short or open circuits found Replace the Inverter. Go toSTEP V

STEP D


1. Key on

2. Key off and allow the systemto power down for at least 2minutes.

3. Turn key to the on position If fault code 111 FMI 9 is notactive

Test complete. Go to STEP V

If fault code 111 FMI 9 is active Go to STEP E

STEP E


1. Key off

2. Remove the 40 pin connectorat the Inverter

3. Measure the voltage at Pin 1 If voltage at PIn 1 is 0 Replace the Inverter. Go toSTEP V

If voltage at Pin 1 is the same as

the battery voltage





STEP V


1. Key off


3. Key on











Inverter Voltage Fault

SA 239

SPN 520221

FMI 3, 4

Overview

The Inverter is connected to the Power Electronics Carrier through a high-voltage DC cable, whichsupplies 340 volts from the batteries. During operation, the Inverter monitors the input voltage to

determine an over or under voltage concern.




• FMI 4 is set when the Inverter input voltage measured at the capacitor is less than 200 volts for1 second, while the main relays in the Relay Box are on.

• FMI 3 is set when the Inverter input voltage measured at the capacitor is greater than 435 volts

for 0.05 ms.

Possible Causes

• FMI 3,4

- Inverter

- PEC

- DC high-voltage cable










Required Tools


• ServiceRanger












injury or death.






WARNING



HAZARDOUS VOLTAGE




Connector Views

Inverter

340-Volt Pos (High Voltage)

340-Volt Neg (High Voltage) DC (-)

DC (+)

DC (-)

DC (+)

PEC

High Voltage DC Connector View(Yazaki Connector)

1 2

DC(+) DC(-)


340-Volt Neg (High Voltage)


High-Voltage DC Connector to PEC

DC(+) DC(-)





STEP A


2. Key on


4. Follow the Hybrid Shutdown

Procedure on page 3, toavoid shock, burn, or deathfrom improperly handledhigh-voltage

5. What Faults are present If Fault Code 112 FMI 3 is listed Contact Eaton at 1-800-826-HELP (4357).

If Fault Code 112, FMI 3 is listedwith other active Hybrid FaultCodes beside 112

Go to procedure for active HybridFault Code(s).

If Fault Code 112 FMI 4 is listed Go to STEP B

WARNING




STEP B


1. Key off

2. Disconnect the DC high-voltage connector at theInverter

3. Place the multi-meter on uFoption



5. Place the leads into the twoInverter DC high-voltagesockets making sure theprobes touch the terminals

6. Record the measurementafter 2 minutes

If the uF reading is 1104uF-1656uF at 68°F (20°C)

Go to STEP C

If the uF reading is outside1104uF-1656uF at 68°F (20°C)


STEP C


1. Key off

2. Disconnect the DC high-voltage connector from thePEC

3. Measure the resistance ofeach circuit on the DC cablefrom the PEC connector tothe Inverter connector

If the resistance for each circuit is1 ohm or less


If resistance is out of range Replace the DC High-VoltageCable. Go to STEP V

WARNING




STEP V


1. Key off


3. Key on




page 17







Inverter Current Fault

SA 239

SPN 520222

FMI 6, 14

Overview

The Inverter is connected to the Power Electronics Carrier (PEC) through a high-voltage DC cablewhich supplies 340 volts from the batteries. During operation, the Inverter monitors the output

current to the Motor/Generator.




• FMI 6 is set when the Inverter IGBT current is greater than 800 amps for 0.05 ms or the motorcable is short.

• FMI 14 is set when motor torque commanded is zero and current is reported by the Inverter.

Possible Causes

• FMI 6

- Inverter

- Motor/Generator

- AC high-voltage cables

• FMI 14- Motor/Generator

- AC high-voltage cables



• The red “Stop Hybrid” lamp will display for FMI 6 and a amber Check Hybrid for FMI 14• Fault is stored in HCM memory• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode







Required Tools


• ServiceRanger





listed in this manual along with the glove protectors. The rubber gloves should be testedbefore EVERY use following the rubber insulation gloves testing found in this manual.Failure to follow these instructions may result in severe personal injury or death.










DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked withDANGER High Voltage should be

avoided. Service must beperformed by qualified personnel only.

WARNING



HAZARDOUS VOLTAGE




Connector Views


W

V

U

W

V

U

Inverter Motor/ Generator

Phase 1

Phase 2

Phase 3

Phase 1

Phase 2

Phase 3



W U

V

E D

F

U

V

W

F

E D

D

E

D

E

Loose Disconnect

Loose Disconnect

Loose Disconnect

Loose Disconnect





STEP A



2. Key off


4. What FMI(s) are present If Fault Code 113 FMI 6 is listed Go to STEP B

If Fault Code 113 FMI 14 is listed Go to STEP D

STEP B


1. Visually inspect the AC cable

for signs of abrasion, cuts, orexposed wiring

2. Remove the AC high-voltagecable at the Motor/Generatorand Inverter

3. Measure the resistancebetween the following AChigh-voltage cable pins:

• U-V

• V-W

• W-U

If resistance between each phaseis 5M or greater

Go to STEP C

An Auto Ranging Digital Volt/OhmMeter must be used If resistance is outside of range Replace the AC High-VoltageHarness. Go to STEP V

WARNING




STEP C


1. Measure the resistance of

each AC high-voltage cablepin to ground

If resistance between each pin

and ground is 5M or greater

Replace the Inverter. Go to

STEP V

If resistance is outside of range Replace the AC High-VoltageCable. Go to STEP V

STEP D


1. Remove the AC high-voltagecable from the Inverter andMotor/Generator

2. Measure the resistance ofthe AC high-voltage cablefrom the Inverter connectorto the Motor/Generatorconnector on each of thefollowing pins:

• U-U

• V-V

• W-W

If resistance is less than 1 ohmon each circuit

Replace the Motor/Generator. Goto STEP V

Note: An Auto Ranging DigitalVolt/Ohm Meter must beused

If resistance is outside of range Replace the AC High-Voltage

Harness. Go to STEP V




STEP V


1. Key off


3. Key on











Inverter Power Supply Fault

SA 239

SPN 520261

FMI 1, 3, 4

Overview

The Inverter assembly uses a 24-volt supply provided from the HCM to power the internal control

board. The HCM provides this ignition power after it completes the power-up self check.




