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copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 07, 23 July 2014 of 216 © Copyright 2014 Cummins Inc.

Application Engineering Bulletin

Title: This AEB is for the following applications: CM2350 Electronic Subsystem Technical

Package – Body Builders Guide

Automotive Industrial Marine G-Drive Genset Filtration Emission Solutions

Date: 23 July 2014 Refer to AEB 9.01 for Safety Practices,

Guidelines and Procedures AEB Number: 15.142

Engine models included: 2013 ISB6.7, ISL9, ISX12, and ISX15

Owner: Ian Alsman / Walter Rhodes

Approver: per Procedure VPI-GAE-0001

Page 1 of 216

This AEB supersedes AEB 15.142 dated 29 April 2014

This AEB serves as the Body Builders Guide for 2013 Cummins diesel engines including ISB6.7, ISL9, ISX12, and ISX15 equipped with the CM2350 electronic control module. The electronic control module provides many features that can be used to control the engine in a variety of applications. This manual describes the functionality of these features, and contains some guidelines on proper implementation of the Cummins engine for those applications. It also contains a document list that needs to be referenced in conjunction with this manual for proper installation practice on the Cummins engines.

Note: Any Body Builder may request access to the Cummins Secured Website by contacting your Cummins Support Contact and submitting a security agreement. If you cannot find a Cummins Support Contact, go to gce.cummins.com and email your needs with details to Web Support.

Cummins automotive 2013 engines are integrated with a Selective Catalytic Reduction (SCR) System. For detailed information related to the SCR aftertreatment system, refer to AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces, and AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.

On Board Diagnostics (OBD) Requirements –

The following components are HD OBD regulated. The OEM supplied OBD components are the responsibility of the OEM to implement and install according to the HD OBD Requirements specified in this document. See AEB 191.23 – On Board Diagnostics (OBD) Master Document – HD OBD for a list of all AEB documents that have HD OBD Requirements.

CM2350 Electronic Subsystem Technical Package – Body Builders Guide AEB 15.142




HD OBD Component Section

Accelerator Pedal Position Sensors Accelerator Pedal Position sections

Aftertreatment Diesel Oxidation Catalyst Inlet Temperature

Aftertreatment Diesel Oxidation Catalyst Inlet Temperature Signal

Aftertreatment Diesel Oxidation Catalyst Outlet Temperature

Aftertreatment Diesel Oxidation Catalyst Outlet Temperature Signal

Aftertreatment Diesel Particulate Filter Outlet Gas Temperature

Aftertreatment Diesel Particulate Filter Outlet Gas Temperature Signal

Aftertreatment Diesel Particulate Filter Pressures

Aftertreatment Diesel Particulate Filter Differential Pressure Signal

Aftertreatment Diesel Particulate Filter Output Pressure Signal

Ambient Air Temperature Sensor Ambient Air Temperature Sensor Signal

Datalink (public and dedicated) Installation Requirements and Recommendations

J1939 Public Datalink

Engine/Aftertreatment Communication Network

Engine Coolant Level Engine Coolant Level Signal

Malfunction Indicator Lamp Malfunction Indicator Lamp

Tailshaft Speed Signal Installation Requirements and Recommendations

Vehicle Speed Vehicle Speed Sensor sections

Ammonia Sensor Signal Ammonia Sensor section

Particulate Matter Sensor Signal Particulate Matter Sensor section

Dosing Module (DM) DM section

Supply Module (SM) SM section

Diesel Exhaust Fluid Tank Temperature Sensor

Diesel Exhaust Fluid Tank Temperature Sensor section

DEF line heater and relay DEF line heater and relay section

DEF tank coolant flow valve DEF tank coolant flow valve section

DEF Suction, Pressure and Throttle lines DEF Suction, Pressure and Throttle lines section

NOx sensors (Engine Out and SCR Out) NOx sensors section





HD OBD Component Section

Wiring from all aftertreatment components to ECM

OEM wiring section

Wait to Start Lamp Wait to Start Lamp

2013 Component Requirements for Body Builders

Body Builders MUST NOT modify the following components or systems due to OBD/emissions system certification of these components/systems:

Vehicle Speed Sensor

Engine Coolant Level Sensor

Ambient Air Temperature Sensor

Vehicle Accelerator Pedal

Malfunction Indicator Lamp

9-Pin Diagnostic Interface Connector

J1939 Datalink

Diesel Particulate Filter (DPF) and Diesel Oxidation Catalyst (DOC) System including exhaust downstream pipe and compressed air supply to engine Dosing Module.

Selective Catalytic Reduction (SCR) System including connection pipe to Diesel Particulate Filter system and Diesel Exhaust Fluid (DEF) system.

Body Builders MUST NOT modify or relocate the DPF/DOC/SCR/DEF assembly or any components associated with them. It is also the case that there SHOULD NOT be any modifications made to the exhaust piping from turbo outlet to aftertreatment inlet.

Body Builders MUST NOT restrict access for service of the emissions system components.

Body Builders MUST NOT install objects that will result in abnormal temperatures to occur on the emissions control system.

Body Builders MUST NOT restrict access to the fill tube or label for the DEF tank after body builder work is completed.

Body builders MUST maintain proper clearance of their add-on devices to the high temperature components of the emissions control systems.

Please refer to AEB 191.24 – OEM Regulatory Agreement Support Information





Installation Requirements In order to receive Cummins approval of the ECM installation, the following requirements MUST be met. Exceptions to those requirements MUST be approved by Cummins application engineering.

1. The procedures in the ECM to Vehicle Connection Procedure MUST be followed for connecting and disconnecting battery power to the ECM.

2. ECM positive power supply MUST be connected directly to the vehicle battery or a low impedance battery bus system that will maintain adequate operating voltage to the ECM.

3. The ECM MUST NOT be connected to a battery disconnect device unless dictated by statutory regulation. The ECM and the Aftertreatment Power on the 14-pin crossover connector (as is required for some ISB special applications as noted in the Installation Requirements section of this AEB) MUST connect directly to battery power.

4. Battery disconnect switches, if installed MUST disconnect the positive circuit.

5. ECM power return (ground) wiring MUST be connected to the engine block ground stud and then return from the engine block to the battery by a low impedance circuit of 0.020 Ω or less between the ECM and battery.

6. ECM power wiring MUST be 16 AWG and have a total wiring circuit resistance of 0.040 Ω or less from battery positive to ECM back to battery negative.

7. ECM positive power circuit MUST be protected by an automotive type fuse (a single 30 A fuse) or similarly fast acting circuit breaker that will provide 30 A of current to the ECM.

8. All datalink devices and adapters MUST be grounded at the same ground potential as ECM.

9. The alternator MUST be equipped with a ground cable sized and routed such that it is capable of carrying a minimum of 80% of the alternator’s rated output current under all operating conditions. Refer to the Alternator Ground Cable Effectiveness Test as described in AEB 21-35 – Starter and Electrical Systems for more information.

10. ECM Ground Noise Sustained voltage differential or peak to peak voltage differential levels between the engine ECM block ground stud and battery negative MUST NOT exceed 500 mV. Intermittent transient pulses with duration of 5.0 µs or less at a magnitude of ±2.5 volt or less are acceptable. Refer to the Test Method for ECM Ground Noise in AEB 21-35 – Starter and Electrical Systems for more information.





11. Trailer ground circuits MUST NOT use the engine block ground stud for a connection point or path back to Battery (-).

12. All OEM switches and sensors wired directly to the ECM MUST be wired to an ECM Return and MUST NOT return through chassis or engine block grounds.

13. Acceleration Position Sensor #1 and Acceleration Position Sensor #2 MUST be the only signal returned to the Acceleration Position Sensor #1 and Acceleration Position Sensor #2 return. Acceleration Position Sensor #1 supply MUST be dedicated to Acceleration Position Sensor #1.

14. Acceleration Position Sensor #1 and Acceleration Position Sensor #2, Supply, Signal and Return circuit wiring harness and connector resistance MUST NOT exceed 10 Ω for each circuit.

15. An ECM Return MUST NOT be used to return any voltage that has not been sourced from the ECM.

16. Any single ECM Return MUST NOT exceed 6 A.

17. The vehicle keyswitch MUST provide a continuous battery voltage signal to the ECM when in the ON or CRANK positions and remove battery voltage to the keyswitch input of the ECM when in the OFF or ACCESSORY positions.

18. The keyswitch signal MUST be fused and be independent from other loads that could impact the Keyswitch signal.

19. Since the Vehicle Speed Sensor is an OBD sensor for the 2013 products and beyond, the OEM may no longer implement circuit interruptions between the vehicle speed sensor and the ECM. As were used in the past for certain stationary mode applications.

20. The vehicle SAE J1939 Data Link connection MUST meet the electrical performance requirements of SAE J1939.

21. The vehicle SAE J1939 Data Link connection MUST connect to the ECM without going through a gateway device.

22. Cummins specified emissions devices MUST be on the Engine/Aftertreatment Communication Network. Other datalink devices MUST NOT be installed on this network.

23. Red Stop Lamp, Amber Warning Lamp, Malfunction Indicator Lamp, Diesel Exhaust Fluid Lamp and Diesel Exhaust Fluid gauge MUST be installed on the dashboard and be visible to the vehicle operator.





24. The Wait to Start Lamp MUST be installed such that the vehicle operator can visibly see the indication that a delay is needed before starting the engine. The Wait to Start Lamp is an OBD component and is subject to all OBD requirements for all 2013 ISB6.7 and ISL9 engine installations.

25. The aftertreatment connectors and wiring MUST be adequately protected from the radiated heat.

26. Wire size MUST be minimum 20 AWG for ECM I/O.

27. All OEM installed components MUST meet the requirement as defined in AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Components.

28. J1939 multiplexed systems MUST meet the standards in AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications and AEB 15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond Automotive Engines.

29. Connector wiring and seals MUST provide adequate dirt and moisture intrusion protection including the fitting of unused connector cavities with sealing plugs.

