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Field Experience with the Detroit Diesel

Electronic Control System
Mark F. Bara, Richard J. Hames, and Craig 0. Henriksen
Detroit Diesel Corp.

ABSTRACT buses (transit, parlor, and motor home) (I)*.

The application of electronics to
Electronics are rapidly expanding in the heavy-duty diesel engines was motivated by the
diesel on-highway truck market and will soon basic needs of competitive fuel economy and
represent the dominant technology for performance at legislated reduced exhaust
heavy-duty diesel engine fuel control. The emission levels. Electronic control of the
strategy choices for the diesel engine manufac- direct injection unit injectors common to
turer required to meet legislated exhaust Detroit Diesel products was envisioned as
emissions, while offering competitive fuel optimum in the control of injection timing and
economy, all point toward electronic fuel metering events. The flexibility offered
injection control. The industry's transition through programmability would provide the basic
to electronic fuel injection systems was tool to develop low emission engines with
initiated with the introduction of the Detroit excellent performance and fuel economy. Major
Diesel Electronic Control system (DDEC) in issues that were addressed in the planning
1985. This introduction precipitated the stages of this program included customer
tremendous learning curve in the application of acceptance, reliability, serviceability and
electronics to the heavy-duty truck market for economics. Having reached a decision on
both the engine manufacturer and the vehicle applying electronics to achieve these primary
builder. This has been an on-going process as objectives, the flexibility of electronics was
the vehicle builder's production line mix utilized to maximize customer benefits such as
completes the transition from mechanically improved cold startability, engine protection
controlled to electronically controlled diesel and system diagnostics, idle shutdown, road
engines. speed limiting, cruise control. etc.
This paper provides an overview of the The initial application of electronics to
DDEC system, discusses the infrastructure the heavy-duty diesel truck and bus market
developed to support the DDEC system, and faced formidable obstacles both from the
relates experiences with DDEC in the truck and adverse truck environment and a general market
bus market. resistance to the use of electronics. OEM and
fleet customers stressed their negative experi-
ences with the legislated anti-lock brake
systems and concerns relative to the skill
level required of service mechanics to deal
with electronics. The trucking industry
reported that electrical system failures
BACKGROUND accounted for a majority of their road service
calls. As such, it was paramount that DDEC be
Detroit Diesel initiated the development as reliable as a mechanical governing and fuel
of DDEC in 1978 for its entire diesel engine injection system. Therefore, the DDEC system
product line. It was the industry's first reliability had to be equal to or better than
fully integrated electronic fuel injection and the mechanical governor and unit injector
governing system for heavy-duty diesel engines. system. Reliability budgets were established
It also represented the industry's first
drive-by-wire diesel engine. Production was
initiated on Series 92, two-stroke cycle, *Numbers in parentheses designate references at
engines for class 7 and 8 on-highway trucks and end of paper.
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for individual components such as the elec-

tronic control module (ECM), sensors, wiring,
DDEC INSTALLATION
and injectors. A formal reliability engineer- SENSORS
/
ing program was then completed to insure that I r IGNITION
the reliability goals, representing stringent DIAGNOSTIC LIGHTS
DIAGNOSTIC LINK
customer expectations, could be demonstrated CRUISE CONTROL
ELECTRONICTACH

:Lj
prior to production startup.
Serviceability was addressed throughout 6 6 6
EUI
the specification and design stages. Continu-
ous evaluations and modifications were made
based on field experiences obtained during the EEPROM -
reliability test program. This included
ECM
eliminating the need of service adjustment
for injection timing, cylinder-to-cylinder fuel \ SENSOR
balancing, governor speed adjustments, and the
incorporation of system self-diagnostics. ECM . ELECTRONIC CONTROL MODULE WITH EEPROM
Unique diagnostic features were developed based EEPROM - ELECTRICALLY ERASABLE PROGRAMMABLE READ ONLY MEMORY
on field experience with the mechanical unit
EUI . ELECTRONIC UNIT INJECTOR
injection system. Diagnostic test equipment
and troubleshooting procedures were developed Figure 1: DDEC System
and evaluated as part of the reliability test (Illustrates DDEC Components)
program. Engine protection diagnostics for the
oil and coolant systems were added to prevent
catastrophic failures. equipment, instrument panels, data recorders,
A second generation DDEC system (DDEC 11) and satellite navigation equipment. The data
was developed as a result of the rapid explo- link meets the requirements of the ATA/SAE
sion in electronic technology. The availabil- 51708 and 51587 recommended practices. ECMs
ity of single chip microprocessors, along with are paired as master-receiver combinations for
electronic components capable of withstanding 12, 16, and 20 cylinder engines.
high engine compartment temperatures, vibra- The EUI design is based on the mechanical
tion, and moisture, provided the basis for the unit injector that has been historically used
new system. The DDEC I1 system, introduced in in all DDC engines. Three basic configurations
1987, took advantage of these advances in (Figure 2) cover the engine product line with
electronic technology to integrate all of the fuel metering capacities ranging from 55 to 300
electronics into a single, engine mounted, fuel cubic mrn/stroke. The solenoid-operated control
cooled, electronic control module (ECM). (2) valve performs the injection timing and meter-
This paper offers a brief overview of the ing events, allowing direct electronic control
DDEC system followed by a discussion on the of the injection processes. Unlike
application of an electronically controlled
diesel engine to the on-highway diesel truck
and bus market. Topics reviewed include
assembly-line programming, OEM installations,
service training, diagnostic equipment, and
field experiences with electronics in the
diesel truck market.