• FMI 1 is set when the internal 24v to 12v converter is out of range.• FMI 3 is set when the Inverter ignition voltage is greater than 16 volts (12-volt system) and 32

volts (24-volt system) for 0.5 seconds.• FMI 4 is set when the Inverter ignition voltage is less than 7 volts (12-volt system) and 16 volts

(24-volt system) for 0.1 seconds.

Possible Causes

• FMI 1

- Inverter• FMI 3

- Inverter• FMI 4

- HCM

- Inverter

- Power supply harness from HCM to Inverter



• The amber “Check Hybrid” lamp will display• Fault is stored in HCM memory• Electric Motor/Generator assist and regeneration are disabled, however, the high-voltage

relays will remain powered• HCM continues to control the Hybrid vehicle in a diesel only mode









• ServiceRanger
















DANGERHAZARDOUS VOLTAGEYou will be severly injured or killed

if you do not follow the procedure.Components marked with


WARNING


injury (Shock, Burn or Death):Components marked with High


HAZARDOUS VOLTAGE




Connector Views


STEP A




Go to STEP B


Test Complete. Go to STEP V

2

7

9

6

HCM Inverter

Inverter Enable

Ground 1

Inverter Enable

Ground 2

Front Harness View(HCM - Hybrid System Interface Connector)

37 38

35 36

16

7 12

13 22

23 28

29 34


10

20

30

40

1

11

21

31





STEP B




2. Key off


If FMI 1 is listed Replace the Inverter

4. What FMI’s are present If Fault Code 114 FMI 3 or 4 islisted

Go to STEP C

If Fault Code 114 is not present Test Complete. Go to STEP V

STEP C


1. Key off

2. Disconnect the Inverter

40-way connector

3. Connect a multi meter to theInverter 40-way connectorpin 9 and pin 6

4. Place multi meter where itcan be viewed while standingnext to the truck

5. Key on

6. Observe multi meter voltagereading

If voltage is 23 to 25 volts (24-voltsystem)


If voltage is greater than 32 volts

(24-volt system)

Repair the vehicle charging

system. Refer to OEM for repairprocedure.

If voltage is outside of range Go to STEP D

WARNING




STEP D


1. Key off

2. Disconnect the negativebattery cable

3. Disconnect the HCM SystemHarness 38-way connector

4. Measure resistance from thefollowing:

• Inverter 40-wayconnector pin 9 toHCM 38-wayconnector pin 2.

• Inverter 40-way

connector pin 6 toground.

If resistance from pin 1 to pin 2 is0 to 0.3 ohms and resistancefrom pin 6 to ground is 0 to OL


If resistance is outside of range Repair the open in the power orground harness. Go to STEP V

STEP V


1. Key off


3. Key on










• High-Voltage Gloves J-48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger














injury or death.




DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked withDANGER High Voltage should beavoided. Service must beperformed by qualified personnel only.

WARNING


HAZARDOUS VOLTAGE





STEP A


and FMIs withServiceRanger using the 9-pin diagnostic connector

2. Follow the Hybrid ShutdownProcedure on page 3, toavoid shock, burn, or deathfrom improperly handled

high-voltage

3. Key on

4. Select the Data Monitoroption and view PID 120“Inverter Temperature” in the“Power Electronics” list

5. Observe PID 120 again after20 minutes

If PID 120 “Inverter Temperature”lowered from the first to secondreading

Go to STEP B

If PID 120 “Inverter Temperature”remained constant


STEP B


1. Key off

2. Observe the coolant levelafter the system has cooledto see if it is filled to theproper level

If the coolant is within therecommend limits

Go to STEP C

If the coolant is below the

recommended limits

Refer to OEM for coolant type

and fill procedure. Go to STEP V

WARNING




STEP C


1. Visually inspect the Hybrid

liquid cooling system radiatorfor debris or obstruction toairflow and inspect thecoolant lines for sharp bends

If the radiator is free of debris and

the coolant lines are not kinked

Go to STEP D

If the radiator is full of debris, theairflow is obstructed, or thecoolant lines are kinked

Repair the concern. Go toSTEP V

STEP D

Procedure Condition Action1. Key on

2. Connect ServiceRanger tothe 9-way connector in thecab

3. Select the Advanced ProductFunctions option and selectthe “Cooling Pump” option.

4. Enable the Cooling Pumpoption

If the coolant pump turns on Go to STEP E

If the coolant pump fails to turn on Go to STEP F

STEP E


1. Select the Advanced ProductFunctions option and selectthe “Heat Exchanger Fan”option.

2. Enable the Heat ExchangerFan option

If the Heat Exchanger Fan turnson

The system needs to be purgedof air to allow the coolant to flow.

Bleed the air by using a coolantsystem pressurizing tool or avacuum tool. Go to STEP V

If the Heat Exchanger Fan fails toturns on

Go to STEP G




STEP F


1. Key on

2. Disconnect the CoolantPump 2-way connector

3. Select the Advanced ProductFunctions option and selectthe “Cooling Pump” option

4. Enable the Cooling Pumpoption

5. Measure the voltage at the2-way connector from pin Ato B.

If voltage between pins A and B is+/- 0.2 volts of battery voltage

Refer to OEM for Coolant Pumpconcern

If voltage between pins A and B is

outside of range

Refer to OEM for Cooing Pump

power harness repair procedure.

STEP G


1. Key on

2. Disconnect the HeatExchanger Fan 2-wayconnector

3. Select the Advanced Product

Functions option and selectthe “Heat Exchanger Fan”option

4. Enable the Heat ExchangerFan option

5. Measure the voltage at the2-way connector from pin Ato B.

If voltage between pins A and B is+/- 0.2 volts of battery voltage

Refer to OEM for Heat ExchangerFan concern

If voltage between pins A and B isoutside of range

Refer to OEM for Heat ExchangerFan power harness repairprocedure




STEP V


1. Key off


3. Key on











High Voltage Relays Fault

SA 239

SPN 521210, 521211, 521212

FMI 3, 4, 5

Overview

The High-Voltage Relays are located inside the Power Electronics Carrier (PEC) in the Relay Boxunit. There is one pre-charge relay on the positive side, an additional relay on the positive, and oneon the negative for a total of three. These relays are normally open when the system is off. The

relays are controlled through the Inverter.




• FMI 3 is set when a short is detected to vehicle 24 volt on the control side of a high-voltagerelay.