30. Datalink, Vehicle Speed Sensor, Accelerator Position Sensor and DEF Doser wiring MUST be twisted pairs/triplets.

31. The ECM 96 pin connector, supply module connector and dosing connector MUST have silver plated terminal contacts.

32. The ECM 14 pin crossover connector, delegated assembly connectors, DEF quality sensor connector and Particulate Matter (Soot) sensor connector MUST have gold plated terminal contacts.

33. The ECM 96 pin connector MUST be properly installed by pulling the lever down completely to ensure a “click” sound and that the lever is in the fully closed position.

34. The OEM MUST use a cable clamp on the ECM for the OEM harness connector.

35. All ECM connectors MUST be disconnected prior to any vehicle welding.

36. The Starter Lockout feature MUST be functional when used with Cummins branded starters.

37. The thermal shielding effectiveness of the aftertreatment diesel particulate differential pressure sensor MUST be demonstrated by the OEM for installed distances less than 25 mm (1 in).





38. Any auxiliary system used to shutdown the engine MUST have a Cummins Application review completed and approved.

39. ECM power MUST be maintained for a minimum 70 seconds after key off.

40. OEM MUST procure a wiring harness to connect the Dosing System including: the Supply Module, Dosing Module, DEF line heaters, DEF tank coolant flow valve, Diesel Exhaust Fluid Tank Temperature Sensor, Diesel Exhaust Fluid Tank Level Sensor, delegated assembly connectors, Engine/Aftertreatment Communication Network, switched battery power and return, and Particulate

Matter (Soot) sensor. Refer to 2013 Common OEM Wiring Diagram for completed wiring details.

41. OEM MUST meet electrical requirements of Dosing Module, Supply Module, DEF Tank Coolant Flow Valve, DEF Line Heater Relay, and DEF line heating as defined within Table 1.

42. OEM MUST meet electrical requirements of NOx sensor as defined within Table 2.

43. OEM MUST meet electrical requirements of ammonia (NH3) sensor as defined within Table 3.

44. The In-Tank DEF Quality Sensor is an optional sensor for 2013 engines but is required for 2016 engines. If it is used, the OEM MUST meet electrical requirements of DEF Quality Sensor as defined within Table 4.

45. OEM MUST meet electrical requirements of DPF/SCR exhaust gas temperature sensor as defined within Table 5.

46. OEM MUST meet electrical requirements of Particulate Matter sensor as defined within Table 6.

47. The DEF Dosing Module and its connectors MUST NOT be exposed to temperatures greater than 120 °C (248 °F).

48. Supply Module MUST NOT be exposed to temperatures greater than 85 °C (176 °F).

49. Supply Module system voltage MUST be the same as engine voltage.

50. Vehicles MUST be equipped with a Diesel Exhaust Fluid Tank Level Sensor. Tank level sensing MUST adhere to the tank level sensing requirements as defined in AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Components.





51. Vehicles MUST be equipped with Diesel Exhaust Fluid tank temperature sensing capabilities. Tank temperature sensing MUST adhere to the tank level sensing requirements as defined in AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Components.

52. Diesel Exhaust Fluid lines (Pressure, Suction, and Throttle Lines) MUST NOT exceed maximum lengths as outlined in AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.

53. DEF line ID (Pressure, Suction, and Throttle Lines) of 3.0 – 3.5 mm MUST:

a. Conform to Table 1 (Appendix) electrical requirements.

b. Conform to system configuration layout as defined within AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.

c. Successfully pass on-vehicle pressure drop testing as defined within AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.

54. OEM MUST provide suitable DEF pressure, DEF suction, and DEF throttle line heating equipment to ensure vehicle acceptance for all seasons.

55. OEM MUST provide heated connectors for these lines.

56. OEM MUST provide an Ambient Air Temperature Sensor at a location which meets the requirement as specified in AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components.

57. OEM MUST provide a DEF Line Heater Relay (either one 3-pole relay isolated with three diodes, or three 1-pole relays). DEF Line Heater Relay MUST be rated for vehicle battery voltage.

58. The DEF Tank Coolant Flow Valve voltage rating MUST be the same as the engine voltage.

59. OEM Switched Battery to the 12-pin Delegated Assembly Jumper (which supplies power to the NOx sensor and the DPF/SCR exhaust gas temperature sensor) MUST be the same as engine voltage.

60. The Diesel Particulate Filter (DPF) and Selective Catalyst Reduction (SCR) connectors MUST NOT be subjected to temperatures greater than 140 °C (284 °F).

61. The NOx sensor ECU and connectors MUST NOT be subjected to temperatures greater than 125 °C (257 °F) / 115 °C (239 °F) for 12 V/24 V.





62. NOx sensor wiring MUST NOT be subjected to temperatures greater than 200 °C (392 °F).

63. NOx sensor wiring between the ECM and sensing element MUST NOT be modified. The NOx sensor MUST NOT be grounded to engine block stud.

64. NOx sensor voltage rating MUST be the same as engine voltage.

65. NH3 sensor ECU and connectors MUST NOT be subjected to temperatures greater than 125 °C (257 °F).

66. NH3 sensor wiring MUST NOT be subjected to temperatures greater than 200 °C (392 °F).

67. NH3 sensor wiring between the ECM and NH3 sensing element MUST NOT be modified. NH3 sensor MUST NOT be grounded to engine block stud.

68. The In-Tank DEF Quality Sensor is an optional sensor for 2013 engines but is required for 2016 engines. If it is used, the sensor and connectors MUST NOT be subjected to temperatures greater than 125 °C.

69. The In-Tank DEF Quality Sensor is an optional sensor for 2013 engines but is required for 2016 engines. If it is used, it MUST NOT be grounded to the engine block stud.

70. The DPF/SCR Exhaust Gas Temperature sensor module and connectors MUST NOT be subjected to temperatures greater than 125 °C (257 °F).

71. DPF/SCR Exhaust Gas Temperature sensor wiring MUST NOT be subjected to temperatures greater than 240 °C (464 °F). Temperature sensor wiring MUST NOT be modified. Temperature sensor MUST NOT be grounded to engine block stud.

72. DPF/SCR Exhaust Gas Temperature sensor voltage rating MUST be the same as engine voltage.

73. Once incorrect Diesel Exhaust Fluid (DEF) has been detected, the vehicle MUST be taken to an authorized service center to ensure no permanent damage has occurred to the SCR system.

74. A Fuel Tank Level Sensor for indicating percent remaining usable diesel fuel MUST be installed which meet the requirement as specified in AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components.

Note: The use of the term MUST denotes a requirement that must be followed for an approved application installation. The term SHOULD denotes a recommended practice that should be followed for best performance. Deviations from the recommendations should only be performed if specific information or testing is available for the particular application which confirms the deviation is appropriate.





Wiring Specifications

Cummins does not take any responsibility for customer or body builder wiring. Aftermarket installed wiring for engine speed control MUST comply with Cummins installation requirements as mentioned above. The following wiring specifications are additional guidelines in installing the total vehicle system.

ECM to Vehicle Connection Procedure

The following procedure MUST be followed for connecting battery power to the ECM. Not following this procedure may result in permanent damage to the ECM.

1. All ECM power and I/O connections MUST be made before connecting the vehicle batteries to the vehicle electrical system. Ensure the 96 pin OEM connector is properly installed by pulling the lever down completely to ensure a “click” sound and the lever is in the fully closed position.

2. Make the Battery (-) connection followed by the Battery (+) connection. Reverse this order for disconnecting battery power.

3. The ECM Keyswitch signal MUST be OFF (0 volts) when connecting or disconnecting battery power.

4. The ECM MUST NOT be powered from a source outside the vehicle chassis, unless using a device specifically approved by Cummins.

Battery Disconnects

The ECM MUST be connected directly to battery power; if a battery disconnect device is installed on the vehicle, it MUST NOT disconnect power to the ECM. The ECM needs continuous battery power to determine when to perform various OBD regulated diagnostics. Additional, Diesel Exhaust Fluid line purging starts when the keyswitch is turned OFF and is completed in 70 seconds. Battery power MUST be maintained to the ECM during the purging cycle to ensure that purging is completed. Damage may result from an incomplete purge and the freezing of Diesel Exhaust Fluid remaining in the dosing system.

If, due to statutory regulation, a battery disconnect device is required to remove battery power from the ECM, proper labeling must be installed on or near the disconnect device that warns the vehicle operator that the disconnect device should only be used in an emergency situation or due to statutory regulation and not on a regular basis.

When the Aftertreatment Power on the 14-pin crossover connector is connected to the battery (as is required for some ISB special applications as noted in the Installation Requirements section of this AEB), the battery disconnect device MUST NOT disconnect power to the Aftertreatment Power circuit (Pin 5 on the 14 pin crossover connector). The ECM controls, via a relay, the battery power to the Aftertreatment Power circuit until it has completed the required OBD regulated diagnostics.





It is acceptable for the power to the Diesel Exhaust Fluid Line Heater Relay and the Diesel Exhaust Fluid Supply Module Heater Relay to be connected to a battery disconnect device.

When a battery disconnect device is installed on the vehicle, it MUST be installed on the positive battery circuit – even if the ECM is not in the battery disconnect circuit. If it is desired for the negative battery circuit to be disconnected, the battery disconnect device must disconnect the positive battery circuit first before disconnecting the negative battery circuit. Severe and permanent damage to the ECM can result if the negative battery circuit is disconnected first.

Alternator Grounding

The alternator MUST be equipped with a ground cable sized and routed such that it is capable of carrying a minimum of 80% of the alternator’s rated output current under all operating conditions. Refer to AEB 21.35 – Automotive and Bus Installation Requirements – Starting and Electrical Systems for a test method to measure the alternator ground cable effectiveness.

The alternator ground cable may use the battery negative terminal (preferred), starter negative terminal or engine block ground stud for a connection point, provided the sustained voltage differential or peak to peak voltage differential levels between the engine ECM block ground stud and battery negative do not exceed 500 mV. Intermittent transient pulses with duration of 5.0 µs or less at a magnitude of ±2.5 volt or less are acceptable. Refer to AEB 21.35 – Automotive and Bus Installation Requirements – Starting and Electrical Systems for a test method to measure the alternator ground voltage differential.