DDEC SYSTEM DESCRIPTION

The DDEC fuel system consists of three

major subsystems: 1) the Electronic Control
Module (ECM), 2) The Electronic Unit Injectors
(EUI), and, 3) the sensors. Complete control
over the engine output by the ECM is obtained
through the operation of the injector control
solenoids. A schematic of the system is SERIES 149 SERIES 60 SERIES 71 & 92
illustrated in Figure 1.
The ECM is manufactured by Delco Figure 2: Electronic Unit Injectors
Electronics and is used in the entire Detroit
Diesel electronic engine product line. The ECM electro-mechanical injection systems, the EUI
incorporates the Motorola MC68HCll single chip eliminates the critical service adjustments for
microprocessor with 2K bytes of on-chip EEPROM injection timing and balancing of fuel metering
for engine calibration. Standard cell technol- between cylinders. The injection events are
ogy and surface-mounted components are used illustrated in Figure 3. Closure of the
extensively. A general purpose communications solenoid control valve initiates pressurization
port provides for engine assembly line program- and the start of injection within the injector.
ming, customer/service reprogramming, as well The release or opening of the control valve
as bidirectional communications with diagnostic results in pressure decay and end of injection.
 Downloaded from SAE International by Purdue University, Monday, August 20, 2018

assembly manufacturing processes, and service

ELECTRONIC UNIT INJECTOR procedures.
TIMING & METERING EVENTS The transfer of component reliability
growth experience from the DDEC development
program to production was generally successful.
SOLEWD
As an example, ECM reliability exceeded the
OPERATED targeted goal. Quality problems were initially
VALVE PLUNGER experienced with the throttle position and the
coolant level sensors. Vendor corrective
action to improve the quality of the throttle
position sensor was quickly implemented and has
been effective, whereas, the problems experi-
enced with the quality of the coolant level
sensor forced a change in vendors.
The ability to transfer reliability growth
experience from development test programs to
areas such as software, calibration, and
TO
NOZZLE customer-induced failures is not necessarily as
direct as that achieved for hardware aspects of
VALVE OPEN VALVE CLOSED VALVE OPEN the system. Hardware changes, after the start
NO INJECTION START OF END OF INJECTION of production, are generally considered to be
INJECTION expensive and limited to only such areas as
required to correct known problems. On the
Figure 3: Injection Events other hand, there is continuous pressure to
make software modifications of existing
The duration of the valve closure period features or to add new features. The potential
determines the quantity of fuel injected. To for production options via software modifica-
meet rigid specifications for injection timing tions is extensive, which places extra emphasis
and metering events, the DDEC system electroni- on maintaining disciplines for verification and
cally monitors the solenoid closure process and control purposes. The capability for customer
compensates for system variations in solenoid selection of options, or the proper setting of
and harness resistance/inductance, as well as defaults for each operation, expands the
battery voltage variations. This insures problems of verification. These disciplines
timing precision within +/- 0.25 crank angle minimized warranty incidents directly related
degrees. The feedback detection scheme also to software errors. There have been cases
provides dynamic timing compensation over a though where algorithm changes were required to
wide range of operating conditions throughout minimize the effects of tampering with both
the service life of the injectors. This feed- road speed limiting and cruise control
back detection scheme is also beneficial from a operation.
diagnostic standpoint.
ENGINE PROGRAMMING
RELIABILITY
The Motorola microprocessor, used in the
The importance of quality and reliability DDEC ECM, contains 2K bytes of EEPROM storage
has always been recognized in the heavy-duty for engine performance data, certification
diesel market. The formal reliability data, and customer-specified options. The
development program performed during the DDEC EEPROM memory is blank as received from Delco
development stages is described in detail in a Electronics and is programmed during the engine
previous SAE paper (3). This reliability test assembly process. The information flow process
program was successful in demonstrating that for the creation of a production engine
the system components met the required product calibration file is illustrated in Figure 4.
life expectancy when operated in a heavy-duty The process originates with the Sales Order
vehicle environment. Entry system, and continues through step 2, the
The role of the electronics component sequencing of the engine build, step 3, the
manufacturer in ensuring a continuing high generation of calibration file, to step 4, the
quality, high reliability, production elec- final programming of the ECM on the engine
tronic system cannot be over emphasized. The assembly line.
supplier is responsible for component sourcing In addition, to support the sales,
and qualification as well as on-going quality manufacture, and service of DDEC engines, the
and assembly process control. Warranty data following programming systems were developed:
for individual components are monitored on a
continuing basis to assess both component 1. Basic Engine Calibrations
performance and service maintenance procedures. 2. Engine Sales Orders
Failed components are returned to the manufac- 3. Factory Programming
turer for analysis and corrective action. This 4. OEM Reprogramming
data provides the desired tracking of correc- 5. Service Reprogramming
tive action in component manufacturing,
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POWERNET ENGINE ORDER ENTRY