• FMI 4 is set when a short is detected to ground on the control side of a high-voltage relay.• FMI 5 is set when an open circuit is detected on the control side of a high-voltage relay.

Possible Causes

• FMI 3, 4, 5

- Relay Box

- Inertia Switch- Inverter

- Vehicle wiring between the Inverter and PEC



• The amber “Check Hybrid” lamp will blink for FMI 10• Fault is stored in HCM memory• The hybrid system will be offline

• Transmission defaults to 1st start gear in diesel only mode






Required Tools


• ServiceRanger












injury or death.






WARNING

To reduce risk of possible seriousinjury (Shock, Burn or Death):Components marked with HighVoltage should be avoided.Service must be performed by

qualified personnel only.

HAZARDOUS VOLTAGE




Connector Views

Inverter



DC (+)

DC (-)

DC (+)

PEC




Mating Connector View (Deutsch 19 - Way)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

1

2

1

2Interlock negative

Interlock positive

Interlock negative

Interlock positive

21

22

17

9

23

32

13

11

33

31

15

19

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus

10

20

30

40

1

11

21

31






STEP A



2. Follow the Hybrid ShutdownProcedure on page 3, toavoid shock, burn, or deathfrom improperly handled

high-voltage3. What FMI’s are present If Fault Code 116 FMI 3 is listed Go to STEP B

If Fault Code 116 FMI 4 is listed Go to STEP D

If Fault Code 116 FMI 5 is listed Go to STEP F

STEP B


1. Key off

2. Temporarily remove thelockout bracket and pull the'Service Switch' out

3. Disconnect the PEC 19-pinconnector

4. Measure the followingconnectors according to theSPN:

a. SPN 521210; pins 17and 19 to 24-volt

b. SPN 521211; pins 9 and11 to 24-volt

c. SPN 521212; pins 13and 15 to 24-volt

Any resistance from PECconnector pins to 24-volt


If meter reads OL or Open Circuit Go to STEP C

WARNING




STEP C


1. Key off

2. Connect the PEC 19-pinconnector

3. Disconnect the 40-pinInverter connector


a. SPN 521210; pins 21and 31 to 24-volt

b. SPN 521211; pins 22and 32 to 24-volt

c. SPN 521212; pins 23

and 33 to 24-volt

Any resistance from the Inverterconnector pins to 24-volt

Repair vehicle harness. Go toSTEP V

If meter reads OL or Open Circuit Replace the Inverter. Go toSTEP V

STEP D


1. Key off

2. Disconnect the PEC 19-way

connector3. Temporarily remove the

lockout bracket and pull the“Service Switch” out.


a. SPN 521210; pin 17 toground

b. SPN 521211; pin 9 toground

c. SPN 521212; pin 13 to

ground

Any resistance from the PECconnectors to ground


If meter reads OL or Open Circuit Go to STEP E




STEP E


1. Key off

2. Reconnect the PEC 19-wayconnector



a. SPN 521210; pin 21 toground

b. SPN 521211; pin 22 toground

c. SPN 521212; pin 23 to

ground

Any resistance from the Inverterconnectors to ground

Repair vehicle harness. Go toSTEP V

If meter reads OL or Open Circuit Replace the Inverter. Go toSTEP V

STEP F


1. Key off

2. Disconnect the PEC 19-way

connector3. Ensure the key is in the Off

position

4. Temporarily remove thelockout bracket and pull theService Switch out

5. Measure resistance at thePEC 19-way connectorterminal at the following pins:

• SPN 521210; pins17 to 19

• SPN 521211; pins

9 to 11• SPN 521212; pins

13 to 15

If the resistance between pins 17and 19 is 112-122 ohms and theresistance from pin 9 to 11 and

pin 13 to 15 are each 33-37 ohms

Go to STEP G

If resistance is out of range Reset inertia switch if Pin 13 to 15is open or OL, retest circuit.Replace PEC if circuit is still openafter switch reset or the othercircuits are out of range. Go toSTEP V




STEP G


1. Key off

2. Connect the PEC 19-wayconnector

3. Disconnect the Inverter40-pin connector

4. Ensure the key is in the Offposition


6. Measure resistance at theInverter 40-way connector

terminal at the following pins:• SPN 521210; pins

21 to 31

• SPN 521211; pins23 to 33

• SPN 521212; pins22 to 32

If the resistance between pins 21and 31 is 112-122 ohms and theresistance from pin 23 to 33 andpin 22 to 32 are each 33-37 ohms


If resistance is out of range Repair the vehicle harnessbetween the PEC and Inverter.Go to STEP V

STEP V


1. Key off


3. Key on

4. Clear codes. See Fault CodeRemoval/Clearing on

page 175. Drive the vehicle and attempt

to recreate the code


page 17







High Voltage Relays Fault

SA 239

SPN 520224

FMI 10, 14, 20, 29, 30

Overview

The High-Voltage Relays are located inside the Power Electronics Carrier (PEC) in the Relay Boxunit. There is one pre-charge relay on the positive side, an additional relay on the positive, and oneon the negative for a total of three. These relays are normally open when the system is off. The

relays are controlled through the Inverter.




• FMI 10 is set when inverter capacitor voltage is less than 210 volts after 4 seconds from pre-charge relay being closed or main positive relay is not on.

• FMI 14 is set when the main negative relay is on and the inverter capacitor voltage decrease isless than 10-volts / 5 seconds when initial capacitor voltage was greater than 200 volts andmotor speed is less than 500 RPM.

• FMI 20 is set when the high-voltage DC cable interlock switch is open.• FMI 29 is set when battery voltage is present on the Inverter side of the main relays under

Main Positive Relay open status.• FMI 30 is set when battery voltage is present on the Inverter side of the main relays under

Main Negative Relay open status.

Possible Causes

• FMI 10

- High-voltage fuse

- Red Service Switch

- DC high-voltage cable or interlock

- Inverter

- Inertia switch• FMI 14

- Inverter

- PEC• FMI 20

- DC cable interlock circuit• FMI 29

- Failed Main Positive relay• FMI 30

- Failed Main Negative relay



High Voltage Relays Fault Fault Code 116 Isolation Procedures



• The amber “Check Hybrid” lamp will be illuminated for FMI 10, 14 and 20. The Red “StopHybrid” lamp will be illuminated for FMI 29 and 30.

