SECTION C: VEHICLE ELECTRICAL SYSTEM INTERFACE

WTEC III CONTROLS

Items discussed in the VEHICLE ELECTRICAL SYSTEM INTERFACE section are:

1.0 PURPOSE

2.0 GENERAL

3.0 REQUIREMENTS FOR TRANSMISSION OPERATION

3.1 ECU Power
3.2 Grounds
3.3 Ignition
3.4 "Check Trans" Light

4.0 MANDATED VEHICLE FUNCTIONS

4.1 Neutral Start
4.2 Speedometer Signal
4.3 Reverse Warning
4.4 Anti-Lock Brakes

5.0 ELECTRICAL CONNECTIONS REQUIRED FOR CERTAIN TRANSMISSION

OPTIONS
5.1 Retarder Option
5.1.1 Retarder Enable
5.1.2 Service Brake Status
5.1.3 Retarder Indicator
5.1.4 Anti-Lock Brake Input
5.1.5 Sump / Retarder Temperature Indicator
5.1.6 Engine Water Temperature Signal
5.1.7 Retarder Modulation Controls
5.2 Differential Clutch Option (3000 Product Family Seven-Speed Models)
5.2.1 Differential Clutch Request
5.2.2 Differential Clutch Indicator

6.0 OPTIONAL TRANSMISSION OR CONTROLS FUNCTIONS

6.1 Shift Selector Dimmer
6.1.1 "Keypad" Pushbutton Shifter
6.1.2 "Strip" Pushbutton Shifter
6.1.3 Lever Shifter
6.2 Input Functions
6.3 Output Functions

7.0 INTERFACE WITH VEHICLE SHUTDOWN SYSTEMS

TDWCCMC February 24, 2004

SECTION C: VEHICLE ELECTRICAL SYSTEM INTERFACE
1.0 PURPOSE
The purpose of this section is to discuss the electrical
connections which are necessary to interface the
transmission controls and the vehicle electrical systems
to facilitate basic transmission and vehicle operation.
The electrical connections discussed in this section may
be categorized as follows:
1. Those which are required for transmission operation.
2. Those which support or perform vehicle functions
which are, or may be, mandated by government or
other standards.
3. Those which are required for proper operation of
optional transmission features.
4. Those which support optional transmission or
controls functions.
2.0 GENERAL
The components of the control system are connected by
an electrical harness with necessary connectors. Other
electrical connections are needed to interface to the
vehicle. This section defines and describes these
connections. All control system operating specifications
are found on the Controls Specification Drawing.
As an alternative to the electrical interfaces discussed in
this section, the control of several of these functions
may also be provided through an SAE J-1939 vehicle
communications interface. These functions are:
CHECK TRANSMISSION light
Neutral Start
Speedometer Signal
Reverse Warning
Antilock Brakes
Service Brake Status
Retarder Modulation Controls
For additional details, refer to the Allison Datalink
Communications manual which may be found in the
Extranet portal of the Allison website
(www.allisontransmission.com)
A Vehicle Interface Module (VIM) is used to house
relays and fuses which are necessary for proper system
operation and protection. Some items discussed in this
section are interfaced with the transmission control
system through customer-furnished wiring to the VIM
"output" connector. Others must be connected, through
customer-furnished wiring, to the Vehicle Interface
Wiring (VIW) connectors which are integral to the
transmission wiring harnesses. It is strongly recom-
mended that all customer-supplied interface wiring
include numerical identification using the same number
as the Allison wiring to which it mates, as this provides
significant benefits during service and/or system diag-
nostics. Wiring to and from the VIM uses 100 and 300
WTEC III Controls And General Information February 24, 2004
series identification. Wiring between the ECU and VIM
are 100 series. Identical and related wiring that comes
from the VIM to vehicle systems uses the same numbers
except are 300 series. For further details regarding these
items, refer to Section A: Controls Component Selection
of this manual.
NOTE: To reduce inductive switching transients
and the possibility of coupling these transients
into the transmission electronics, all relay coils,
solenoids, and inductive loads associated with the
transmission system MUST be suppressed. The
ECU provides suppression for all transmission
solenoids. Any relay or inductive load driven by
the ECU or VIM must be suppressed. Diode
suppression is recommended because it provides
the best protection against excessive voltage
peaks.
3.0 REQUIREMENTS FOR TRANSMIS-
SION OPERATION
Four types of electrical connections are required for
proper transmission operation: ECU power, ignition
power, ground, and the "CHECK TRANS" light.
It is required that the transmission ECU have a dedicated
power and ground. If the power and ground are shared
with other vehicle systems, parasitic noise currents may
be introduced into the transmission ECU. Failure to
provide a dedicated power and ground may result in
degraded transmission system performance. To provide
a dedicated power and ground:
DO NOT wire a starter or alternator in series with the
ECU.
DO NOT attach wiring for other vehicle systems to
terminals or bus bars used for the transmission ECU
system (except as shown in Figure C-2).
Except at the battery and at the bus bar, DO NOT
route wires or harnesses for other vehicle electrical
systems parallel to the transmission electrical system
harnesses.
DO NOT use the transmission ECU ground or return
wire as a ground point for any other system.
Power and ground bus bars may be used for the
transmission ECU system if total resistance for the
connection from battery to bus bar does not exceed
1 mOhm. (See measurement A in Figure C-1).
0-GA wire is recommended.
When making connections to bus bar terminals, DO
NOT attach more than two ring terminals to either the
ECU power or ECU ground bus bar stud.
Page C-2
 Total resistance for transmission ECU Battery or 3.1 ECU POWER (WIRES 136A AND 136C)
Battery Return MUST NOT exceed a maximum of 100 12 or 24-volt power is provided to the ECU through a 10
mOhms. Total resistance should be calculated using amp fuse in the vehicle interface module (VIM).
the wire lengths and gages in Figure C-1, and should
include all conductors in length A and
length B.