SALES DISPLAY DDEC I 1 UNIT
FLOW 1 ORDER 1
1 SEQUENCING
SYSTEM 1 STEP 2 UNIT NO:06RW20000 MODEL6067GU40 CUST 91750 ACT BLD DATE:01111190

h UNITS QUOTEIORDER:08161A CHANGE:1 TIME PROGRAMMED:1 TIME

SERIES:SERIES 60 DDEC APPL ON HWAY TRK WlLlNEAR DRP
RATING: 3651400 HP @ 1800 RPM 1990CP
IDLESPEED:0600 ENHANCEMENT:YES POWER CONTROL DEFINITION:
RATED SPEED DROOP:125 RPM IDLE SHUTDOWNTIMER
I CALIBRATION 1 CRUISESWITCHPTO:YES INITSPD:1200 IDLETIMER ON:IDLE GOV ONLY
PTO MAXIMUM SPEED:1810RPM TIME:GO5 MIN OVERRIDE:NO
1 H
P S IECM~ STEP 4
TEMP SENSOR:OIL COOLANTLVL:YES PUMP PRESSURECONTROL:NIA
ENGINE PROTECTION:WARNING VEHICLE SPEED SENSOR:NO
PULSEYMILE:
TRANS DEFINITION:MANUAL RATIO: RPMIMPH
Figure 4: Engine Programming RETARDER:ENGINE TYPE:NO.TEETH:
ROAD SPEED GOV:NO MAX SPEED:NIA TIRES:REVIMILE
CRUISE CONTROL:YES MAX SPEED:NIA AXLE: TRANS:
BASIC ENGINE CALIBRATIONS - The engine
SECURITYLOCKOUT:NO DELCOSERIAL NUMBER:10833291
calibration file provides the required defini-
tion of engine configuration (6, 8, 12, 16, and
20 cylinders); horsepower, torque, emission Figure 5: Sales Order Entry
control maps, sensors, and diagnostic limits.
The calibration file, after testing and verifi- created by the engine order system are down-
cation by the Product Engine Group, is released loaded each evening to the production line PC
for production and loaded into the Engineering programming stations. During engine assembly,
Bill of Material (EBOM) database. Once a the ECM is interfaced via the data link to the
calibration is released to the EBOM database, PC programming station to program the EEPROM to
it is available to the Engine Sales Order the specific sales order. The programming
system. process, including connects and disconnects of
ENGINE SALES ORDERS - As customer sales the data link, requires less than 3 minutes per
orders are received, they are entered into the engine. Security measures ensure the accuracy
DDEC Sales Order Entry system. These orders of the programming. The PC programming station
include the basic engine rating and customer builds a record file of ECM serial numbers
selected options. When choosing customer referenced to the individual engine serial
selected options, the sales engineer is guided numbers. On a daily basis, this file is
through several screens on a computer terminal. uploaded to the mainframe computer and becomes
The screens are tailored to the application for part of the engine build history file.
which the engine is to be used, i.e. automo- OEM REPROGRAMMING - A major benefit of
tive, coach, industrial, marine, etc. Instead DDEC is the programmability provided to the
of making a selection of individual options, user to select options to enhance fleet
the sales engineer can accept the defaults or operation.
copy the information from an existing order.
Many of the OEMs have preselected defaults that 1. Road Speed Limiting
are used. A typical sales order summary screen 2. Cruise Control
for a DDEC truck engine is illustrated in 3. High Idle/PTO Operation
Figure 5. 4. Engine Protection (shutdown or warning
A specification file is generated. as part
only)
of the Sales Order Entry process. After the 5. Governor Overrun or Droop
engine serial number is assigned, a copy of 6. Idle Shutdown
this engine specification is created and will
serve both as the assembly line build specifi- Prior to production startup, a DDC team,
cation and as the historical record for comprised of various disciplines, was estab-
servicing of this engine. lished to provide OEM personnel with a working
FACTORY PROGRAMMING - After the sales knowledge of the DDEC system, DDEC options, and
order is added to the DDEC database, individual engine sales order processing. The objective
engines can be built. The engine sequencing was to establish standard DDEC options based on
system is run every evening to set up the best fit for each OEM. The selection of
sequence of engines to be built over the next default features allowed the OEM to create
10 day period. When a DDEC engine is standard vehicle order forms for DDEC engine
sequenced, a unit record is added to the DDEC equipped vehicles. This reduced the potential
database under the sales order. The files for sales order errors at the dealer level, the
 Downloaded from SAE International by Purdue University, Monday, August 20, 2018

OEM, and DDC. Figure 6 lists the standard

defaults along with typical OEM standard
selections.