• Fault is stored in HCM memory• The hybrid system will be offline

• Transmission defaults start gear to 1st in diesel only mode



Required Tools


• ServiceRanger



Fault Code 116 Isolation Procedures Warnings and Cautions







Shutdown Procedure' should be followed. Failure to follow these instructions may result in





cables. The 'High-Voltage Shutdown Procedure' must be followed prior to removing anyhigh-voltage cables. Failure to follow these instructions may result in severe personalinjury or death.



DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked withDANGER High Voltage should beavoided. Service must beperformed by qualified personnel only.

WARNING


HAZARDOUS VOLTAGE




Connector Views

Inverter



DC (+)

DC (-)

DC (+)

PEC





8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

1

2

1

2Interlock negative

Interlock positive

Interlock negative

Interlock positive

21

22

17

9

23

32

13

11

33

31

15

19

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus

10

20

30

40

1

11

21

31






Check to see if the red “Service Switch” on the front of the PEC is pulled out. If the switch ispushed in pull the switch out and turn the ignition key off. After 2 minutes turn the ignition

key on.

STEP A


1. Retrieve active fault codesand FMI’s withServiceRanger using the9-pin diagnostic connector

2. Check to see if the red“Service Switch” on the frontof the PEC is pulled out. Ifthe switch is pushed in pullthe switch out and turn theignition key off. After 2minutes turn the ignition keyon

3. What FMI’s are present If Fault Code 116 FMI 10 is listed Go to STEP B

If Fault Code 116 FMI 14 is listed Go to STEP I

If Fault Code 116 FMI 20 is listed Go to STEP J

If Fault Code 116 FMI 29 or 30 islisted

Go to STEP K

IMPORTANT

WARNING




STEP B


1. Key off

2. Remove the PEC air filtercover

3. Reset the PEC Inertia Switch(see TRSM2000 forprocedures)

4. Key on

5. Retrieve active fault codesand FMI’s withServiceRanger using the9-pin diagnostic connector.

If Fault Code 116 FMI 10 is nowactive

Go to STEP V

If Fault Code 116 FMI 10 is still

listed

Go to STEP C

STEP C


1. Key on

2. Connect ServiceRanger tothe 9-way diagnosticconnector in the cab

3. Select the “Data Monitor”

option and view BatteryVoltage PID 118 (SPN520250 J1939) from the HVBattery list

if Battery Voltage PID 118 (SPN

520250 J1939) is greater than210 volts

Go to STEP D

if Battery Voltage PID 118 (SPN520250 J1939) is less than 210volts

Check main fuse in the PEC. Iffuse has not failed replace PEC.Go to STEP V




STEP D


1. Key off

2. If the vehicle is not equippedwith a DC/DC Converter orAPG skip to Step E

3. Using high-voltage glovesdisconnect the DC cable forthe DC/DC Converter or APGat the PEC bulkhead and capthe connector and thebulkhead terminal

4. Temporarily remove thelockout bracket and pull theService Switch out.

5. Key on If fault code 116 FMI 10 is activewith the DC/DC Converter andAPG connector disconnected

Go to STEP E

If fault code 116 FMI 10 is notactive with the DC/DC Converterand APG connector disconnected

Replace the Auxiliary Relays inthe PEC. Go to STEP V

STEP E


1. Key off

2. Disconnect the DC high-voltage cable at the PEC andthe Inverter

3. Measure the of each high-voltage circuit on the cable

Resistance of each circuit is 0 -0.3 ohms

Go to STEP F

If resistance is outside of range Replace the DC High-VoltageCable. Go to STEP V




STEP F


1. Key off

2. Disconnect the PEC 19-wayconnector



5. Measure resistance at thePEC 19-way connectorterminal at the following pins:

• Pins 17 to 19

• Pins 9 to 11• Pins 13 to 15

If the resistance between pins 17

and 19 is 112-122 ohms and theresistance from pin 9 to 11 andpin 13 to 15 are each 33-37 ohms

Go to STEP G

If resistance is out of range Replace PEC. Go to STEP V

STEP G


1. Key off

2. Connect the PEC 19-way

connector

3. Disconnect the Inverter40-pin connector

4. Inspect the connectors fordamage or corrosion



7. Measure resistance at the

Inverter 40-way connectorterminal at the following pins:

• Pins 21 to 31

• Pins 23 to 33

• Pins 22 to 32

If the resistance between pins 21and 31 is 112-122 ohms and theresistance from pin 23 to 33 andpin 22 to 32 are each 33-37 ohms

Go to STEP H

If resistance is out of range Repair the vehicle harnessbetween the PEC and Inverter.Go to STEP V




STEP H


1. Key off

2. Check for short betweenInverter Pos (+) to Neg (-)

Short from Pos to Neg Replace the Inverter. Go toSTEP V

No continuity Replace PEC. Go to STEP V

STEP I


1. Connect ServiceRanger tothe 9-way diagnostic

connector in the cab2. Select the “Data Monitor”

option

3. View the followingparameters in the HV-Batterylist:

• Battery PackVoltage PID 118(SPN 520250J1939)

• Battery Voltage PID116 (SPN 520323

J1939)

If the voltage readings on PID116 and PID 118 are within 10volts of each other


If the voltage readings on PID116 and PID 118 are greater than10 volts of each other


STEP J


1. Key off

2. Disconnect the DC high-voltage cables at the PECbulkhead and at the Inverter

3. Measure the resistancebetween the two low voltageinterlock pins on each end ofthe DC high-voltage cable

If resistance is 0 - 0.3 ohms Replace the Inverter. Go toSTEP V

If resistance is outside of range Replace the DC High-VoltageCable. Go to STEP V




STEP K


1. Key off

2. The PEC main fuse MUSTbe removed before the PECto Inverter high-voltage cableis disconnected from thePEC. Reference Servicemanual TRSM-2000 for themain fuse removal procedure

3. Remove PEC from vehicle Replace PEC. Go to STEP V

STEP V


1. Key off


3. Key on


5. Drive the vehicle and attempt

to recreate the code6. Clear codes. See Fault Code








Battery Control Unit (BCU) Relay Cut Request Fault

SA 239

SPN 520251

FMI 3, 14, 29

Overview

The High-Voltage Relays are located inside the Power Electronics Carrier (PEC) in the Relay Boxunit. These relays are normally open when the system is off. The relays are controlled through theInverter and monitored through a 5-volt input from the Inverter. If the relays are open the voltage is

around 5 volts and when the relays are closed the voltage is around 1 volt.