Vehicle Chassis Grounding

The vehicle chassis SHOULD be grounded at only one location, preferably near the battery negative terminal.

Trailer ground circuits MUST not use the engine block ground stud for a connection point or path back to Battery (-).

Data Link Device Power Connections:

All datalink devices and adapters MUST share a common ground to the vehicle battery system. Where devices or adapters have separate power sources, the grounds MUST be connected such that the ECM and the devices/adapters are at the same ground potential.





VEPS Connections

OEM programming of a Cummins engine over SAE J1939 Data Link can be accomplished either prior to or after the engine is installed the vehicle chassis. Programming the engine after it is installed in the chassis is recommended; however, if this is not possible and the engine MUST be programmed prior to installation in the chassis, additional precautions need to be taken to limit the potential damage to the Engine Control Module (ECM).

When connecting VEPS to the vehicle or ECM datalink, the datalink adapter power supply MUST have a common ground connection with the Battery (-) connection of the ECM and to the engine block.

The datalink adapter SHOULD be powered from the same power supply as the ECM. If this is not possible, the datalink adapter power supply MUST have a common ground connection with the Battery (-) connection of the ECM.

The ECM power connection (Battery + and -) MUST be made prior to energizing the ECM (Do not "Hot Plug" the ECM).

The ECM Battery (-) MUST also be connected to the engine block prior to energizing the ECM.

The ECM MUST be connected as detailed above and energized at the intended system voltage prior to turning ON the Keyswitch.

When disconnecting VEPS, the Keyswitch MUST be turned OFF for 70 seconds prior to disconnecting the battery voltage or battery ground connections.

Electronic Transmission Controller Interface Wiring

All Eaton and Meritor electronically controlled transmissions MUST use SAE J1939 Data Link with the engine control module. For automatic transmissions refer to the transmission manufacturer's installation requirements. Cummins recommends the use of J1939 for all automatic transmission installations when available. The use of the SAE J1939 Data Link will eliminate the need for additional control circuit wiring and relays for the engine brake control and wiring for tail shaft speed signals from the transmission to the engine.

Application Notes:

1. For automatic transmission applications requiring a discrete signal to disengage a compression brake, the following connection SHOULD be used. The compression brakes can be disengaged by switching the Compression Brake Level Selection switch input or the clutch switch input to an open circuit condition.





2. Vehicle tail shaft speed can be provided to the engine via SAE J1939 Data Link or hardwired as depicted in the OEM wiring diagram.

3. Water In Fuel sensor MUST be installed for all Cummins 2013 engines.

4. Accelerator Position Sensors (APS #1 and APS #2), Supply, Signal and Return circuit wiring harness and connector resistance MUST NOT exceed 10 Ω for each circuit.

5. The Engine/Aftertreatment Communication Network is used for Cummins emission devices only. It does not support Public J1939 messages. See OEM Wiring Diagram for the connection details. There is one datalink termination resistor provided on the Engine/Aftertreatment Communication Network by Cummins. OEM MUST provide the second terminating resistor.

6. A Diesel Exhaust Fluid Lamp and a dash mounted Diesel Exhaust Fluid Tank Level Gauge style indicator MUST be installed on the dashboard and visible to the vehicle operator under all operating conditions for all Cummins 2013 engines.

7. A Malfunction Indicator Lamp MUST be installed for all Cummins 2013 engines.

8. The Wait to Start Lamp MUST be installed such that the vehicle operator can visibly see the indication that a delay is needed before starting the engine.

9. For Ambient Air Temperature Sensor specification and installation requirements, refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for details.

Miscellaneous

1. The OEM MUST use a cable clamp on the ECM for the OEM harness connector. Make sure the harness bundle size is small enough to allow cable clamp to fit properly, 21.5 mm (0.85 in) maximum. Convolute tubing should end before the harness enters the clamp. In a fully populated connector there will only be enough room for a small amount of tape around the harness. Do not use the captive screws to forcibly draw the clamp over a wire harness that is too large. Once the clamp is properly installed, the cable ties need not be removed unless adding additional wires to the harness. Install the connector to the ECM completely before tightening the cable clamp. Be sure the clamp is fully seated onto the ECM before tightening the captive screws. Tighten the captive screws to 8 – 10 Nm (5.90 ftlb – 7.38 ftlb). Always fully seat the clamp between the ECM towers before tightening the captive screws.

2. The physical routing and support of the OEM wiring harness SHOULD minimize strain in the wire seals and on all connectors, and SHOULD protect the harness from damage due to abrasion, heat, and sharp objects. The harness SHOULD be clamped at any location on the engine/machine where support is required to protect





the harness from strain damage. Wherever possible, wires associated with the OEM harness SHOULD be routed physically close to metals connected to battery (-) (e.g. frame rails, engine block) to minimize electromagnetic interference with other electronic subsystems in the vehicle. All wiring SHOULD be kept free from sharp bends around components that can cause nicks, cuts, or other damage. The harness SHOULD be routed away from sharp objects, exhaust system components and other high temperature components.

3. Sealed switches and connectors MUST be used for switches and connections that are exposed to the weather or to salt spray emanating from the vehicle’s tires.

4. Cummins recommends that all switch contacts be gold flashed to ensure reliable switching at low voltages and currents. If slip rings are required in an application, they SHOULD also be gold flashed. Ring terminals may be either solder dipped or tin plated.

5. Route and clip wiring to minimize chafing and exposure to weather. Use conduit, loom, and/or p-clips to achieve this.

6. All power leads SHOULD be properly protected by fuses or by similarly fast acting circuit breakers. Fuses protect the wiring – size and place fuses accordingly.

7. Cummins strongly discourages frame grounding as the frame ground systems have been proved to be the source of multiple problems. The more reliable ground cable SHOULD be used in the vehicle starting and electrical systems design.

8. Do not splice into wire harnesses without prior approval from Cummins or the vehicle manufacture. Spliced wires SHOULD be twisted together and soldered. Use a heat shrink tube with a meltable inner wall to seal the connection. Do not expose splices to the weather.

9. Cummins recommends twisting all PWM and Relay outputs. Twisting SHOULD be one twist per inch.

10. All components whose signals initiate in the ECM SHOULD return to one of the ECM Return pins. All ECM returns MUST be isolated from chassis and engine block grounds to prevent voltage offsets and ground loops which may damage the ECM.

Welding on a Vehicle with an Electronically Controlled Engine

In order to receive Cummins Inc. approval of the Selective Catalytic Reduction (SCR) system, the installation MUST meet the requirements outlined in AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces. Further information that outlines the main SCR system components requirements may be found in AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.





To protect the ECM and NOx sensor circuits, you MUST disconnect both the positive (+) and negative (-) battery cables from the battery before welding on the vehicle. Additionally, you MUST ensure that all connections are disconnected from the ECM, and NOx sensors. No welding connections on the ECM, NOx sensors and/or associated cooler/bracket are allowed. Attach the welder ground cables as closely as possible to the part being welded (< 0.61 meters or 2 feet). Do not connect the ground clamp of the welder to any of the sensors, wiring harness, the ECM or the engine. Direct welding of any electronic engine component or engine mounted components MUST NOT be attempted.

The engine electronics cannot be exposed to temperatures greater than 125 °C (257 °F) in non-operating conditions or greater than 105 °C (221 °F) in operating conditions. Sensors, wiring harness, and ECM SHOULD be removed if nearby welding will create high temperature exposure to these components.

Warning

To avoid sudden, unexpected vehicle movement and possible personal injury, always do the following:

When the vehicle is stopped, set the parking brake. Do not use the gearshift lever instead of the parking brake.

Turn off the engine when you leave the vehicle. Never leave the vehicle unattended with the engine running.

Vehicle Speed and Total Distance Broadcasting

The vehicle speed information and the total vehicle distance provided by the CM2350 are not designed for calculating and tracking the total vehicle mileage during the entire life of the vehicle. Cummins expressly forbids the use of its ECM and ECM broadcasted data for purpose of setting the Cumulative Odometer Value. Please refer to Appendix I attached in this manual for the detailed explanation.

Fuel

2013 engines MUST use Ultra Low Sulfur Diesel (ULSD) fuel as described in the 2010 EPA regulations. This EPA regulation states that the vehicle OEM MUST display permanent readily visible labels on the dashboard (or instrument panel), and near all fuel fill inlets that states "Use Ultra Low-Sulfur Diesel Fuel Only" or "Ultra Low-Sulfur Diesel Fuel Only".