OEM DDEC OPTION SELECTION PACKET

SWITCHING
NETWORK
STANDARD
DDEC PARAMETERS DEFAULT -
OEM A OEM B

GOVERNOR OVERRUN (DROOP) 125 RPM 125 RPM 125 RPM

HlGH IDLE WICRUISE SWITCHES YES YES YES
HlGH IDLE SET SPEED 1000 RPM 1000 RPM 1200 RPM
ENGINE PROTECTION WARNING SHUTDOWN WARNING
ROAD SPEED GOVERNOR NO NO NO
CRUISE CONTROL NO YES YES
SECURITY LOCKOUT NO NO NO
IDLE TIMER YES YES YES
IDLE TIMER OVERRIDE NO NO NO
IDLE TIME 5 MINUTES 5 MINUTES 5 MINUTES
Figure 7: Distributor Programming
Figure 6: OEM DDEC Defaults
The programming process can be performed
with the engine installed in the vehicle or on
Most OEMs have elected to program the the shop floor. To start the reprogramming
'

customer-specified options at their factory, process, the distributor accesses the DDC
reducing the number of engine part numbers computer system via a TELENET network. The
normally required by the OEM. It also allows functions that are performed in the program-
for "last minute" sales order revisions. OEM ming process are:
reprogramming of DDEC options can be performed
either with the handheld Diagnostic Data Reader 1. Transmittal of the engine serial number to
(DDR) or via a personal computer. Although the DDC mainframe computer.
most of the OEMs use the DDR for making revi-
sions, several OEMs have selected the personal 2. Creation of the engine calibration file
computer option. including customer selected options on the
SAE recommended practice 51924 OEM/Vendor mainframe computer.
interface for vehicle electronic programming
stations defines the software interface between 3. Transfer of the calibration file to the
the OEM vehicle configuration system and the Distributor/Dealer personal computer
engine supplier's PC program for reprogramming programming station.
an ECM. This personal computer based system
allows the OEM Sales department to enter 4. Programming of the ECM.
vehicle and customer requested options in a
consistent format. DDC made available the 5. Updating of the main computer files to show
required hardware for interfacing between the that the ECM has been reprogrammed and by
ECM 51587 communications link and the RS-232 whom.
serial port on the OEM personal computer. OEM
developed software programs input the customer OEM INTERFACE AND SUPPORT
data via an interface file compatible with the
naming convention used by DDC. The DDC soft- The heavy-duty diesel industry is unique
ware program reads, validates, and programs the compared to the passenger car industry with
ECM through the PC RS-232 serial port and the respect to the installation of electronics in
the vehicle. When Detroit Diesel introduced
interface tool. Typical reprogramming can take
the DDEC system in 1985, the challenge was to
place in a fraction of the time that is
integrate electronic engine controls in vehi-
required to manually key this data via a
cles geared toward the use of mechanical
handheld programming tool. Keying errors are
engines. Adding to this complexity, the DDEC
kept to a minimum, if not eliminated by this
system included many customer-specified options
system.
not offered by other competitive engine manu-
SERVICE REPROGRAMMING - There are 57
facturers. These included cruise control, road
Detroit Diesel Distributors/Dealer locations
speed limiting, engine shutdown protection,
that have DDEC programming capabilities. These
programmable high idle, etc. Electronic
programming stations are interfaced via the EDS
controls made it possible to integrate these
Network to the DDC mainframe computer (Figure
features without significant overcost to the
7) and perform the following functions: basic DDEC system while offering a cost reduc-
tion to the vehicle manufacturer.
1. Program a service replacement ECM
The successful integration of the DDEC
2. Reprogram for engine rating changes
system into the heavy-duty truck market
required close coordination with the vehicle
builders. Prior to production, the DDEC system
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had accumulated over 5 million miles of fleet cians included:

test experience involving 65 vehicles. Addi-
tionally, a 15 DDEC truck test fleet at 1. Review engines, as received, for quality
Transportation Research Center in Ohio had and proper engine calibration programming.
accumulated over 7 million test miles. The
experience gained from the DDEC truck 2. Monitor OEM engine trim process
installations and servicing provided excellent
background for the development of an OEM 3. Monitor engine installation.
support program.
At the forefront was the engineering 4. Support final engine prep and vehicle test
support required to design the DDEC system into (Figure 8).
vehicles. OEM Engineering personnel were
provided DDEC Installation and Design Manuals 5. Submit a report to DDC on units reviewed.
which included detailed information on:

1. DDEC System
2. Vehicle Interface Guidelines
..., ..
DRTROIT OlCSCL
@ OEM VEHICLE BUILD CHECK SHEET
SEQUENCE li
3. Wiring Diagrams
OEM PLANT LOCATION BUILD DATE -
4. Optional Features
VEHICLE MODEL VIN OR SERIAL NO CUST ___
5. Engine Protection
DELIVERING ADDRESS
6. Diagnostics
ENGINE MODEL ENGINE SERIAL NO RATED POWER
7. Programming
ENGINE SPEC (OEM) NO SALES ORDER NO