Wire lengths are based on the use of standard

annealed copper, not aluminum wire.

A382J

NOTE: To minimize possible problems caused by

power fluctuation, there must be no other
electrical loads on the ECU power circuit.

These power-in lines provide power directly to the

system from the battery. When designing and installing
this circuit, the following requirements should be noted:
B061A
The power supply wires must be as short and direct
as possible to minimize voltage drop.
The number of electrical connections between the
Total resistance for Length A must be 1.0 m or less. ECU and battery should be minimized to reduce the
potential for poor connections, corrosion, etc.
Maximum A + B
The power supply wires must be connected directly to
Wire Length for: the battery terminal, and the connection point must be
powered at all times when the vehicle is operational.
m per Single Wire Double Wire
meter (ft) System* System* No more than two ring terminals may be attached to a
dedicated bus bar stud which supplies ECU power.
GA at 20 C meter (ft.) meter (ft.)
6 1.2966 77.1 154.2 Voltage requirements are specified in the Controls
(0.3952) (253) (506) Specification section of this book. Specifications for the
8 2.0607 48.5 96.9 required 10 amp fuse are shown on Vehicle Interface
(0.6281) (159) (318) Schematic Drawings AS07-047 and AS07-048.
10 3.2769 30.5 61.0
NOTE: The 10 amp fuse is required to protect the
(0.9988) (100) (200) ECU from reverse polarity.
12 5.22 18.9 37.8
(1.59) (62) (124) The only acceptable alternative vehicle configuration is
14 8.27 11.9 23.8 to use power supply and ground points which are
(2.52) (39) (78) dedicated to vehicle electronic devices (i.e. devices that
16 13.19 7.3 14.6 draw no more than 30 amps and conform to an EMC
(4.02) (24) (48) specification equivalent to SAE J1455 or GM 9114). Refer
to Figure C-2. This design provides suitable power and
18 20.96 N/A 9.1
ground paths through the VIM and to the ECU if heavy
(6.39) (30)
resistive and electro-mechanical loads are not attached to
* Wire lengths based on standard annealed copper, these points.
not aluminum, wire.
CAUTION: These wires must be disconnected
Figure C-1: Resistance Values for Electrical Circuits when welding is done on the vehicle.