Table of Contents

Installation Requirements ............................................................................................ 4

Wiring Specifications .................................................................................................. 10

Welding on a Vehicle with an Electronically Controlled Engine .................................. 14

Warning ...................................................................................................................... 15

Vehicle Speed and Total Distance Broadcasting ....................................................... 15

Fuel ............................................................................................................................ 15

Table of Contents ........................................................................................................ 16

Introduction ................................................................................................................. 23

2013 Major Changes on Electronic System ............................................................... 23

Conventions Used in This Manual .............................................................................. 25

Accelerator Brake Override ........................................................................................ 26

Overview .................................................................................................................... 26

Implementation ........................................................................................................... 26

Accelerator Interlock ................................................................................................... 29

Overview .................................................................................................................... 29

Implementation ........................................................................................................... 29

Accelerator Pedal ........................................................................................................ 32

Overview .................................................................................................................... 32

Implementation ........................................................................................................... 32

Adaptive Cruise Control ............................................................................................. 35

Overview .................................................................................................................... 35

Implementation ........................................................................................................... 35

Aftertreatment Diesel Particulate Filter System Control .......................................... 37

Overview .................................................................................................................... 37

Implementation ........................................................................................................... 37

Particulate Filter Maintenance at Idle – Unexpected Speed Increase ........................ 37

In-Mission Regeneration Idle Speed Up ..................................................................... 38

Implementation ........................................................................................................... 38

Programming Overview .............................................................................................. 41

Aftertreatment SCR System Control .......................................................................... 44





Overview .................................................................................................................... 44

Implementation ........................................................................................................... 44

Programming Overview .............................................................................................. 45

Air Shut Off Valve ........................................................................................................ 51

Overview .................................................................................................................... 51

Implementation ........................................................................................................... 51

Alternator Failure Warning ......................................................................................... 53

Overview .................................................................................................................... 53

Implementation ........................................................................................................... 53

Battery Power Required Lamp ................................................................................... 55

Overview .................................................................................................................... 55

Implementation ........................................................................................................... 55

Clutch Switch .............................................................................................................. 57

Overview .................................................................................................................... 57

Implementation ........................................................................................................... 57

Cruise Control ............................................................................................................. 59

Overview .................................................................................................................... 59

Implementation ........................................................................................................... 60

Driver Initiated Override (2013 ISX12 and ISX15) ..................................................... 63

Overview .................................................................................................................... 63

Implementation ........................................................................................................... 63

Driver Reward (2013 ISX12 and ISX15) ...................................................................... 66

Overview .................................................................................................................... 66

Implementation ........................................................................................................... 66

Engine Brakes ............................................................................................................. 69

Overview .................................................................................................................... 69

Implementation ........................................................................................................... 69

Engine Brake Enable.................................................................................................. 70

Engine Brake Type ..................................................................................................... 70

Engine Brake Minimum Vehicle Speed ...................................................................... 71

Engine Brake Service Brake Activation ...................................................................... 71

Engine Brake Clutch Pedal Activation ........................................................................ 71





Engine Brake Cruise Control Activation ..................................................................... 72

Cruise Control Maximum Braking Speed Delta .......................................................... 72

Cruise Control Start Braking Speed Delta .................................................................. 72

Engine Brake Delay.................................................................................................... 73

Engine Brake Lamp .................................................................................................... 73

Programming on Engine Brake .................................................................................. 73

Engine Protection System .......................................................................................... 75

Overview .................................................................................................................... 75

Implementation ........................................................................................................... 75

Ether Injection (ISX12 and ISX15 Only) ..................................................................... 79

Overview .................................................................................................................... 79

Implementation ........................................................................................................... 79

Fan Control .................................................................................................................. 81

Overview .................................................................................................................... 81

Implementation ........................................................................................................... 81

Fan Type, Logic, and Frequency ................................................................................ 82

Fan On With Engine Braking ...................................................................................... 84

Air Conditioning Pressure Switch Input ...................................................................... 84

Fan Control Air Conditioning Pressure Switch Vehicle Speed Interaction .................. 85

Fan Control Accessory Switch ................................................................................... 85

Fan On with Remote Accelerator ............................................................................... 87

Programming Fan Control .......................................................................................... 87

Fast Idle Warm-up (2013 ISB6.7 and ISL9) ................................................................ 90

Overview .................................................................................................................... 90

Implementation ........................................................................................................... 90

Gear – Down Protection .............................................................................................. 92

Overview .................................................................................................................... 92

Implementation ........................................................................................................... 92

Generic Tool Permissions .......................................................................................... 94

Overview .................................................................................................................... 94

Implementation ........................................................................................................... 94

High Soot Idle Shutdown ............................................................................................ 96





Overview .................................................................................................................... 96

Implementation ........................................................................................................... 96

Idle Shutdown .............................................................................................................. 98

Description ................................................................................................................. 98

Implementation ........................................................................................................... 98

J1939 Multiplexing .................................................................................................... 104

Overview .................................................................................................................. 104

Implementation ......................................................................................................... 104

Programming ............................................................................................................ 104

J1939 Multiplexing Parameter Table ........................................................................ 106

Load Based Speed Control (2013 ISX12 and ISX15) .............................................. 109

Overview .................................................................................................................. 109

Implementation ......................................................................................................... 109

Low Idle Speed Control ............................................................................................ 111

Overview .................................................................................................................. 111

Programming ............................................................................................................ 112

Maintenance Monitor ................................................................................................ 114

Overview .................................................................................................................. 114

Overview .................................................................................................................. 114

Programming ............................................................................................................ 114

OEM Switched Engine Protection Shutdown ......................................................... 117

Description ............................................................................................................... 117

Implementation ......................................................................................................... 117

Parking Brake Switch ................................................................................................ 119

Description ............................................................................................................... 119

Implementation ......................................................................................................... 119

Password Protection ................................................................................................. 121

Description ............................................................................................................... 121

Description ............................................................................................................... 121

Programming ............................................................................................................ 122

Powertrain Protection ............................................................................................... 123

Overview .................................................................................................................. 123





Implementation ......................................................................................................... 123

Programming ............................................................................................................ 125

INSITE Naming Convention ..................................................................................... 128

PTO Multiple Trip Information .................................................................................. 130

Overview .................................................................................................................. 130

Implementation ......................................................................................................... 130

PTO/Remote PTO ...................................................................................................... 132

Overview .................................................................................................................. 132

Cab PTO .................................................................................................................. 133

Remote PTO ............................................................................................................ 137

Remote Station PTO ................................................................................................ 140

Alternate PTO .......................................................................................................... 142

Programming on Cab PTO, Remote PTO, and Remote Station PTO Control .......... 142

Rear Axle Ratio Switch ............................................................................................. 150

Overview .................................................................................................................. 150

Implementation ......................................................................................................... 150

Remote Accelerator .................................................................................................. 153

Overview .................................................................................................................. 153

Implementation ......................................................................................................... 153

Operation ................................................................................................................. 154

Road Speed Governor .............................................................................................. 156

Overview .................................................................................................................. 156

Implementation ......................................................................................................... 156

Operation ................................................................................................................. 156

Programming ............................................................................................................ 157

Service Brake Pedal Position Switch ...................................................................... 160

Description ............................................................................................................... 160

Implementation ......................................................................................................... 160

Set/Resume Switch ................................................................................................... 162

Description ............................................................................................................... 162

Implementation ......................................................................................................... 163

Starter Lockout .......................................................................................................... 166





Overview .................................................................................................................. 166

Implementation ......................................................................................................... 166

Switchable Governor Type ....................................................................................... 169

Overview .................................................................................................................. 169

Implementation ......................................................................................................... 169

Switched Maximum Engine Operating Speed ........................................................ 172

Overview .................................................................................................................. 172

Implementation ......................................................................................................... 172

Switched Maximum Vehicle Speed (2013 ISB6.7 and ISL9) ................................... 175

Overview .................................................................................................................. 175

Implementation ......................................................................................................... 175

Tire Wear Adjustment ............................................................................................... 178

Implementation ......................................................................................................... 178

Transmission Driven PTO ........................................................................................ 181

Implementation ......................................................................................................... 181

Transmission Setup .................................................................................................. 184

Implementation ......................................................................................................... 184

Trip Information ......................................................................................................... 186

Implementation ......................................................................................................... 186

Vehicle Acceleration Management (2013 ISB6.7) ................................................... 188

Overview .................................................................................................................. 188

Implementation ......................................................................................................... 188

Vehicle Information ................................................................................................... 190

Overview .................................................................................................................. 190

Vehicle Speed Input .................................................................................................. 193

Overview .................................................................................................................. 193

Implementation ......................................................................................................... 193

Programming on VSS Type ...................................................................................... 194

VS Governor Acceleration/Deceleration Limit (2013 ISX only) ............................. 196

Overview .................................................................................................................. 196

Implementation ......................................................................................................... 196

Vehicle Speed Sensor Anti-Tamper (ISX12 and ISX15 only) ................................. 198





Overview .................................................................................................................. 198

Implementation ......................................................................................................... 198

Reference Documentation ........................................................................................ 200

OEM Parts List and Components Specification ........................................................ 200

OEM Wiring Diagram and Pin Assignments for OEM Connector ............................. 200

OEM Features and Programming ............................................................................ 200

Cummins Defaults of OEM Programmable Parameters ........................................... 200

J1939 Datalink Connection ...................................................................................... 200

2013 Aftertreatment System ..................................................................................... 201

Highlighted Improvements on 2013 Engines ............................................................ 201

Other Readings ........................................................................................................ 201

Appendix I: Total Vehicle Distance .......................................................................... 204

Appendix II: Drive Belt Tension ............................................................................... 205

Appendix III: Pre-Delivery Checklist ........................................................................ 206

Appendix IV: Fraction Conversions (inch and mm) ............................................... 208

Appendix V: Newton-Meter to Foot-Pound Conversions ....................................... 209

Appendix VI: Weight and Measures Conversions .................................................. 210

Appendix VII: Capscrew Markings and Torque Values .......................................... 211

Appendix VIII: Pipe Plug Torque Values ................................................................. 214

Revision History ........................................................................................................ 215





Introduction

The Purpose of This Manual This manual describes the equipment, functionality and implementation of features that the body builder may need to consider when incorporating a Cummins 2013 engine (ISB6.7, ISL9, ISX12 and ISX15) into an OEM application.