• FMI 3 is set when Battery Control Unit (BCU) relay ready CAN flag is active and the relay offsignal is set high for 0.02 seconds.

• FMI 14 is set when the BCU relay cut request is by a different active BCU fault.• FMI 29 is set when the Relay Off signal line is active.

Possible Causes

• FMI 3, 29

- Inverter

- Low-voltage wire harness






The Eaton® service tool ServiceRanger may be used to clear the fault from TECU or HCM history.The TECU and HCM automatically clear the faults from history after 200 hours of the fault stayingInactive.




Required Tools

• Basic Hand Tools• High-Voltage Gloves J48603• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

• ServiceRanger












injury or death.




WARNING


HAZARDOUS VOLTAGE






Connector Views


STEP A



2. Key off


4. What FMIs are present If FMI 14 is listed Test complete. FMI 14 requiresno action or replacement

If FMI 3 or 29 are listed Go to STEP B

Inverter

Relay Off

Deutsch 19 - Way Mating Connector View (PEC - Low Voltage Connector)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

13

3

5

PEC

Relay Off


10

20

30

40

1

11

21

31


WARNING




STEP B


1. View active faults to see if

any of the following are listed:76, 78, 82, 101, 103, 105,107, 108

If any of the faults are listed with

Fault Code 117 FMI 3

Go to test for faults that are active

If none of the faults are listed withFMI 3

Go to STEP C

If none of the faults are listed withFMI 29

Go to STEP D

STEP C


2. Disconnect the PEC 19-wayconnector


4. Measure the resistance fromthe PEC 19-way connectorpin 5 to the Inverter 40-wayconnector pin 13

If the resistance between pin 5and pin 13 is 0 - 0.3 ohms


If resistance is outside of range Repair the HCM Low-Voltage

harness between the PEC andInverter. Go to STEP V

STEP D


1. Key off

2. Remove the 40-pin connectorfrom the Inverter

3. Use an ohm meter tomeasure the resistance frompin 3 to ground at the vehicleharness

If the resistance between pin 3 toground is 0 to 0.3 ohms


If resistance is outside of range Repair 40-pin vehicle harness.Go to STEP V




STEP V


1. Key off


3. Key on











Instrument Cluster Message

SPN 84

FMI 2, 9

Overview

Fault Code 166 is generated from missing park brake message.

See OEM cluster messages for any repairs.



Instrument Cluster Message Fault Code 166 Isolation Procedures



Front Box Test

Front Box Test

Overview

This symptom-driven test is performed if a “-” or flashing gear is displayed on the Gear Display,

and there are no active or inactive codes. Turn the key on and watch the Gear Display. If the GearDisplay shows “-” constantly, the Transmission ECU was not able to confirm front box control. If thetransmission displays a flashing gear when a forward or reverse mode is selected, thetransmission is not able to engage the gear position.

Note: This symptom-based test should only be performed if you were sent here from the

Diagnostic Procedure and you have no active fault codes.

Possible Causes

• Low Power to Gear Select Motor• Electric Shifter• Gear Select Sensor

• Yoke / Clutch / Main Shaft• Shift Bar Housing• Dragging Clutch

• Torque Locked in Gear


There is no fallback mode for this symptom, however, the vehicle will either not crank if the “-” is

present or not engage a gear if the flashing gear is present when a non-neutral gear is selected.

Symptoms

• Power-up no crank and the gear display shows “-”

• Transmission will not engage a gear from neutral (flashing gear number is gear display).

Required Tools


• ServiceRanger



Connector Views Front Box Test

Connector Views



STEP A


1. You should only perform thissymptom test if you weresent here from the DiagnosticProcedure and you have noactive fault codes

2. Key on3. Depress “N” on the Push

Button Shift Control

4. Observe Gear Display If Gear Display shows: “N” Go to STEP B

If Gear Display shows: “-” Go to STEP C



Front Box Test Isolation Procedures

STEP B


1. Depress service brake and

select “D”

2. Observe Gear Display If Gear Display shows a solidgear

Test complete

If Gear Display shows a flashinggear with no arrows

Go to STEP C

STEP C


1. Key off2. Attempt to remove any type

of torque lock on the vehiclesdrivetrain through one of thefollowing methods:

a. Remove the driveshaftb. Lift the drive wheels off

the groundc. Roll the vehicle in neutral

3. Key on

4. Observe gear display If Gear Display shows a solid “N” Go to STEP B

If Gear Display still shows a solid

“-”

Go to STEP D

STEP D



Go to STEP E


Go to STEP A



Isolation Procedures Front Box Test

STEP E


1. Key on

2. Listen for noise from theElectric Shifter calibrating/ actuating then turn the keyoff and listen for the samenoise again

If the Electric Shifter can beheard calibrating/actuating

Go to STEP F

If the Electric Shifter can’t beheard calibrating

Go to STEP F

STEP F


2. Remove Electric Shifter fromShift Bar Housing



• Shift rails move intoeach gear position

• Electr ic shifter is

free from anyexcessive lubecontaminationbuildup

• Two gear positionscan not beengaged at thesame time

If no problem found and you couldnot hear the electric shifteractuation in the previous step

Replace the TECU. Go toSTEP V

If no problem found and you couldhear the electric shifter actuationin the previous step

Replace the Electric Shifter. Go toSTEP V

If problem is found Repair as required. Go to STEP V



Front Box Test Isolation Procedures

STEP V


1. Key off


3. Place Shift Control intoneutral

4. Key on If Gear Display displays a solid“N”

Test complete

If Gear Display does not display asolid “N”

Return to STEP A to finderror in testing



Isolation Procedures Front Box Test



Engine Crank Test

Engine Crank Test

Overview

This symptom-driven test is performed if a “N” is displayed on the Gear Display with no active or

inactive codes and the vehicle will not crank.

The Hybrid Control Module (HCM) receives the input to crank from pin 20 on the HCM 38-wayVehicle Connector, which is wired to the key switch. The HCM normally powers the High-VoltageMotor/Generator to start the engine. If the Hybrid system is offline, the HCM will use the standard24-volt starter by energizing the 24-volt Cranking relay. This relay then provides battery power topin 30 of the Start Enable Relay, which then powers the starter solenoid.



Symptom

Vehicle will not crank or there is a solid “N” in the gear display.