WTEC III Controls And General Information February 24, 2004 Page C-3
 A382N
Figure C-2: Power/Ground Circuits
NOTE: The ECU must have power at all times
when the engine is running and for a short
period of time after engine power-down. Refer to
the following discussion regarding "IGNITION
(Wire 146)" for further details.
If the vehicle is equipped with a "Master" disconnect
switch for the electrical system, the disconnect should
be in the positive (power) side of the system. Isolating
the ECU from other vehicle electrical loads at the master
disconnect switch, as shown in Figure C-3, will better
ensure that the ECU will not be affected by electrical
load and/or electrical noise fluctuations. Locating the
Master switch in the negative (ground) side of the
system may result in the ECU being powered at all times,
even when the switch is in the OFF position, resulting in
excessive drain on the battery.
A382M
Figure C-3: Installing a Master Disconnect
Switch
WTEC III Controls And General Information February 24, 2004
Locating the disconnect in the negative side (ground) of
the system may also result in noise generated in the
system and possible loss of transmission system
functions.
3.2 GROUNDS (WIRES 143A AND 143C)
Wires 143A and 143C, system grounds, must be
connected to the negative side of the battery. As the
only acceptable alternative, the connection can be made
at a bus bar that will not be affected by other electrical
loads, as illustrated in Figure C-2. This connection
point must be dedicated to vehicle electronic devices
that draw no more than 30 amps and conform to an
EMC specification equivalent to SAE J1455 or
GM9114.
NOTE: Wires 343A and 343C must be
disconnected when welding is done on the
vehicle.
CAUTION: Do not use ECU signal return or
ground pins to ground vehicle systems.
A384D
Page C-4
 NOTE: The most common installation problem
associated with ECU voltage is an inadequate
ground. To minimize these potential problems:
1. Never use chassis for system grounds.
2. The ECU must have a power source and a
ground that will maintain good minimum supply
voltage under all operating conditions. Both
positive and ground cables, bus, and wires must
be large and resistance free.
3. Do not ground the ECU to a common point
with other large loads such as headlights, sirens,
large solenoids, or non-electronic loads. These
can cause voltage surges and intermittent
symptoms.
4. Make tight connections without multiple use
of one power or ground point. This reduces the
loosening of terminals over time.
5. Do not connect signal ground wire 161 to any
other ground wire or to chassis ground.
3.3 IGNITION (WIRE 146)
The ignition sense power signal is provided through a 10
amp fuse or manually-reset circuit breaker and turned on
with the ignition switch. The signal from Wire 146 turns
the ECU on from its "power-down" state. The ECU then
reads the calibration data in memory, reads the PROM,
checks all sensors for readiness, then commands the
transmission and shift selector to NEUTRAL. The
throttle position calibration is adjusted as necessary from
the stored data, and the neutral start relay activates to
permit starting of the engine.
A383E
NOTE: Ignition input to the ECU must be free of
unsuppressed inductive loads. If the source
defined by the diagram above does not meet this
requirement, refer to "IGNITION POWER
(ALTERNATE)" diagram.
WTEC III Controls And General Information February 24, 2004
A383G
After the ignition switch is turned OFF, the ECU will
"power-down" when both input and output speeds are
zero and the appropriate data has been stored in memory.
(This process is normally completed in approximately two
seconds.) The display (if available) will go blank after
the process is completed. ECU power, as described
earlier in this section, must be maintained during the
power-down period.
An ignition circuit fuse is located in the Allison vehicle
interface module.
NOTE: The "Ignition Power" wire must stay
powered continually during engine cranking, and
during transition from the "crank" position of
the start switch to the "on" or "run" position.
Once the engine is running, this wire must
remain powered at all times to achieve proper
operation of the relays in the VIM such as
those which control the Neutral Start, Reverse
Warning, and other vehicle functions.
This wire must not be powered in the
"accessory" position, as it may cause significant
and unnecessary drain on the battery.
3.4 "CHECK TRANS" LIGHT (WIRE 115)
Wire 115 goes from OPEN to GROUND to actuate a
customer-furnished dash-mounted "CHECK TRANS"
light. An external relay is required if the current is 0.5
amps or greater.
NOTE: This signal must NOT be used in a
vehicle shutdown system.
A386E
Page C-5
4.0 MANDATED VEHICLE FUNCTIONS The speedometer signal is available from two sources;
Four transmission controls functions are provided to on output Wire 357 from the VIM, and on output Wire
support or perform vehicle functions which may be 157 through the VIW-S wiring connector.
mandated by various governing bodies:
1. Neutral Start Wire 157 (as VIM output)
2. Speedometer Signal
3. Reverse Warning
4. Anti-Lock Brake Interface

4.1 NEUTRAL START (WIRE 123)

Wire 123 goes from OPEN to + ECU voltage (+12V/
+24V) when NEUTRAL has been selected and attained
(not with auto neutral). This signal is used to close an
external circuit which verifies that the transmission is in
neutral for starting the engine.