CHECK WHEN INSPECTED/REPAIRED

Periodic updates provide OEM engineers
ENGINE INSPECTION
with the latest DDEC system information. DDC
C PAINTICLEAR COAT
assisted with design specifications for har- 0 SHORTAGESIWRONG PARTSIDAMAGE
nesses, electronic footpedals, and vehicle 0 COOLANT LEAKS
0 OIL LEAKS
interfaces. Pilot engines were provided for INSTALLATION INSPECTION
verification of harness lengths, engine trim
DDEC ECMIVEHICLE CONNECTIONS
procedures, and engine application programming. 0 HARNESS CONNECTIONS
0 DASH CONNECTIONS
DDC Engineering personnel were on site to 0 OPTIONS (CIRCLE) CRUISE PTO SW 5 MIN SiD RSG ENG SID
U INITIAL CODES
monitor the pilot units throughout the assembly 0 CORRECTIONS REQUIRED
and test processes. I COOLING SYSTEM
I HEATER SYSTEM
0 COOLANT LEVER SENSOR WIRING
0 FUEL SYSTEM
PRODUCTION INSTALLATIONS 0 AUX FUEL HEATERS
0 AIR SYSTEM AIR COMPiPS PUMP
0 LUBE SYSTEM
0 EXHAUST SYSTEM TYPE SV DV SH
Several problems surfaced with the intro- 3 FANiDRlVElBELTSiSHROUD
2 ALTiFREON COMPIBELTSIHOSESIWIRING
duction of DDEC engines on the OEM production - ENGINE BREATHER HOSE
line. These included loose connectors, I PERFORMANCE ETC

improper wire crimps and splices, miswired WERE THERE ANY RECURRING PROBLEMSiMALFUNCTlONSllTEMS NOT CORRECTED7
IF SO, WAS DDCiOEM Q A iPRODlENGRG ADVISED? WHO WAS ADVISED
switches, harnesses stretched too tight, and GENERAL COMMENTS AND NOTES
improper main battery power and ground hardness
connections. It is not surprising these
--
problems occurred when one considers the OEM
DDC REP SIGNATURE FINAL INSP DATE
assembly line mix included mechanical and
electronic engines. COPlES OEM ODC. MARK F BARA (SPEED CODE All
(313) 592.5221 DOC.DETROIT
The most troublesome installation problems
were the engine-to-vehicle interface connec-
tions (cruise control, ignition, diagnostic Figure 8: OEM Build Check Sheet
connector) and the battery power/ground wiring
arrangements. Field troubleshooting was
difficult due to OEM dependent wiring proce- Quarterly update reviews provided the
dures and practices. Quality Support Technicians with the latest
A primary cause for these installation information on the DDEC system. These meetings
problems was the low volume mix of electronic also provided the technicians with the oppor-
engines and the inexperience of the OEM produc- tunity to exchange ideas with Engineering
personnel for improving DDEC installations.
tion personnel. To resolve these problems, as
Quarterly OEM visits were made to review
well as the related anxiety at the OEM produc-
with OEM personnel the unit reports and field
tion line level, a program known as the Quality
feedback on previous installations. Salaried
Support Technician Program was implemented.
and hourly OEM personnel attended these meet-
This program provided OEM technical support ings to resolve reoccurring concerns and assign
during the production assembly phase. To corrective action. A side benefit of the
accomplish this task, agreements were reached Quality Support Technician Program was the open
with the OEMs to permit trained DDC distributor communications between DDC personnel and their
technicians to work with the OEM production and counterparts at the OEM organizations. The
quality personnel on a daily basis. The Quality Support Technician Program achieved the
responsibilities of the Quality Support Techni- primary goal of assisting in resolving DDEC
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vehicle assembly problems. It also played a field site. The portability of the simulator
major role in reducing fears at the OEM produc- allows for on-site training.
tion level associated with engine electronics. "Train the Trainer" classes were estab-
lished for the distributor trainers to increase
DISTRIBUTOR AND FIELD TRAINING PROGRAM the service support structure for DDEC. As
dealers were brought on stream, rigid require-
A field Service Training Program was ments for their support were established.
critical in assuring customer acceptance of Dealers were required to have two trained
DDEC engines. Without a complete support mechanics on site as well as the essential
structure in place, customer dissatisfaction tools to support DDEC. Initially, there were
would be an immediate problem. only 140 service locations authorized to work
Prior to product release, DDEC had been on on DDEC. Today, there are over 500 authorized
field test as part of the reliability growth DDEC service locations throughout North
program for approximately five years. The test America.
consisted of 65 units throughout the United An initial fleet concern was training
States and Canada. Trained engineers monitored their personnel to handle the DDEC system.
these test engines as well as provided training This included mechanics, maintenance managers,
to the distributors where the vehicles were dispatch personnel, and drivers. Fleet
serviced. By utilizing this experience, training was handled at several locations
service manuals, troubleshooting procedures, as including DDC , distributor schools, or on-site
well as diagnostic equipment were developed. by regional service representatives. The
Training programs were set up at the DDC training included the basics of DDEC, its
training center for distributors, dealers, and features (cruise~control,PTO, engine protec-
customers. The training included two days of tion, etc.), procedures to obtain fault codes
classroom and hands-on work. The basics of and basic troubleshooting.
electricity (volts, ohms, resistance) were At the other ' end of the spectrum, some
reviewed prior to discussing the DDEC system. fleets have chose not to get involved in
Instruction on wire crimping, with the proper servicing DDEC at all. Their position was to
tools and connectors, is emphasized, as this is run their shops as they always have, preferring
critical to the reliability and performance of to utilize authorized DDEC Service locations.
vehicle electrical systems. Each fleet has utilized the training services
An engine simulator was also designed to the extent required for their particular
during the DDEC development program containing operation.
the ECM, engine sensors, vehicle sensors, and
vehicle interface controls (throttle position CUSTOMER FEATURES
sensors, cruise control switches, etc.). It
was initially utilized for DDEC software and As with the training, each fleet has
diagnostic evaluations but later repackaged utilized the capabilities of DDEC to different
into a portable suitcase training and demon- degrees. The most desirable features have been
stration tool (Figure 9). engine protection and cruise control. Approxi-
mately 90% have opted for these features. The
cruise control function includes a driver
performance option, 'Cruise Power.' Cruise
power provides increased horsepower and torque
in cruise control operation. Fleets contin-
ually look for ways to slow their vehicles down
while retaining driver acceptance. This
feature allows the cruise control maximum speed
limit to be set below that of the vehicle top
speed, while offering improved performance.
Many drivers will opt for the higher horse-
power, provided the cruise maximum speed is not
substantially lower than the maximum vehicle
speed.
Probably the most beneficial customer
feature has been DDEC's ability to monitor fuel
consumption. DDEC continuously records fuel
consumed and engine operating time. Fuel usage
is calculated and reported as instantaneous
gallons/hour and total gallons. Trip features
Figure 9: DDEC Simulator include total miles travelled and instantaneous
and average MPG. Engine operating time
includes both total operating hours and
The simulator duplicates vehicle opera- idle/PTO hours.
tion, fault code generation, and demonstration
of DDEC reprogramming capabilities. It is used
to simulate reported field problems and test
corrective action without travelling to the
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FIELD EXPERIENCE (SEL). The seriousness of the fault is indi-