Possible Causes

• 24-volt Cranking Relay• Start Enable Relay• OEM Vehicle Harness• Engine Starter• 24-volt batteries

• Key switch input to pin 20 of the HCM

Required Tools


• ServiceRanger



Engine Crank Test Wiring Schematic Engine Crank Test

Engine Crank Test Wiring Schematic

Harness Front View(TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7

TECU

HCM

30

86

8785

26

87

86

85

30

32Crank Enable Plus

Start Enable Latch


3738

35 36

1 67 12

13 22

23 28

29 34


Start EnableRelay

24V Truck Battery

2 4 V

P l u s

4Crank Enable Minus

4Start Enable Minus

87

86

85

30

24V CrankingRelay26Crank Enable Latch

Start Enable Plus 32


Starter solenoid

Key Switch

20

Off

Ignition

Crank

Engine Crank Request



Engine Crank Test

STEP D


1. Key on

Engine may crank

2. Jumper pin 87 of the startenable relay connector tobattery power

If engine cranks Repair open circuit between pin87 of the start enable relay andbattery. Refer to OEM for repairprocedures.

If engine does not crank Concern is with starter solenoidor power harness to solenoid.Refer to OEM for repairprocedures

STEP E


1. Key off


3. Disconnect HCM vehicleharness 38-way connector

4. Key in start position

5. Measure voltage from HCMvehicle harness 38-wayconnector pin 20 to ground

If voltage is 23-25 volts Replace the HCM. Go to STEP V

If voltage is below 23 volts Repair the OEM vehicle harness.Go to STEP V

STEP V


1. Key off


3. Place Shift Control intoneutral

4. Key on If engine starts Test complete

If engine does not start Return to STEP A to finderror in testing.

WARNING



Hybrid Performance Test

Hybrid Performance Test

Overview

The Hybrid System uses a combination of diesel engine and electric power to provide varying

levels of torque during vehicle operation. If the Hybrid system has a fault, or if a hybrid componentis above the optimum operating temperature, the vehicle will reduce the amount of available Motor/ Generator torque.

Note: Some faults codes will affect the amount of torque available from the Motor/Generator andwill be noticeable to the driver.



Symptoms

• Vehicle acceleration performance is not acceptable

Possible Causes

• Hybrid liquid cooling system• PEC air cooling system restriction or poor air flow• Reduce engine power

• Truckload capacity above the rated amount

Required Tools


• ServiceRanger



Isolation Procedures Hybrid Performance Test


STEP A


1. Key on.

2. Connect ServiceRanger tothe 9-pin diagnosticconnector in the cab andview the following DataMonitor parameters underthe Hybrid (Engine andBrake) list:

• SPN 513 ActualEngine Torque

• SPN 518Requested EngineTorque

If actual torque is equal torequested torque

Go to STEP B

If actual torque is less thanrequested torque

Refer to OEM for engine powerconcern. Go to STEP V

STEP B


1. Select the “Data Monitor”option and view the followingparameter:

• BatteryTemperature PID115

If Battery temperature is below40°C

Refer to OEM for engine powerconcern. Go to STEP V

If temperature if above 40°Cinspect the battery coolingsystem for the following.

• Plugged intake orexhaust ports

• Restricted orplugged air filter

• Failed batterycooling fan

Refer to the OEM for proceduresand specifications. Makenecessary and go to STEP V



Isolation Procedures Hybrid Performance Test



Gear Engagement Test

Gear Engagement Test

Overview

The Hybrid Control Module (HCM) normally commands the different gears shifts which are done

through the Transmission Electronic Control Unit (TECU). The HCM also controls the ElectricClutch Actuator (ECA), which changes the position of the clutch.



Symptoms

• Transmission will not engage a gear from Neutral and warning tone sounds (Solid “N” in GearDisplay).

• Transmission will not engage a gear from Neutral (Flashing Gear in Gear Display). Thissymptom is addressed in the Front Box Symptom test.

• Transmission will not move from a stop (Solid Gear number in Gear Display).

Messages from the Body Controller to the HCM

Messages from the Engine, Chassis, or Body Controller to the TECU

Possible Causes

• Transmission• Service Brake Switch

• Boom/Outrigger switch

Required Tools


• ServiceRanger

Signal Value Meaning Description

Prohibit Driving 01

Allow DrivingProhibit Driving

Body Controller isrequesting the HCM notallow gear engagementfrom neutral.

Signal Value Meaning DescriptionBrake Switch 0

1Not AppliedApplied

The ECU is confirmingthe current state of theservice brake switch.



Isolation Procedures Gear Engagement Test


STEP A

Procedure Condition Action1. You should only perform this

symptom test if you weresent here from the DiagnosticProcedure and you have noactive fault codes

2. Depress “N” on the PushButton Shift Control

If “N” is present on the GearDisplay

Go to STEP B

If “N” is not present on the GearDisplay

Refer to the DiagnosticProcedure for the correctsymptom based test to perform

STEP B


1. Key on

2. Start engine

3. Depress service brake andselect “D”

If gear display shows a “N” and awarning tone sounds

Go to STEP D

If Gear Display shows a flashinggear with no arrows

Go to Front Box Test

If Gear Display shows a solidgear, but vehicle will not move

Go to STEP C

STEP C


1. Key on.

2. Connect ServiceRanger andview the following DataMonitor parameter PID 154

“Prohibit Driving”

Prohibit Driving reads 0 (AllowDriving)

Contact Eaton at 1-800-826-HELP [4357]

Prohibit Driving reads 1 (ProhibitDriving)

Ensure boom and outriggers arefully retracted. Contact your OEMfor repair procedures. Go toSTEP V



Gear Engagement Test Isolation Procedures

STEP D


1. Key on

2. View the following DataMonitor parameter whiledepressing the service brake:

• SPN 597 “ServiceBrake Status”

If the service brake switch statusis depressed when you apply thebrakes

Contact Eaton at 1-800-826-HELP [4357]

If the service brake switch doesnot change status

Repair service brake wiring orswitch. Contact your OEM forrepair procedures. Go to STEP V

STEP V


1. Key off.

2. Reconnect all connectors.

3. Place Shift Control intoneutral.

4. Key on. If the transmission will engage agear and move from a stop

Test complete.

If the transmission will not

engage a gear or move from astop

Return to STEP A to find

error in testing.