2013 Major Changes on Electronic System

o CM2350 ECM.

o 4-pin Temperature and Barometric Ambient Pressure (TBAP) sensor for ISX12 and ISX15 engines.

o All Medium Duty and Heavy Duty 2013 products are now required to meet U.S. HD OBD standards.

o All Cummins 2013 engines use an OEM 14-pin connector (Crossover).

o All Cummins 2013 engines use an OEM 96-pin connector on the CM2350.

o The Accelerator Brake Override is an optional feature for 2013 Automotive engines. When the Accelerator Pedal and the Service Brake are pressed simultaneously, the Accelerator Pedal position is overridden to the Idle position.

o Accelerator Pedal Type. A Dual PWM accelerator type is now supported for 2013 in addition to the Dual Analog.

o Battery Power Required Lamp is being added for all 2013 automotive engines. It should be used on vehicles which must comply with regulations that must have the ECM on a battery isolator circuit. The Battery Power Required Lamp will indicate to the user when the ECM needs battery power.

o Particulate Matter (PM) sensor.

o DEF Quality sensor.

o Delegated Assembly connector.

o Exhaust Gas Temperature sensor for DPF/SCR.

o Fan Clutch Minimum On Time is added for all engines.

o Idle Shutdown Ambient Temperature Override feature is added for ISB6.7 and ISL9 engines.

o Idle Shutdown Manual Override Inhibit Zone feature for ISX12 and ISX15 engines.

o Idle Shutdown Hot Ambient Automatic Override Mode Enable is a new function of the Idle Shutdown feature and allows the Hot Ambient Override Zone to be enabled as Automatic mode or disabled to be Manual mode.

o J1939 Midbed Ammonia sensor.





o Load Based Speed Control has changed from two breakpoints to one breakpoint. Load Based Speed Control is supported in ISX12 and ISX15 engines.

o PTO changes for all 2013 automotive engines:

o A new type of remote PTO has been added for all 2013 automotive engines, Remote Station PTO. With the addition of Remote Station PTO, the traditional PTO feature is now referred to as Cab PTO. The names of the PTO functions are:

Cab PTO

Remote PTO

Remote Station PTO

o The new Remote Station PTO feature allows the user more flexibility in the function of PTO. It provides cab like PTO switch functionality via hardwired switches at the Remote PTO Station.

o Remote Station PTO MUST not be enabled at the same time as Remote PTO, and Cab PTO must be disabled OR switches must be multiplexed.

o Cab PTO can now be disabled to allow configurations to only enable Remote PTO.

o Parking Brake PTO Interlock: Requires the Parking brake to be set to operate PTO. Can be configured for none, all, Cab PTO only, or Remote PTO only.

o Transmission Neutral interlock is added. When enabled, PTO can only operate when a J1939 transmission indicates that the transmission is in Neutral. It applies to Cab and Remote PTO.

o PTO Pump Mode is now available on all products.

o Switched Maximum Vehicle Speed feature is added for ISX12 and ISX15 engines.

New Interfaces

o Refer to AEB 15.149 – J1939 Communication Interface for Diesel Exhaust Fluid Quality Sensor for information on the Diesel Exhaust Fluid Quality Sensor.

o Refer to AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements that outlines the main DPF system components and the known Cummins Inc. requirements for applications in on-highway trucks and buses.

o An Ambient Air Temperature Sensor MUST be installed for all 2013 engines.





Note: AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces and the Cummins 2013 Common OEM Wiring Diagram give more detailed interface information.

Conventions Used in This Manual

Understanding some of the conventions used in this manual will make comprehension of the material easier. The word ‘operator’ is used to indicate the individual who drives the vehicle and uses the engine to perform some auxiliary task. The term ‘customer’ is used to refer to the person who programs, or determines the programming, to control engine operation in a particular way.





Accelerator Brake Override

Overview

The Accelerator Brake Override feature is an optional feature which uses complementary service brake switches to override the Accelerator Pedal position. When the Accelerator Pedal and the Service Brake Pedal are pressed simultaneously; after a delay whose duration is based on Vehicle Speed, the Accelerator Pedal position is overridden to the idle position.

The Accelerator Brake Override feature uses a complementary service brake switch input which is referred to as the Service Brake Validation Switch.

Implementation

Hardware implementation of the Accelerator Brake Override feature consists of wiring a Service Brake Validation switch to a pull-up circuit in the ECM. Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. This switch is placed on the OEM connector as seen the figure below.

CM2350

70

62

Service Brake Validation Switch

ECM Switch Return

Service Brake Pedal Pressed

Service Brake

Pedal Released

Figure 1. Service Brake Validation Switch Connection

The Service Brake Validation Switch has two positions, PEDAL PRESSED and PEDAL RELEASED. The PEDAL PRESSED position indicates a switch closed connecting the circuit to ground, inhibits or exits certain operational states incompatible with service brake engagement. The PEDAL RELEASED position indicates an open switch and circuit and will not affect any features.

The normally open SPST (On)-Off Service Brake Validation Switch MUST meet the requirements for a Type B Switch (SPST (On)-Off and SPST On-(Off)). A SPDT could be used by an OEM for implementation of the Service Brake Position Switch and the Service Brake Validation Switch installation.





The Service Brake Validation Switch shares an ECM pin with the Two Speed Rear Axle Ratio Switch. Since the Service Brake Validation Switch can only be hardwired, if the Accelerator Brake Override feature is enabled and the Two Speed Rear Axle Ratio feature is desired, the Two Speed Rear Axle Ratio Switch must be multiplexed.

The Accelerator Brake Override feature is programmable. If a hard wired Service Brake Validation Switch is installed, set the Accelerator Brake Override parameter to Enable. At the same time, the Two Speed Rear Axle Ratio Switch parameter MUST be set to Disable. If no Service Brake Validation Switch is installed, set the Accelerator Brake Override parameter to Disable.

To program the Accelerator Interlock feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):

1) Connect a PC to the CM2350 ECM.

2) Click Features and Parameters on the Viewbar. This button is located on the left side of the INSITE window by default.

3) Select Accelerator Brake Override on the right when the Features and Parameters window is fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select either Enable or Disable.

5) To send any changes to the ECM, click the Send To ECM button on the toolbar or select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the Original Value column for reference. All values displayed in the Original Value column are erased when you send changes to an ECM.





Figure 2. Configuration Example of Accelerator Brake Override





Accelerator Interlock

Overview

In some applications and under certain circumstances, input from the accelerator pedal is not desirable. The Accelerator Interlock feature disables accelerator control of engine fueling under conditions specified by the OEM. The locked accelerator can be either the cab accelerator or the remote accelerator. For example, the switch can be configured such that the engine will not respond to the accelerator pedal commands when a bus door is open. PTO and Remote PTO operation will not be affected by using the Accelerator Interlock feature.

Implementation

Hardware implementation of the Accelerator Interlock feature consists of wiring an Accelerator Interlock switch to a pull-up circuit in the ECM. Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. This switch is placed on the OEM connector as seen in the figure below.

CM2350

93

62

Accelerator Interlock Switch

ECM Switch Return

Inhibit

Normal

Figure 3. Accelerator Interlock Switch Connection

The Accelerator Interlock Switch can be either a normally closed switch as shown here (momentary in the open position and latched in the closed position) or a normally open switch (momentary in the closed position and latched in the open position). The operation of the Accelerator Interlock feature depends on the switch type installed and the Body Builder specified switch condition. To specify the switch condition, the Accelerator Interlock Switch Usage parameter SHOULD be set properly. If the Body Builder sets the Accelerator Interlock Switch Usage parameter to Open Engage (Active Open), an open Accelerator Interlock Switch state disables accelerator control of the engine fueling. If the Body Builder sets the Accelerator Interlock Switch Usage parameter to Closed Engage (Active Closed), a closed Accelerator Interlock Switch state disables accelerator control of the engine fueling. The Body Builder SHOULD carefully consider the effects on the vehicle when programming the Accelerator





Interlock Switch Usage parameter. For example, if Open Engage is set, and the switch fails to an open position, the Accelerator Interlock feature will disable the accelerator function.

The Accelerator Interlock switch shares an input with and is mutually incompatible with the Engine Torque Limit Switch Signal unless Accelerator Interlock and/or Powertrain Protection Torque Limit Switch are multiplexed on a SAE J1939 Data Link.

The Accelerator Interlock feature is programmable. If a hard wired or J1939 multiplexed Accelerator Interlock Switch is installed, set the Accelerator Interlock parameter to Enable and program the Accelerator Interlock Switch Usage parameter accordingly. At the same time, the Engine Torque Limit Switch parameter MUST be set to Disable. If no Accelerator Interlock Switch is installed, set the Accelerator Interlock parameter to Disable.

To program the Accelerator Interlock feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



8) Select Accelerator Interlock on the right when the Features and Parameters window is fully displayed.


10) If Enable is selected, double click on Accelerator Interlock to show Accelerator Interlock Switch Setup.

11) Click in the Active Open (or Active Closed) box, and then click the drop down list button to select either Active Open or Active Closed.







Figure 4. Configuration Example of Accelerator Interlock





Accelerator Pedal

Overview

There are two Accelerator Pedal configurations available for 2013 engines. The Dual Analog Throttle uses two variable voltage signals to determine the accelerator pedal position. The Dual PWM Throttle uses two PWM frequency signals to determine the pedal position. The ECM compares Accelerator Position Sensor #1 Signal to the Accelerator Position Sensor #2 Signal to determine if the Accelerator Pedal is in a proper operating condition.

The Dual PWM accelerator is a new type of accelerator interface for 2013 Midrange and Heavy Duty engines. It is similar to the Dual Analog Accelerator. However, the accelerator signal is calculated as a function of Duty Cycle at a set frequency. The Electronic control module reads two duty cycles from the throttle and calculates the throttle percentage.

Implementation

Hardware implementation of the Accelerator Pedal consists of wiring the accelerator pedal as shown below. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components.

CM2350

9

10

Analog Accelerator Position 1 Supply

Analog

Accelerator Analog Accelerator Position 1 Signal

Analog Accelerator Position 1 Return 33

CM2350

8

64

OEM Sensor Supply

Analog

Accelerator Analog Accelerator Position 2 Signal

Analog Accelerator Position 2 Return 61

Figure 5. Analog Accelerator Switch Connection





CM2350

9

55

PWM Accelerator Position 1 Supply

PWM

Accelerator PWMAccelerator Position 1 Signal

PWM Accelerator Position 1 Return 33

CM2350

8

31

OEM Sensor Supply

PWM

Accelerator PWM Accelerator Position 2 Signal

PWM Accelerator Position 2 Return 61

Figure 6. PWM Accelerator Switch Connection

To program the Accelerator Pedal feature using Cummins INSITE tool, take the following steps as an example:

1) Connect a PC to a CM2350 ECM.


3) Select Accelerator Options on the right when the Features and Parameters window is fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select either Enable or Disable as desired.