NOTE: The relay contact circuit must be

protected by a customer-furnished 15 amp
fuse.
A389H

NOTE: Voltage during engine cranking must

not fall below the relay dropout voltage. Wire 157 (as VIW #2 output)

The neutral start relay is provided in the VIM.

A389I
A390D

The neutral start feature should not be used for interfac-
ing with auxiliary vehicle systems which require neutral
indication. Two output functions are available for
fulfilling this need. See the description of "Range
Indicator" and "Neutral Indicator for PTO" output
functions in Section E: Customizing the Controls
Configuration to Your Vehicle of this manual. Also
note that the auto neutral functions (L, O, AG & AK)
described in Section E do not activate the neutral start
wire.
4.2 SPEEDOMETER SIGNAL (WIRE 157)
This signal provides a zero to (VBAT2) volt pulse signal
from the ECU to drive an electronic speedometer. This
signal conforms to a 50% duty cycle square wave as
defined in the Controls Specifications section of this
book. The number of pulses per output shaft revolution
may vary by model. Refer to the Controls Specification
section for detail definition.
Either of these signals may be used for any vehicle
system which requires a speed signal. This signal may
be used directly by the speedometer (or other device) or,
if a signal type other than a non-zero-crossing is needed,
it may be used as input to a signal converter. Signal
converters are used to convert the ECU output signal
into either zero-crossing or non-zero-crossing format.
See Section G: Support Equipment of this manual for
suppliers of signal converters.
NOTE: DO NOT splice into the transmission
harness to use the signal directly from the
speed sensors. This signal is for use only by
the transmission controls ECU.