Isolation Procedures Gear Engagement Test



Wiring Diagrams

Wiring Diagram with Push Button Shift Controller



Wiring Diagram with Push Button Shift Controller Wiring Diagrams



Wiring Diagrams Wiring Diagram with Push Button Shift Con-

Hybrid Transmission ECU System Harness

Gear selectmotor

Rail selectmotor

Electricshifter

A

B

A

B

Rail selectsensor

Gear selectsensor

Input shaftspeed sensor

Output shaftspeed sensor

181920

101112

78

2324

A

B

C

AB

C

3537

3638

B

C

A

17

31

25

D

For Transmission

Diagnostics

4-way

B - Service Bat. +C - Service Bat. -A - Service Ignition +

BCA

Transmission ECU



Wiring Diagram with Push Button Shift Controller Wiring Diagrams



Connector Pin Description

Hybrid and Transmission Connector Pins

TECU and HCM Connectors

Please note the location and orientation of the HCM and TECU connectors.

HCM - Vehicle Interface Connector

TECU - Vehicle Interface Connector

HCM - Hybrid System Interface Connector

Terminal Side - Harness Connector(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

Terminal Side - Harness Connector (HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

Terminal Side - Harness Connector (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

2328

2934

7



Hybrid and Transmission Connector Pins Connector Pin Description

The backshell should always face down on the harness connectors.



Connector Pin Description Hybrid and Transmission Connector Pins

Transmission Controller 38-Way (Vehicle Interface Connector)

Description From Pin # To Pin # AWG

Not Used 1 Plug

J1939 Low (CAN) TECU 2 1939 Backbone B 18 TXL

J1939 High (CAN) TECU 3 1939 Backbone A 18 TXL

Start Enable RelayMinus

TECU 4 AS Start Enable Relay 85 18 TXL

Not Used 5 Plug

Not Used 6 Plug

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

J1587 Plus TECU 10 Splice into 1587 A 18 TXL

J1587 Minus TECU 11 Splice into 1587 B 18 TXL

Not Used 12 Plug

Not Used 13 Plug

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug

Not Used 17 Plug

Not Used 18 Plug

Not Used 19 Plug

Not Used 20 Plug

Not Used 21 Plug

Not Used 22 Plug

Not Used 23 Plug

Not Used 24 Plug

Shift Control PowerMinus

TECU 25 PBSC J3 18 TXL

Start Enable Latch TECU 26 AS Start Enable Relay 87 18 TXL

HIL Low (ProprietaryCAN)

TECU 27 PBSC F2 18 TXL

HIL High (ProprietaryCAN)

TECU 28 PBSC F1 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Shift Control PowerPlus

TECU 31 PBSC C1 18 TXL

Start Enable RelayPlus

TECU 32 AS Start Enable Relay 86 18 TXL

Not Used 33 Plug

Not Used 34 Plug




Hybrid Controller 38-Way (Vehicle Interface Connector)


Not Used 1 Plug

J1939 Low (CAN) HCM 2 1939 Backbone B 18 TXL

J1939 High (CAN) HCM 3 1939 Backbone A 18 TXL

24V Cranking RelayMinus

HCM 4 24V CrankingRelay

85 Plug

Not Used 5 Plug

Not Used 6 Plug

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

J1587 Plus HCM 10 Splice into 1587 18 TXL

J1587 Minus HCM 11 Splice into 1587 18 TXL

Not Used 12 Plug

Not Used 13 Plug

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug

Not Used 17 Plug

PTO Signal HCM 18 PTO 18 TXL

Not Used 19 Plug

Engine Crank Request HCM 20 Crank Position onSwitch

18 TXL

Not Used 21 PlugNot Used 22 Plug

Service Lamp HCM 23 4-pin ServiceConnector

D 18 TXL

PTO Request (NonJ1939 BCU)

HCM 24 BCU 18 TXL

Not Used 25 Plug

24V Cranking RelayLatch


87 18 TXL

CAN Low (ProprietaryCAN)

HCM 27 HEV Backbone B 18 TXL

CAN High (ProprietaryCAN)

HCM 28 HEV Backbone A 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Not Used 31 Plug

24V Cranking RelayPlus


86 18 TXL

Not Used 33 Plug

Not Used 34 Plug




Ignition HCM 35 Fused 10A toIgnition Relay

12 GXL or14SXL

Battery Minus HCM 36 Battery Ground 12 GXL

Not Used 37 Plug

Battery Plus HCM 38 Fused 30A Battery 12 GXL





Hybrid Controller 38-Way (Hybrid System Interface Connector)


Not Used 1 Plug

Inverter Enable HCM 2 Inverter 9 and 10 18 TXL

Not Used 3 Plug

Coolant Pump &Battery Fan RelayMinus

HCM 4 Coolant PumpRelay & BatteryFan Relay

85 18 TXL

High-Voltage RelayMinus

HCM 5 High-Voltage Relay 4 18 TXL

PTO Power Minus HCM 6 PTO 18 TXL

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

Not Used 10 Plug

DC/DC ConverterTemperature

HCM 11 DC/DC Converter 3 18 TXL

Not Used 12 Plug

ECA Ignition HCM 13 ECA H 18 TXL

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug

Service Battery Plus 17 Service Port A 18 TXL

Not Used 18 Plug

DC/DC Converter

Feedback Voltage

HCM 19 DC/DC Converter 1 18 TXL

Not Used 20 Plug

Not Used 21 Plug

Not Used 22 Plug

Not used 23 Plug

Not Used 24 Plug

Service Ignition HCM 25 Service Port C 18 TXL

Battery Cooling FanRelay Plus

HCM 26 Battery CoolingFan

86 18 TXL

Not Used 27 Plug

APG Enable HCM 28 APG C 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Service Battery Minus HCM 31 Service Port B 18 TXL