Figure 7. Configuration Example of Accelerator Pedal





Adaptive Cruise Control

Overview

All Cummins 2013 engines are equipped with the Adaptive Cruise Control feature. This feature will allow an Eaton, Bendix, or Wabco Headway Control System to interface with Cummins cruise control feature to reduce the vehicle speed when the following distance behind another vehicle is less than a set distance.

Implementation

The hardware requirements for OEMs to implement the Adaptive Cruise Control feature include the installation of Cruise Control/PTO On/Off Switch, Cruise Control/PTO Set/Resume Switch, an Eaton, Bendix, or Wabco Headway Control System, and a J1939 Datalink connection. The installation requirements for the Cruise Control/PTO On/Off switch and Cruise Control/PTO Set/Resume switch are described in this manual. For the communication requirements between the Headway Control System and J1939 Datalink, please refer to Cummins AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications. Please consult with your Cummins application engineers if additional assistance is required.

Adaptive Cruise Control is a programmable feature. There are two trimmable parameters available associated with this feature: Adaptive Cruise Control Enable and Adaptive Cruise Control Recovery Enable.

To enable the Adaptive Cruise Control feature, the normal Cruise Control feature MUST be enabled first. If the normal Cruise Control function is still allowed after an active Adaptive Cruise Control fault, set the Adaptive Cruise Control Recovery to Enable. If the normal Cruise Control function is not allowed, set the Adaptive Cruise Control Recovery to Disable.

To program the Adaptive Cruise Control feature using Cummins INSITE tool, take the following steps as an example:

1. Connect a PC to a CM2350 ECM.

2. Click Features and Parameters on the Viewbar. This button is located on the left side of the INSITE window by default.

3. Select Cruise Control feature on the right when the Features and Parameters window is fully displayed.

4. When Cruise Control feature is enabled, select Adaptive Cruise feature under Cruise Control





5. Click in the Enable (or Disable) box, then click the drop down list button to select either Enable or Disable as desired.



Figure 8. Configuration Example of Adaptive Cruise Control





Aftertreatment Diesel Particulate Filter System Control

Overview

The Aftertreatment Diesel Particulate Filter System Control feature provides the OEM options for how and when the regeneration of the aftertreatment system will run. It is also used for configuring the High Exhaust System Temperature lamp on/off conditions so the operator can be properly alerted to an exhaust system temperature that may be higher than normal for the vehicle operation conditions related to active regeneration of the particulate filter.

Implementation

The Aftertreatment Diesel Particulate Filter System Control feature provides switch inputs and lamp outputs with programmable settings and sends commands (via either hardwired switch or SAE J1939 Data Link multiplexed input) to the ECM to initiate a regeneration. The Regeneration PTO operation and the Exhaust Temperature Indicator can be set by the OEM as well.

The hardware requirement for performing the Aftertreatment DPF System Control includes the Diesel Particulate Filter Regeneration Force Switch, Diesel Particulate Filter Regeneration Inhibit Switch, High Exhaust Temperature (HEST) Lamp, and Diesel Particulate Filter Lamp. Those signals can also be sent via SAE J1939 Data Link.

Particulate Filter Maintenance at Idle – Unexpected Speed Increase

If the engine is left at idle for a significant period of time without reaching the minimum exhaust operating temperatures, the engine will automatically increase the engine idle speed for several minutes to maintain the temperature condition of the particulate filter. This maintenance event, called “unexpected idle speed increase”, is similar to the Fast Idle Warm-up feature used on 2013 ISB6.7 and ISL9 engines. Note: This feature is not OEM programmable.

Particulate filter maintenance at idle (unexpected idle speed increase) will occur automatically depending on the different conditions for different engines. The feature’s active or inactive conditions are set by calibrations. The following table summarizes the basic conditions and requirements at this time:

2013 Unexpected Idle Speed Increase Conditions

Engine Idle Speed Will Be Increased Increased Idle Speed

ISB6.7 After 2 continuous idle hours with exhaust temperature < 177 °C (350 °F)

1,050 rpm for 10 minutes

ISL9 After 4 continuous idle hours with exhaust temperature < 150 °C (302 °F)

1,050 rpm for 10 minutes





Note 1: Unexpected Idle Speed Increase feature is currently not enabled on 2013 ISX engines.

Note 2: The engine speed will not be changed during PTO operation. All other normal entry conditions for a stationary regeneration will apply, such as zero vehicle speed, the clutch and brake pedal released, transmission is out of gear, etc.

In-Mission Regeneration Idle Speed Up

Application The In-Mission Regeneration Idle Speed Up feature is designed to protect the DPF during periods of low engine speed when in-mission regeneration is active. It also allows for a more effective regeneration by increasing exhaust flow. This feature is active automatically when an in-mission regeneration is in progress and the vehicle comes to a stop. When it is active, the In-Mission Regeneration Idle Speed Up feature will elevate the engine idle speed up to 760 rpm on vehicles equipped with automatic or manual transmissions (if the pre-programmed idle speed setting is lower). For Automated transmissions, the Idle-Up speed upper limit is 700 rpm. The engine speed will drop to its normal idle speed after 5 minutes in situations where the vehicle is stopped for a longer duration if active regeneration is in progress.

Note: In-Mission Regeneration Idle Speed Up feature is currently only available on ISX12 and ISX15 engines.

Implementation

Diesel Particulate Filter Regeneration Force Switch

Hardware implementation of the Diesel Particulate Filter Regeneration Force Switch consists of wiring an On/Off switch to a pull-up circuit in the ECM. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. This switch is placed on the OEM connector as seen in the Figures below.

CM2350

91

62

Diesel Particulate Filter Regeneration Force Switch

ECM Switch Return

Automatic Regen

Start Manual

Regen

Figure 9. Diesel Particulate Filter Regeneration Force Switch Connection





The Diesel Particulate Filter Regeneration Force Switch shares the same ECM input pin with the Diagnostic Test Switch Signal. With the parameter enabled, pressing the switch when the particulate filter needs to be regenerated, and the engine is running at idle, and the interlock conditions for a stationary regeneration are satisfied, will initiate (force) a stationary regeneration of the particulate filter.

To use this feature, set the Diesel Particulate Filter Regeneration Force Switch Enable parameter to enable. The Diesel Particulate Filter Regeneration Force Switch can be either hardwired or J1939 multiplexed.

Diesel Particulate Filter Regeneration Inhibit Switch

Hardware implementation of the Diesel Particulate Filter Regeneration Inhibit Switch consists of wiring an On/Off switch to a pull-up circuit in the ECM. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.

CM2350

87

62

Regeneration Inhibit Switch

ECM Switch Return

Regen Inhibited

Regen Permitted

Figure 10. Diesel Particulate Filter Regeneration Inhibit Switch Connection

To use this feature, set the Diesel Particulate Filter Regeneration Inhibit Switch parameter to enable. The Diesel Particulate Filter Regeneration Inhibit Switch can be either hardwired or J1939 multiplexed. With the Diesel Particulate Filter Regeneration Inhibit Switch parameter enabled, an open switch inhibits an active regeneration of the Cummins Particulate Filter. A closed switch permits an active regeneration of the Cummins Particulate Filter when all required entry conditions are satisfied.

Note: If there is NOT a Diesel Particulate Filter Regeneration Inhibit Switch installed on the vehicle, the Diesel Particulate Filter Regeneration Inhibit Switch Setup parameter MUST be DISABLED, or the engine will not be allowed to go into regeneration.





High Exhaust System Temperature (HEST) Lamp

High Exhaust System Temperature (HEST) Lamp is available for monitoring the aftertreatment system particulate filter. For the 2013 engines, the HEST lamp connections are on the OEM connector. Please note that the HEST Lamp uses a switched sink driver (the lamp is switched to ECM return). Refer to AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces. The wiring diagram for the HEST lamp is shown below.

High Exhaust System Temperature Lamp

95 Battery CM2350

Figure 11. HEST Lamp Connection

The HEST lamp on state indicates that the exhaust system temperature is above or is about to increase above the normal level. It is usually on when an active regeneration is in process. It could also be on due to residual heat from a previous operating condition.

Diesel Particulate Filter Lamp

The Diesel Particulate Filter Lamp is available for monitoring the aftertreatment system particulate filter. For the 2013 engines, the Diesel Particulate Filter Lamp is on the OEM connector. The Diesel Particulate Filter Lamp uses a switched sink driver. Refer to AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces. The wiring diagram for the Diesel Particulate Filter Lamp is shown below.

Diesel Particulate Filter Lamp

23 Battery CM2350

Figure 12. Diesel Particulate Filter Lamp Connection

The Diesel Particulate Filter Lamp on state indicates that the particulate filter regeneration needs to be performed soon. If the condition becomes urgent, the Diesel Particulate Filter Lamp will begin to blink. This is an indication that the particulate filter regeneration needs to be performed immediately.





Programming Overview

Programming parameters used in the Aftertreatment Diesel Particulate Filter System Control feature include:

Regeneration Allowed in PTO and Other Modes – Permits or inhibits the active regeneration of the aftertreatment system during the PTO governor operation, remote accelerator operation, J1939 pump governor operation, and J1939 TSC1 speed control operation.

Diesel Particulate Filter Lamp Setup – Enables or disables the Diesel Particulate Filter Lamp monitor function.

High Exhaust System Temperature Lamp Setup – Controls how the high exhaust system lamp functions. If the High Exhaust System Temperature Lamp Setup parameter is enabled (1), the HEST lamp will be on when the high exhaust system temperature threshold is reached or regeneration is active. If the High Exhaust System Temperature Lamp Setup parameter is disabled (0), the HEST lamp will be on only when the high exhaust system temperature threshold is reached.

High Exhaust System Temperature Lamp On during Active Regeneration – Allows or does not allow the high exhaust temperature lamp to turn on when dosing (active regeneration) begins.

High Exhaust System Temperature Lamp On Temperature Threshold – Sets a temperature threshold level to turn on the high exhaust temperature lamp on when the exhaust temperature as measured at the particulate filter outlet, rises above the threshold value.