cated by which light or lights are illuminated.
EMI/RFI - A major concern with the intro- An amber CEL usually indicates a fault with a
duction of electronic controls in the truck sensor or wiring. Illumination of the CEL and
market was the system vulnerability to high red SEL indicates detection of an out of limits
exposures of electromagnetic and radio fault condition for low oil pressure, low
frequency fields. The operation of the elec- coolant level, or high engine temperature.
tronic control system must not be susceptible Codes are stored in memory to identify the
to interferences which may originate from any fault. There are two methods to read them.
vehicle equipment. It is also important to
insure that the electronic control system does 1. The operator can obtain codes by using the
not generate interferences to other electronic diagnostic request switch typically located
equipment such as AM/FM radios, CB radios, on the dash. A small pocket card (Figure
electronic dashes, and other communication 10) is available which identifies the fault
systems. The DDEC system was tested at both code.
component and system levels. Bulk current
injection (BCI) tests were used to assess
individual component susceptibilities. System
level tests were conducted in an EMC test
chamber at the General Motors Milford Proving
Ground with representative vehicles including
conventional and cab-over trucks, city buses,
and fire trucks. Radio frequency interference
(interference to other electronic systems)
tests were conducted to insure acceptable
levels of radiated emissions.
Although the DDEC system, as tested in a
wide range of vehicle configurations, demon-
strated high immunity to external EMI/RFI type
interferences, field problems were encountered,
some real to the DDEC system and others caused
by other electronics on the vehicle. A DDEC
EM1 problem, encountered more than two years
after the start of production, resulted in a
complete redesign of the oil pressure sensor.
The sensor showed high susceptibility to 400
amp alternator created voltage spikes. This
susceptibility showed up as periodic fluctua-
tion in oil pressure signals, and eventually
the logging of false diagnostic codes indicat-
ing loss of oil pressure.
Field investigations of several EMI/RFI
type complaints indicated that the reported
Figure 10: Diagnostic Codes
problems were not the fault of the DDEC system
and were corrected by modifications to other
systems on the vehicle. An example is where a
transit coach property, operating DDEC engine The handheld Diagnostic Data Reader (DDR)
equipped buses, reported that a suburban fire shown in Figure 11 can be used to read the
department was complaining of interference with fault codes. The DDR plugs into a connec-
their two-way radio communications when the tor typically located under the dash.
buses passed their facility. Investigation of Fault codes can be read in the SAE 51587
this complaint showed that the interference was Format. The DDR can also be used to
being generated by an electronic destination perform tests on the engine aiding in the
evaluation of mechanical problems.
- used for the first time on the buses. In
sign
another instance, complaints of engine speed
fluctuations during two-way radio transmissions Fault codes are stored as Active or
was determined to be the fault of external Historic. Active codes indicate existing
electronic circuitry that the truck manufac- faults in the system. Historic codes indicate
turer had developed for an auxiliary throttle faults which occurred in the past and are
input to the DDEC system. This problem was retained in memory until being cleared with the
corrected when the manufacturer redesigned the DDR. These codes are helpful when diagnosing
auxiliary circuit following our recommended intermittent faults or determining the cause of
application guidelines. engine failure.

DDEC SYSTEM TROUBLESHOOTING - The DDEC

Experience shows that when training - and
proper tools are in place, vehicle downtime can
system is self-diagnostic and identifies be minimized. The system self-diagnostics
malfunctions through the illumination of a detect the presence of a fault and logs codes
Check Engine Light (CEL) and Stop Engine Light isolating the fault to a particular subsystem.
 Downloaded from SAE International by Purdue University, Monday, August 20, 2018

section as the first diagnostic procedure.