WTEC III Controls And General Information February 24, 2004 Page C-6
4.3 REVERSE WARNING (WIRE 113)
Wire 113 goes from OPEN to GROUND when Reverse
has been commanded by the ECU. This signal can be
used with an external relay for functions related to
reverse operation, such as backup lights or an audible
reverse warning signal.
A391D
The reverse warning relay is provided in the vehicle
interface module.
NOTE: The relay contact circuit must be
protected by a customer-furnished 15 amp
fuse.
4.4 ANTI-LOCK BRAKES (WIRE 154)
If the vehicle is equipped with an anti-lock brake
system (ABS), an interface between the ABS and
transmission control systems is required. This
interface facilitates disengagement of the transmis-
sion lockup clutch (if applied) and retarder (if
available) when ABS is activated. This interface is
accomplished in either of two ways:
(1) the transmission ECU detects an "ABS active"
message on the SAE J1939 data link
(2) with a discrete input from the ABS system as
detailed below.
When ABS is activated, Wire 154 must be switched
from OPEN to signal ground. The proper installation
of this feature is dependent upon the signal (power or
ground) which is sent to the ECU when the ABS
system is activated.
A429G
WTEC III Controls And General Information February 24, 2004
If the system provides a ground signal when ABS is
active, ABS system voltage requirements and diagnostics
will determine the installation configuration. Some ABS
systems may require the input signal to be switched
through a relay, whereas others do not. Refer to the
schematics which follow, and consult with the ABS
system manufacturer for the requirements of your
specific installation.
A429J
A429M
5.0 ELECTRICAL CONNECTIONS
REQUIRED FOR CERTAIN TRANSMIS-
SION OPTIONS
Specific functions may be required if the transmission is
equipped with the retarder or transfer case options.
5.1 RETARDER OPTION
The following functions may be required for retarder
models. Each may be used independently in a separate
circuit to perform its function as described, or they may
be used together in an integral retarder control circuit as
illustrated in Section F: Installation of Input/Output (I/
O) Functions Used in Vocation Packages of this
manual; refer to Installation Schematic Z for "Retarder
Enable".
5.1.1 RETARDER ENABLE (WIRE 163)
When wire 163 is switched to signal return wire 143H,
the retarder is enabled. This customer-furnished enable/
disable switch is required for all retarder installations and
must be located within easy access of the operator.
Page C-7
5.1.2 SERVICE BRAKE STATUS (WIRE 137)
When the brakes are applied, a pressure switch in the
brake system closes, indicating to the ECU (on Input
Wire 137) to select the proper retarder control values.
This feature is required for all retarder installations.
5.1.3 RETARDER INDICATOR (WIRE 125)
When the ECU activates the retarder, wire 125 will go
from GROUND to OPEN. This signal must be used to
turn on the brake lights. An optional dash mounted
"retarder on" light may be illuminated simultaneously.
5.1.4 ANTI-LOCK BRAKE INPUT (WIRE 154)
If the vehicle is equipped with an Anti-Lock Brake
System (ABS), this ECU input is required to deactivate
the retarder, if applicable, and to disengage the lockup
clutch when ABS is active. When ABS is active, wire
154 must be switched from OPEN to wire 161B.
5.1.5 SUMP / RETARDER TEMPERATURE INDICATOR
(Wire 105)
When a near over-temperature condition is detected in
the transmission sump or the "retarder out" circuit, the
ECU will switch wire 105 from OPEN to GROUND. This
signal is typically used to activate a yellow dash-
mounted indicator to alert the operator of impending
changes in transmission operation hold to fourth
range, use of the "preselect downshift" shift schedule
(i.e. automatic downshifting at speeds higher than
normal), and/or automatic reduction of retarder capacity
due to high transmission fluid temperatures. An external
relay is required if the current is 0.5 Amps or greater.
NOTE: Use of this function is optional with a
transit bus or when using a transmission
temperature gage, but is required for all other
retarder installations.
Refer to Section E: Transmission Cooling Guidelines in
the appropriate transmission Installation Manual for
over-temperature warning requirements and additional
methods of sensing transmission / retarder temperature.
5.1.6 ENGINE WATER TEMPERATURE SIGNAL
(Wire 179)
The transmission controls system is designed to recog-
nize a signal, from a customer-furnished engine water
temperature sensor, which detects an over-temperature
condition in the engine. This signal may be used in
addition to transmission temperatures to alter operation
of the retarder in an overheat condition (see paragraph
5.1.5). The engine water temperature sensor attaches to
a connector on the wiring harness which is dedicated to
this purpose. For further details, refer to the discussion
regarding Retarder Controls in Section A: Controls
Familiarization and Component Selection of this
manual.
WTEC III Controls And General Information February 24, 2004
5.1.7 RETARDER MODULATION CONTROLS
(WIRES 124, 135, 164)
The retarder modulation controls provide a means for the
operator to request a desired level of retardation. The
various types of retarder controls are discussed in
Section A: Controls Familiarization and Component
Selection of this manual, and in Technical Document
(TD) 162, Guidelines for Selecting Retarder Controls,
behind the General Reference tab in this book. The
schematic below shows the interface of the retarder
modulation controls to the ECU.
A386G
5.2 DIFFERENTIAL CLUTCH OPTION
The following functions are required for the operational
control of the differential clutch in the seven-speed
models of the 3000 Product Family.. They may be used
independently in separate circuits to perform the
functions as described, or they may be used in an
integral differential clutch control circuit as illustrated in
Section F: Installation of Input/Output (I/O) Functions
Used in Vocation Packages of this manual; refer to
Installation Schematic AF, "Differential Clutch Request."
5.2.1 DIFFERENTIAL CLUTCH REQUEST
(Wire 163)
When Wire 163 is switched to ground wire 143, the ECU
will enable the transfer case differential lockout clutch.
A speed limitation may be programmed into the ECU if
operation at high vehicle speeds is not desired.
NOTE: The shift selector MODE button may be
used for this function if a separate switch (on
wire 163) is not desired.
5.2.2 DIFFERENTIAL CLUTCH INDICATOR
(Wire 125)
When the ECU commands the differential lockout clutch
to be on, wire 125 will go from GROUND to OPEN and
remain OPEN until the clutch is commanded off. This
output can be used to illuminate an indicator light or to
provide a signal to another vehicle interface.
Page C-8
6.0 OPTIONAL TRANSMISSION Three different areas of the shifter may be illuminated:
OR CONTROLS FUNCTIONS the digital (range) display, MODE button backlighting,
Other optional functions are available to support trans- and range button backlighting. The brightness of each is
mission or controls functions: adjusted automatically, depending upon the brightness
1. Shift Selector Display Dimmer setting of the dash dimmer switch. At very low dash-
2. Vehicle Communications Interfaces board voltage the selector assumes that the lights are
3. Input Functions OFF and selector lighting is restored to full brightness.
4. Output Functions
6.1.1 "KEYPAD" PUSHBUTTON SHIFTER:
6.1 SHIFT SELECTOR DIMMER Digital Range Display (LED): Six discrete settings -
Illumination lamps in the keypad pushbutton and lever "Off", "Maximum. Brightness", and four intermediate
shift selectors may be dimmed as a function of the dash settings (step increases)
dimmer control setting. The installation requirements
are different for 12-volt and 24-volt vehicle systems as MODE Button Backlighting (LED): Infinitely
denoted in these schematics. variable
Range Button Backlighting (LED): Infinitely
PWM style dimmers may be used as described below: variable
12V 24V
Voltage 10-18 V 22-32 V If the selector is not wired into the dimmer circuit, the
Frequency 50-2000 Hz 50-2000 Hz Digital Range Display will always be at full brightness
(as if the dash lights are off), but there will be no
backlighting for the MODE Button and the Range
Buttons.