High Exhaust System Temperature Lamp Off Temperature Threshold – Sets a temperature threshold level to turn off the high exhaust temperature lamp when the exhaust temperature as measured at the particulate filter outlet, falls below the threshold value.

High Exhaust System Temperature Lamp On Vehicle Speed Threshold – Sets a vehicle speed threshold level to turn on the high exhaust temperature lamp when the vehicle speed falls below the threshold.

Diesel Particulate Filter Regeneration Force Switch Enable – Enables or disables the hardwired switch input feature to start a stationary regeneration of the particulate filter when the vehicle is in a stationary condition with all of the interlock conditions satisfied.

Diesel Particulate Filter Regeneration with Parking Brake – Enables an additional lock-out that MUST be overcome before a regeneration will initiate. If this feature is enabled, a regeneration will not initiate unless the parking brake is set. This feature





assumes the Parking Brake Switch feature is enabled and the Parking Brake Switch is either hard wired or multiplexed to the ECM.

Diesel Particulate Filter Regeneration Inhibit Switch Setup – Allows a hardwired switch input to inhibit active regeneration of the diesel particulate filter. See AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces and AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for more details.

Diesel Particulate Filter Regeneration Inhibit Vehicle Speed Threshold – Sets a vehicle speed value. When the vehicle speed falls below the programmed threshold value an on-going active regeneration of the particulate filter will be stopped and will not be re-initiated until the vehicle speed has transitioned back above the threshold or a regeneration has been initiated.

Diesel Particulate Filter Regeneration Stay Warm – Allows low levels of dosing at reduced target temperatures during In-Mission regenerations when the vehicle speed falls below the customer trimmable threshold to stop active regeneration.

Please see AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide for more details.

To program the Aftertreatment Diesel Particulate Filter System Control feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



3) Select Aftertreatment on the right when the Features and Parameters window is fully displayed.

4) Select the option that needs to be re-configured, then either click the drop down list button to pick the selection or enter the number directly in the ECM Value box/column.







Figure 13. Configuration Example of Aftertreatment Diesel Particulate Filter System Control





Aftertreatment SCR System Control

Overview

The Aftertreatment SCR System Control feature provides the OEM with a Diesel Exhaust Fluid Tank Level indicating percent remaining usable DEF in order to meet the EPA requirements associated with driver notification and inducement. There will be levels of specific interest that will drive the Diesel Exhaust Fluid Lamp and induce the operator to take action to refill the DEF tank.

The Aftertreatment SCR System Control feature has OEM adjustable parameters to set these levels. There are a set of minimum values of usable DEF left in the tank to trigger warnings and inducement. The OEM may adjust these values higher than the minimums.

The DEF low level warning and inducement strategy for the emergency vehicle applications is different (as seen detailed below). Refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide and AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements for more details.

The installation requirements for the Aftertreatment System Control include the Diesel Exhaust Fluid Lamp and Diesel Exhaust Fluid Tank Level Sensor.

Implementation

Diesel Exhaust Fluid Lamp

The Diesel Exhaust Fluid Lamp alerts a vehicle operator that the reducing agent is low and must be replenished. For all Cummins 2013 engines, the Diesel Exhaust Fluid Lamp MUST be installed. Also note that the Diesel Exhaust Fluid Lamp uses a switched sink driver (the lamp is switched to ECM return). Refer to AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces. The wiring diagram for the Diesel Exhaust Fluid Lamp is shown below.

CM2350 2 Battery

Diesel Exhaust Fluid Lamp

Figure 14. Diesel Exhaust Fluid Lamp Connection





Diesel Exhaust Fluid Tank Level Sensor

A dash mounted Diesel Exhaust Fluid (DEF) Level gauge MUST be installed for all 2013 engines.

Programming Overview

Programming parameters used in the Aftertreatment System Control feature include:

Diesel Exhaust Fluid Low Level – Is a user adjustable parameter, which is used to define the fluid level percentage that will trigger the ‘Low’ DEF level causing the Diesel Exhaust Fluid Lamp to be ON (solid). Set the DEF Low level parameter to 10% of usable volume or higher (the range for this parameter is 10% – 60%).

Diesel Exhaust Fluid Warning Level – Is a user adjustable parameter, which is used to define the fluid level percentage that alerts the driver that a derate will be activated if the reducing agent is not replenished. The Diesel Exhaust Fluid Lamp will flash during this stage. Set the DEF Warning level parameter to 5% of usable volume or higher (the range for this parameter is 5% – 55%).

Diesel Exhaust Fluid Inducement Level – Is a user adjustable parameter, which is used to define the fluid level percentage at which an inducement derate will be activated. The Diesel Exhaust Fluid Lamp will flash and the Amber Warning Lamp will be ON (solid) during this stage. Set the DEF Inducement level parameter to 3% usable volume or higher (the range for this parameter is 3% – 50%).

Severe Inducement (Non-Programmable): Once the DEF tank is empty, a 40% torque derate will be activated. Then after a key cycle has occurred or after an extended idle operation, the vehicle will be restricted to 5 MPH (in addition to the 40% torque derate). In addition, the engine speed will be limited (1,000 rpm for manual transmissions and 1,100 rpm for automatic transmissions). The Diesel Exhaust Fluid Lamp will flash and the Red Stop Lamp will be ON (solid) at this time.

For emergency vehicle applications, the final inducement is introduced when the DEF tank is empty and the engine has been shutdown intentionally (a keyswitch cycle occurred), at which time the vehicle speed will be limited to 25 mph. To program the Aftertreatment SCR System Control feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



3) Select Aftertreatment SCR on the right when the Features and Parameters window is fully displayed.








Figure 15. Configuration Example of Aftertreatment SCR System Control

Definition of Emergency Vehicles

Emergency Vehicles in this document are defined as meeting one of the following:

Fire Apparatus must meet general definition outlined in NFPA 1901 Standard for Automotive Fire Apparatus (2009 edition) or NFPA 1906 Standard for Wildland Fire Apparatus (2006 edition). Furthermore, fire apparatus must specifically meet one of the following apparatus definitions called out: Pumper, Initial Attack Apparatus, Mobile





Water Supply Apparatus (Tender, Tanker), Aerial Fire Apparatus, Quint, Special Services Fire Apparatus, Mobile Foam Fire Apparatus, Wildland Fire Apparatus.

Ambulances must meet the general definition outlined in General Services Administration KKK-A-1822F, Federal Specification for the Star of Life Ambulance. Furthermore, ambulances must specifically meet one of the following ambulance definitions called out: Type I Ambulance, Type I-AD Ambulance, Type II Ambulance, Type III Ambulance, or Type III-AD Ambulance.





DEF Low Level Warning and Inducement

Table 5 describes the specific events which trigger Diesel Exhaust Fluid low level warnings and inducements. The associated deactivation that occurs at each level is also listed along with driver indication lamps, and J1939 SPN definitions.

Table 5

DEF Low Level Warning and Inducement

DEF Level Driver Indication Lamps J1939 DM1 (SPN-FMI)

J1939 SPN 5245 (DEF

lamp status) Inducement Deactivation

Above initial warning threshold.

None None Off None None

Initial Warning at 10% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 10% – 60%

DEF Solid

1761–17 Solid None

Fill DEF tank to a minimum of 2.5% above initial warning level.

Critical Warning at 5% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 5% – 55%

DEF Flashing

1761–18 Blink None

Fill DEF tank to a minimum of 2.5% above critical warning level.

Initial Inducement at 2.5% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 2.5% – 50%

DEF Flashing and Amber Warning Lamp

and

1761–1 1569–31

Blink 25% Torque Derate

Fill DEF tank to a minimum of 2.5% above initial derate level.

Secondary Inducement at 0% ECM Broadcast of Diesel Exhaust Fluid Tank Level.


and

1761–1 1569–31

Blink 40% Torque Derate ramped in at 1% per minute.


Final Inducement at 0% ECM Broadcast of Diesel Exhaust Fluid Tank Level and Engine has been intentionally shut down (key switched off) in extended idle for 1 hour or fuel tank has been refilled.

DEF Flashing and Amber Warning Lamp and Red Stop Lamp

and and

1761–1 1569–31 5246–0

Blink

40% Torque Derate, 5 mph Vehicle Speed Limit, and 1,000 rpm Engine Speed Limit.

Fill DEF tank to a minimum of 4.5% level and allow the system prime.

Notes:

The 0% Tank Level has been programmed to trigger slightly above 0% to ensure any tolerance stack up errors will trigger the Secondary Inducement when a float level sensor is at its lowest detection point of the tank. This trigger level is set to ~1%.





1. The Secondary Inducement is calibrated to trigger slightly above 0% to ensure any tolerance stack up errors will not prevent the inducement for being applied. This trigger level is set to approximately 1%.

2. After one continuous hour of zero vehicle speed with Diesel Exhaust Fluid Tank Level at 0%, vehicle speed will be limited to 5 mph.

3. All Diesel Exhaust Fluid Tank Level percentage values are as broadcast by the ECM and displayed on the Diesel Exhaust Fluid Tank Level Gauge.

4. If the DEF tank becomes empty and can no longer inject DEF, the system will set fault code 3547 (SPN 4096 FMI 31) and illuminate the MIL. This can occur prior to or following the application of the final inducement.

5. A minimum of 2.5% separation is required between the programmed warning and inducement levels.

6. Fuel tank has been refueled is defined as the fuel volume level has increased by 15%.

7. Final Inducement for an automatic transmission equipped vehicle will be limited to 1,100 rpm verses 1,000 rpm for all other transmission types.

8. The ECM will create a DEF reserve level of 10% by recalculating the Diesel Exhaust Fluid Tank Level broadcast to the dash gauge. A sensor value of 10% level will be broadcast to the gauge as 0% level. Sensor values between 10% and 100% will be rescaled to broadcast as 0% and 100%. Sensor values less than 10% will be broadcast as 0%.

Please note the measured Diesel Exhaust Fluid Tank Level of 0% is not the same as an “Empty” tank. There is typically some useable volume of DEF below the 0% measured level (the amount is dependent on tank/level sensor design). An Empty tank can no longer provide DEF to the exhaust stream. Empty tank inducements generally begin sometime after the measured tank level is 0%.