DDEC DIAGNOSTIC TOOLS This often requires the m;chanic to perform
some normal checks before jumping to the
conclusion that the electronic control system
is at fault.
The engine protection diagnostics have
been effective in preventing catastrophic
engine failures due to loss of coolant and/or
oil pressure and engine overtemperature. DDEC
stores a code associated with the detected
fault along with the engine hours of the first
occurrence and any subsequent occurrences.
Similar information is stored for throttle
sensor "failed low" (possible tampering) and
engine overspeeds. This information has been
used in demonstrating that operation was
continued under conditions potentially damaging
to the engine.
The primary shop floor tools for servicing
Figure 11: Diagnostic Reader (DDR) the DDEC system are the diagnostic data reader
(DDR) and a digital multimeter. The functions
that can be performed with the DDR are illus-
The Troubleshooting Guide fault trees lead the
trated in Figure 13. The DDR communicates with
mechanic step-by-step through fault isolation,
repair and confirmation tests (Figure 12).
Section 4
DDEC DIAGNOSTIC READER
TROUBLESHOOTING CHARTS
E. CODE 5 4 . VEHICLE SPEED SENSOR (VSS)
NOTE- T h i Chad 8 only lo be used i
FEATURES FUNCTIONS
na problem found and
1) A I bes8c mechenca checksand p h y r c a nrpect.orihave been aerlormed * ~ h
2) Dagnosi alDDEC I was rlaned at i m p Sta.: 1 (PO I71 and you navenow been refer.ed here
LCD DISPLAY DIAGNOSTICS
ENGLISHIMETRK CHANGE DDEC OPTIONS
STEPISEPUEHCE RESULT WHAT TO DO NEXT
BACKLIGHTED SCREEN SWITCH STATUS
54.1 Idmntify Type of RETAINS DATA GOVERNOR STATUS
Vahicle Speed Sense.
Used
PRINTS OUT DATA SENSOR STATUS
Determine whether the VSS used Type ( 7 ) sensor -pGo to 54 2 FUTURE UPGRADES SNAP SHOT
ISetther
T y p e (1) fs B magnetac p~ck-up ~ y p e(21 1 1 0 3 -GO to Y-10 RS232 PORT CnlNDER CUTOUT
and may be one of the folowng
....
tlan~mss#antalshaftsensor
PRINTER SPECIAL TESTS
ENGINE SERIAL NUMBER
..
wheel i ~ m sensor
mechanca speedometer
cable a d a ~ t o rSender ENGINE HOURS
generator
OR
FUELBURNED
-Type 121 w h ~ c houtputs a
square wave i ~ g n aand l
requres the addIlona1 use of
ckt #903 (see sketch) t h s
n c u d e s the ATEC (Allson Figure 13: DDR Functions
T r a n ~ r n # s ~ Eectronc
#on
Controls) electronc speeda
OUtDUt the ECM via the 51587 communication link to
display real time data values for engine
54.2 Check for Fype ol parameters, as well as active and historic
FaIIuve
K e e p a n l l ~ a non enqne not fault codes. The DDR is also used for the
runn,ng
Select SPDSENSORDAG (Mode
reprogramming of customer options. Special
24) on the ODR for dsplay
Observe VSS countson the DDR
service functions such as individual cylinder
cut out, snapshot data recording for trouble-

..
shooting intermittent faults, and downloading

-t
U.3 Check for O m
Osconnect the ECM vehcle Less than or GOto 54-4 data to a printer or a personal computer are
harness connector equal to 5 ohms
AlsodscanneclIheVSSconnector also features of the DDR. A mechanic can
l n ~ t a lal jumper wlre b e w e n
sockets A and B of the VSS become proficient in the use of the DDR with
harness connector
Read resistance between sockets three to four hours of practice.
E2 and E3 an the ECM veh~cle
harness connector In addition, there are two other special
tools known as the BREAK-OUT-BOX and the
'Not recommended w l h ODEC 2 ELECTRONIC VEHICLE DIAGNOSTIC TOOL (EVDT) that
Snptembei 1090 Copyilghl 1990 Delro~tD~eselCorpralion Page 309 can be used for DDEC system analysis. The
BREAK-OUT-BOX offers a convenient method of
Figure 12: Troubleshooting Guide making circuit voltage and resistance measure-
ments or continuity checks. The EVDT (Figure
Even with proper training and tools, mechanics 14) isolates the DDEC engine system from the
will sometimes jump to the conclusion that the vehicle interface wiring and connectors, thus
problems are associated with the electronic permitting a quick determination of whether
control system. They forget the basics of faults are engine related or in a vehicle
diesel engine operation; fuel, air, oil and subsystem.
coolant. For this reason, the DDEC Trouble-
shooting Guide includes a 'WHERE TO START'
 Downloaded from SAE International by Purdue University, Monday, August 20, 2018

requested engine rating. The approval proce-

dure initiates the process on the DDC mainframe
computer. The service reprogramming station
logs on to the mainframe computer to obtain the
files for the requested change in engine
rating. The reprogramming process takes
approximately 10 minutes. The following
functions are performed in this process:

1. The engine serial number is transmitted to

the DDC mainframe computer.

2. The calibration file for the engine is

created.