Coolant Pump RelayPlus

HCM 32 Coolant PumpRelay

86 18 TXL

High-Voltage RelayPlus

HCM 33 High-Voltage Relay 3 18 TXL

PTO Power Plus HCM 34 PTO 18 TXL




Heat Exchanger Plus HCM 35 HEF Relay 86 12 GXL or14SXL

Not Used 36 Plug

Heat Exchanger Minus HCM 37 HEF Relay 85 18 TXL

Not Used 38 Plug





REZ_Plus Inverter 30 Resolver 4 16 TXL

PRECHRG (-) Inverter 31 PEC 19 16 TXL

Main (+) (-) Inverter 32 PEC 11 16 TXL

Main (-) (-) Inverter 33 PEC 15 16 TXL

CAN High 2 Inverter 34 PEC 1 16 TXL

CAN-Low 2 Inverter 35 PEC 2 16 TXL

TMGND Inverter 36 Temp Sensor 2 16 TXL

TM Inverter 37 Temp Sensor 1 16 TXL

REZS3 Inverter 38 Resolver 1 16 TXL

REZS4 Inverter 39 Resolver 5 16 TXL

REZ_Minus Inverter 40 Resolver 3 16 TXL





Power Electronics Carrier (PEC) Connectors

19-way Connector


CAN High PEC 1 Inverter 14 18

CAN Low PEC 2 Inverter 28 18


8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

High Voltage DC Connector 1to Inverter (Yazaki Connector)

High Voltage DC Connector 2to APG (Yazaki Connector)

High Voltage DC Connector 3to DCDC (Yazaki Connector)

Low Voltage Deutsch19 - Way Connector

Cautio

n: The PEC 19-way low-voltage connector needs to have the back shell and strain

relief such that the unit will not allow water entry from direct spray.




HV Relay (+) PEC 3 HCM 33 18

HV Relay (-) PEC 4 HCM 5 18

RelayOff PEC 5 Inverter 43 18

BCU (+) PEC 6 Inverter 16 18

BCU (-) PEC 7 Inverter 34 18

Main (+) + PEC 9 Inverter 30 18

Main (+) - PEC 11 Inverter 35 18

Main (-) + PEC 13 Inverter 31 18

Main (-) - PEC 15 Inverter 36 18

PreChg + PEC 17 Inverter 29 18

PreChg - PEC 19 Inverter 37 18

Battery Fan Plus PEC 12 Battery Fan Cooling Relay 87 12

Battery Fan Minus PEC 14 Battery Negative - 12





PEC High-Voltage (DC) Connector to Inverter

PEC High-Voltage (DC) Connector to DC/DC Converter

Inverter High-Voltage (AC) Connector

Inverter High-Voltage (DC) Connector


DC + PEC A Inverter A 15mm²

DC - PEC B Inverter B 15mm²

Loose Disconnect PEC 1 PEC 2 0.8 mm² (18 AWG)


DC + PEC A DC/DCConverter

A 14 AWG

DC - PEC B DC/DCConverter

B 14 AWG

Loose Disconnect PEC 1 DC/DCConverter

1 0.8 mm² (18 AWG)

Loose Disconnect PEC 2 DC/DCConverter

2 0.8 mm² (18 AWG)


Phase 1 Inverter A Motor/Gen A 4 AWG

Phase 2 Inverter B Motor/Gen B 4 AWG

Phase 3 Inverter C Motor/Gen C 4 AWG


DC + Inverter A PEC A 15mm²

DC - Inverter B PEC B 15mm²

Loose Disconnect Inverter 1 Inverter 2 0.8 mm² (18 AWG)




Electric Clutch Actuator (ECA) Connectors

ECA 3-Way Connector

ECA 8-Way Connector

Description From Pin # To Pin # AWGIgnition ECA A Not Used Plug

Battery Minus ECA B Chassis Ground Battery - 12

Battery Plus ECA C Fused 50 ampfrom Vbatt

Battery + 12


CAN High ECA A CAN Backbone A 18

CAN Low ECA B CAN Backbone B 18

CAN - Pass ECA C Not Used Plug

Signal ECA D Not Used Plug

CAN + Pass ECA E Not Used Plug

Engine Flywheel SpeedSensor Plus

ECA F Speed Sensor + A 18

Engine Flywheel SpeedSensor Minus

ECA G Speed Sensor - B 18

ECA Ignition ECA H HCM 13 18

HCM

2827

AB

AB

F G

F G

50 AMP fuse

Battery power (Non-switched power)

run to the Battery

Engine Flywheel Speed Sensor (Eaton Supplied)

A B

C

Terminal Side - Harness Connector Metri-Pack 3-Way Connector

Terminal Side - Harness Connector Metri-Pack 8-Way Connector

13

E F G H

D C B A

A B C




Motor/Generator Connectors

Views looking into connectors with wires exiting the opposite side.

Terminal Side - Harness Connector Temperature Sensor


Terminal Side - Harness Connector Resolver


High Voltage ACAmpenol Connector

Temperature SensorConnector

Low Voltage DeutschResolver Connector

Low Voltage Deutsch

Bottom View

Ground StrapBracket

Ground Strap




Motor/Generator Resolver Connector

Motor/Generator Temperature Sensor Connector

Motor/Generator High-Voltage (AC) Connector


Resolver Signal 3 Motor/Gen 1 EPS Inverter 38 18

Resolver Signal 2 Motor/Gen 2 EPS Inverter 28 18

Resolver Signal 1 Motor/Gen 3 EPS Inverter 40 Plug

Resolver Signal 4 Motor/Gen 4 EPS Inverter 30 Plug

Resolver - Motor/Gen 5 EPS Inverter 39 Plug

Resolver + Motor/Gen 6 EPS Inverter 29 18


Motor Temp Motor/Gen 1 EPS Inverter 37 18

Motor Temp Gnd Motor/Gen 2 EPS Inverter 36 18


Phase 1 Motor/Gen U Inverter U 4 AWG

Phase 2 Motor/Gen V Inverter V 4 AWG

Phase 3 Motor/Gen W Inverter W 4 AWG




Typical DC/DC Converter Circuit

Remove the 24-volt battery cables prior to working on the DC/DC converter.

DC(-)

DC(+)

24V DC(+)

24V DC(-)

g o tageYazaki Connector

OEM Connection

Deutsch 4-Way OEM Connector




DC/DC Converter 4-Way Deutsch OEM Connector

Converter High-Voltage (DC) Connector

Converter 24-volt Studs


Ground DC/DC 4 Ground 18

Thermocouple DC/DC 3 HCM 11 18

Not Used DC/DC 2 Not Used Plug

Voltage Feedback DC/DC 1 HCM 19 18


DC + DC/DC A PEC A 14

DC - DC/DC B PEC B 14

Loose Disconnect DC/DC 1 PEC 1 18

Loose Disconnect DC/DC 2 PEC 2 18


24volt + DC/DC A Battery PositivePost

A 2

24volt - DC/DC B Battery NegativePost

B 2

eaton hybrid drive system model trts2500

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