6.1.2 "STRIP" PUSHBUTTON SHIFTER:

Digital Range Display (LED): Display is not available
with this shifter.
MODE Button Backlighting (LED): MODE button is
not available with this shifter.
Range Button Backlighting (Incandescent): Not
available. There is one level of back lighting for the
depressed button. This shifter will not meet some
Motor Vehicle Safety Standard dimming requirements
without external lighting and dimming.

6.1.3 LEVER SHIFTER:

Digital Range Display (LED): Six discrete settings -
"Off", "Maximum. Brightness", and four intermediate
settings (step increases)
A430D
MODE Button Backlighting (LED): Infinitely
variable
Range Button Backlighting (LED): Not available - there
is no backlighting on this component.

If the selector is not wired into the dimmer circuit, the

Digital Range Display will always be at full brightness
(as if the dash lights are off), but there will be no
backlighting for the MODE Button.

A431D

WTEC III Controls And General Information February 24, 2004 Page C-9
6.2 INPUT FUNCTIONS
Input Functions can be used to activate numerous
auxiliary functions programmed into the controls.
Actuation of these functions is accomplished with
customer-supplied switches.
See Section E: Customizing the Controls Configuration
to Your Vehicle of this manual for a description of input
functions. Although each may be used independently to
control the function of the ECU, quite often input
functions (and output functions; see Section 6.3) are
used in combination to provide more comprehensive
vehicle control functions.
Some of the wires used for the control of the Input
Functions are "ground inputs", i.e. the programmed
function is activated when the input wire is switched to
ground. Other input wires are "power inputs", i.e. the
programmed function is activated when the input wire is
switched to +12v or +24v power.
The shift selector MODE button may also be designated
to activate an operator-requested input function.
Refer to Section F: Installation of Input/Output (I/O)
Functions Used in Vocation Packages of this manual
for recommended wiring schematics for the activation
of input functions.
6.3 OUTPUT FUNCTIONS
The ECU can also be programmed to control several
auxiliary output functions. When directed by pro-
grammed logic and/or by attainment of preselected
conditions, each output function provides power or
ground to activate an external circuit associated with the
function.
NOTE: The relay contact circuit must be
protected by a customer-furnished 15 amp fuse.
NOTE: Four Output Function relays are provided
in the Vehicle Interface Module. These are
controlled by wires 112, 114, 125, and 132.
7.0 INTERFACE WITH VEHICLE
SHUTDOWN SYSTEMS
Some engines may be equipped with a control system to
either reduce power or cease engine operation when the
engine controller receives data indicating a vehicle
system malfunction or anomaly.
The control system for these transmission models is
designed to alert the operator of a transmission system
malfunction through the use of indicator lights and
diagnostic codes. Consequently, Allison Transmission
does not agree with the practice of shutting down the
engine in the case of a sole transmission incident. Such
an incident could include, but is not limited to, transmis-
sion diagnostic codes, excessively high or low transmis-
sion operating temperatures or fluid levels, or any loss of
electrical power to the transmission control system.
Although the reduction of engine power resulting from a
transmission incident may be appropriate in some
circumstances, restricting engine speed will limit the
ability to move the vehicle, particularly from a stationary
condition.

When activated by the ECU, the appropriate wire goes

from OPEN to GROUND, or from OPEN to +12v or
+24v to energize a relay to complete the external
vehicle circuit. This relay may be in the VIM or may be
customer-furnished. Customer-furnished relays must be
diode-suppressed (the VIM provides suppression for its
relays). Available output function options are described
in Section E: Customizing the Controls Configuration
to Your Vehicle of this manual.

Although many of the output functions may be used

independently, quite often they are used in combination
with other input or output functions to provide more
comprehensive system control. Recommended wiring
schematics for the activation of input and output
functions are included in Section F: Installation of
Input/Output (I/O) Functions Used in Vocation Pack-
ages of this manual.

WTEC III Controls And General Information February 24, 2004 Page C-10