3. The calibration file is transmitted to the

reprogramming computer.
Figure 14: Electronic Vehicle Diagnostic Tool 4. The ECM is reprogrammed via the 51587
communication link.
TAMPERING - A major concern of both the
fleet owner and the engine manufacturer is the 5. The engine historical files on the DDC
tamper resistance of electronic controls. mainframe database are updated.
Engine power rating increases and defeating of
maximum vehicle speed limits have historically Horsepower uprates have been increasingly
been the targets of inventive drivers. With attractive to customers. A simple horsepower
electronic controls, owners recognize the uprate with the DDEC system greatly enhances
potential of both improved fuel economy and the resale of a given vehicle.
increased engine life through improved control
of the driver. Road speed limiting benefits SUMMARY
include fuel economy, safety, reduced vehicle
wear, and possibly reduced insurance rates. Detroit Diesel pioneered the application
Tampering or defeating mechanical engine speed of electronics for heavy-duty diesel engines.
controls are well publicized within the driver The DDEC system, in addition to providing basic
community. Although electronic controls are fuel control, offers the customer a wide range
not necessarily tamperproof, software develop- of selectable features such as cruise control,
ment has enabled DDC to minimize the possi- road speed limiting, engine protection shut-
bility and occurrences of such defeat modes. down, etc.
Typically, where attempts at tampering are Beyond this, the OEM, authorized service
made, codes can be logged indicating these outlets, and customers are provided the capa-
attempts; and for some situations, thi engine bilities for reprogramming engine features to
speed is defaulted to a failure mode thus meet their needs. Self-diagnostics monitor all
further penalizing the driver. engine electronic components recognizing and
PROGRAMMING SECURITY - The DDR tool can be reporting system faults. Engine protection
used to reprogram many of the customerspecified diagnostics monitor the engine critical systems
options, such as road speed limit, maximum such as oil pressure, engine temperature, and
cruise control speed, etc. A password entry is coolant level. If any one factor is outside
required to access the reprogramming menu on designated limits, the engine is brought to a
the DDR. Most engines, as shipped from the controlled stop avoiding catastrophic-type
factory, have a common password or essentially failures.
no security. This allows the truck OEM, Service repair costs are reduced by
distributor, dealer, or customer to select a elimination of the governor, smoke control,
password of their own choosing. If requested, injector balancing, and injector timing adjust-
the factory can use a 'NULL' password which ments. Diagnostic codes logged in memory are
prevents access to the reprogramming functions read with the handheld DDR tool to indicate the
all together. subsystem fault. The DDR can also read
HORSEPOWER RATING MODIFICATIONS - The DDEC fleet-type information stored in the ECM memory
system provides flexibility within engine such as total engine hours, idle hours, and
families to change rated horsepower and speed, total fuel consumed. Simple tripmeter informa-
Engine rating changes cannot be made via the tion is also available, i.e. trip miles, trip
DDR tool but require reprogramming at one of fuel (gallons) and trip average fuel (MPG).
the authorized service outlets. The repro- The DDEC communication link interfaces
gramming process can be performed with the ECM with electronic instrument displays, trip
on or removed from the engine. All changes to recorders, etc. for transmittal of real time
engine ratings require prior approval by-a DDC engine parametric data. The ECM can also
Regional Sales office. This includes checks to communicate with transmission and ABS/ASR
insure engine hardware compatibility for the electronic controllers.
 Downloaded from SAE International by Purdue University, Monday, August 20, 2018

The DDEC system was designed for use on

engines serving a wide range of applications.
This broad applications of electronics would
have been an impossible task if it had been
necessary to simulate and test all of the
various installation configurations. This
necessitated taking a philosophical approach in
establishing a general set of guidelines based
on past experiences and tests conducted on a
wide range of installation configurations.
With proper attention to the EMC environment,
it has been possible to eliminate interference
paths from cabling and power sources. The
interfacing of aftermarket products presents
additional challenges to the system; and
possibly the best solution will be when
specific interfaces are provided by the vehicle
manufacturer for trip recorders, CB radios,
etc. DDC experience indicates that installa-
tions designed utilizing established DDC
guidelines have achieved expected performance.

FUTURE TRENDS

Future strategies will further emphasize

programmable capabilities, diagnostics and
fault isolation procedures. Communications
between additional on-board vehicle electronic
controllers will also be expanded.
Flash EPROM offers an efficient mechanism
for configuring engines to individual customer
needs. New, higher-speed microprocessors will
provide for engine monitoring of its perfor-
mance and internal condition. Expanded memory
capacity will allow comparisons of real time
sensor data with on-board database knowledge
providing continuous analysis of engine system
functional performances. Fleet maintenance
will benefit from the early detection and
reporting of engine malfunctions permitting
scheduling of maintenance.
The 51939 high-speed control data link
will integrate vehicle powertrain control
functions with communications between the
engine, transmission, braking, and traction
control systems.

REFERENCES

1. Hames, R.J., Straub, R.D., Amann, R.W.,

"DDEC - Detroit Diesel Electronic Control"
SAE 850542
2. Hames, R.J., Hart, D.L., Gillham, G.V.,
Weisman, S.M., Peitsch, B.E. "DDEC I1
Advanced Electronic Diesel Control" SAE
861110

3. Walker, L.W., Brown, R.R., Burkel, C.A.,

OIDonnell, W.L. "Reliability Engineering
Program for the Detroit Diesel Electronic
Control (DDEC)" SAE 880490