The following table is applicable for Emergency Vehicles only.

Table 5’

DEF Low Level Warning and Inducement For Emergency Vehicles

DEF Level Driver Indication Lamps J1939 DM1 (SPN–FMI)

J1939 SPN 5245 (DEF

lamp status) Inducement Deactivation

Above initial warning threshold.

None None Off None None

Initial Warning at 15% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 15 – 60%

DEF Solid

1761–17 Solid None

Fill DEF tank to a minimum of 2.5% above initial warning level.

Critical Warning at 10% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 10 – 55%

DEF Flashing

1761–18 Blink None

Fill DEF tank to a minimum of 2.5% above critical warning level.

Initial Inducement at 5% ECM Broadcast of Diesel Exhaust Fluid Tank Level (default). Trimmable between 5 – 50%


and

1761–1 1569–31

Blink

Vehicle Speed Limited to 55 mph, except when in pumping operation

2


Final Inducement at Empty Tank and Engine has been intentionally shut down (key switched off) or extended idle for 1 hour.

DEF Flashing and Amber Warning Lamp and Red Stop Lamp

and and

1761–1 1569–31 5246–0

Blink Vehicle Speed Limited to 25 mph

3

Fill DEF tank to a minimum of 4.5% level and allow the system prime.

Notes:

1. If the DEF tank becomes empty and can no longer inject DEF, the system will set fault code 3547 (SPN 4096 FMI 31) and illuminate the MIL for OBD capable engines. This can occur prior to or following the application of the final inducement speed limit of 25 mph.

2. Vehicle Speed Limit of 55 mph will be suspended during pumping operation while using any of the following engine control modes; PTO, Remote PTO, Remote Throttle or J1939 commanded Pressure Governor.

3. Those installations using transmission tailshaft driven PTO/Pump where the VSS signal is detected by ECM during a stationary operation will also be limited to 25 mph equivalent tailshaft speed while the final inducement is in effect. The engine will provide full power up to the maximum vehicle speed of 25 mph.





Air Shut Off Valve

Overview

The Air Shutoff Valve feature interfaces with an intake air shutoff valve mounted on the engine’s intake manifold, the ECM activates the valve when excessive engine speed is detected, resulting in immediate engine shutdown. This feature was developed to meet regulatory requirements for oil and gas applications that may operate in environments where combustible gases may be present in the engine’s intake air. However, the feature may also be desired in other applications that operate in environments where combustible gases may be present in the engine’s intake air. In such environments, simply cutting the flow of fuel to the engine does not guarantee the engine will stop, thus the need for an intake air shutoff valve.

For the ISB6.7 and ISL9 engines, the ECM drives the Air Shutoff Valve via the Air Shutoff Valve Relay using a Switched Source Driver. For the ISX12 and ISX15 engines, the ECM uses the engine’s Air Intake Throttle for the Air Shutoff Valve function. The functionality of the Air Shutoff Valve feature is the same whether the engine is a ISB6.7, ISL9, ISX12, or ISX15.

Implementation

Refer to AEB 21.140 – Air Intake Shutoff Valve Installation Requirements that describes the general control strategy of the Air Shutoff (ASO) Valve feature and outlines the installation requirements and recommendations for automotive applications where the ASO valve installation is desired. Please also refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for detailed descriptions of the ASO programming parameter.

To program the Air Shut Off Valve feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



3) Select Air Shut Off Valve on the right when the Features and Parameters window is fully displayed.








Figure 16. Configuration Example of Air Shut Off Valve





Alternator Failure Warning

Overview

This feature monitors the battery voltage and warns the operator when the ECM detects a low or high battery voltage. The feature will also adjust the idle speed in some circumstances to respond to a low battery voltage condition.

Implementation

The ECM lights the Amber Warning Lamp after a short delay upon detecting a high or low battery voltage. When the ECM detects a very low voltage, the ECM lights the Red Stop Lamp. The ECM can adjust the engine idle speed to address low voltages if the Speedup feature is enabled. The table below shows typical voltage values which trigger the various warnings.

Voltage Settings for Alternator Failure Warning

Setting Action by ECM Voltage for

12 V System

Voltage for 24 V

System

Very Low Voltage

Red Stop Lamp, may increase idle speed 9.0 V 18.0 V

Low Voltage Amber Warning Lamp, may increase idle speed

12.0 V 24.0 V

High Voltage Amber Warning Lamp 16.0 V 32.0 V

To program the Alternator Failure Warning feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



3) Select Alternator Failure Warning on the right when the Features and Parameters window is fully displayed.


If it is desired for the ECM to adjust the engine idle speed to compensate for low battery voltage, set the Idle Speedup parameter to Enable.





To send any changes to the ECM, click the Send To ECM button on the toolbar or select Send To > ECM on the right-click menu.


Figure 17. Configuration Example of Alternator Failure Warning





Battery Power Required Lamp

Overview

The Battery Power Required Lamp feature will light a lamp indicating that the user should not disconnect battery power to the ECM, typically via battery disconnect devices. Battery disconnect devices are only allowed due to statutory regulation, see the Installation Requirements and Recommendations Power and Ground section of AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces for more details about battery disconnect devices.

Implementation

The ECM requires that battery power be constantly connected anytime the keyswitch is on and for some time after the keyswitch is turned off. The ECM will turn on the Battery Power Required Lamp on when the keyswitch is on AND for the entire duration that battery is required after the keyswitch is turned off. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this lamp.

CM2250

(14 Pin

Crossover)

11

13

Battery Power Required Lamp /

Braking Lamp Relay

Battery Return

Brake

Lamp

Relay

Figure 18. Battery Power Required Lamp

The Battery Power Required Lamp signal is programmable. If a Battery Power Required Lamp is installed, set the Battery Power Required Lamp parameter to Installed. If no Battery Power Required Lamp is installed, set the Battery Power Required Lamp parameter to Not Installed.

To program the Battery Power Required Lamp feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):







3) Select Battery Power Required Lamp on the right when the Features and Parameters window is fully displayed.

4) Click in the Installed (or Not Installed) box, and then click the drop down list button to select either Installed or Not Installed.



Figure 19. Configuration Example of Battery Power Required Lamp





Clutch Switch

Overview

The Clutch Switch feature tells the ECM if a hard wired clutch switch or J1939 multiplexed clutch switch is installed. It detects the position of the clutch pedal. Many automotive features, such as Engine Brakes, Cruise Control and PTO, etc., use this information to help determine the feature operation. The operator opens the normally closed Clutch Switch by pressing the clutch pedal, which results in de-activating, cruise control for example. All vehicles containing a clutch MUST have the Clutch Switch installed. The Clutch Switch signal is programmable on Cummins 2013 engines.

Implementation

Hardware implementation of Clutch Switch consists of wiring a Clutch Switch to a pull-up circuit in the ECM. This switch is a normally closed switch (momentary in the open position and latched in the closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen the figure below.

CM2350

92

62

Clutch Switch

ECM Switch Return

Pedal Pressed

Pedal released

Figure 20. Clutch Switch Connection

The switch is wired such that the pedal released position will result in a closed switch (grounded). The pedal pressed position will be an open switch which will inhibit or exit certain operational features which are incompatible with the clutch engagement. For example, the engagement of the clutch pedal will disengage engine brakes.

The Clutch Switch signal is programmable. If a hard wired or a J1939 multiplexed Clutch Switch is installed, set the Clutch Switch parameter to Installed. If no Clutch Switch is installed, or no Clutch Switch is multiplexed, set the Clutch Switch parameter to Not Installed.





To program the Clutch Switch feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):



8) Select Clutch Pedal Position Switch on the right when the Features and Parameters window is fully displayed.

9) Click in the Installed (or Not Installed) box, and then click the drop down list button to select either Installed or Not Installed.



Figure 21. Configuration Example of Clutch Switch





Cruise Control

Overview

The Cruise Control (CC) feature maintains vehicle speed at an operator selectable speed. It consists of a Cruise Control ON/OFF switch, a Cruise Control Set switch and a Cruise Control Resume switch. For the Cruise Control feature to activate, the vehicle speed must be above a minimum engagement level, engine speed must be greater than a threshold, the clutch pedal should not be pressed, and the service brake pedal should not be pressed. The driver may activate the Cruise Control feature by placing the Cruise Control On/Off switch to the ON position, then using the Set or Resume functions of the Cruise Control Set/Resume switch. The Resume function only engages Cruise Control if the ECM has a saved Cruise Control speed, which under standard conditions implies that Cruise Control has been engaged since the engine has last been started. When the Cruise Control feature becomes active, the Cruise Control feature assumes engine control at the selected vehicle speed, and the driver may release the accelerator pedal.

When the Set function is used for activation, the selected vehicle speed will be the lower of either the existing vehicle speed, or the maximum vehicle speed. The maximum vehicle speed is programmed using the Cruise Control Maximum Vehicle Speed parameter. If the Resume function is used for activation, the selected vehicle speed will be the most recently selected vehicle speed. The Cruise Control feature will maintain vehicle speed at the selected vehicle speed. The driver can use the accelerator to temporarily increase vehicle speed beyond the selected vehicle speed up to the maximum vehicle speed. When the operator releases the accelerator, the Cruise Control feature resumes engine control at the selected vehicle speed.

When the Cruise Control feature is active, the driver can increase or decrease the selected vehicle speed. To increase, the Bump-Up and Accelerate functions of the Cruise Control Set/Resume switch are used. The selected vehicle speed cannot exceed the Cruise Control Maximum Vehicle Speed. To decrease, the Bump-Down and Coast functions of the Cruise Control Set/Resume switch are used. The lowest selectable vehicle speed is the minimum engagement speed.

An optional Cruise Control Cancel Switch can be used to cancel the cruise control operation as desired. When the cruise control operation is cancelled by the Cruise Control Cancel Switch, the cruise control operation can be activated again by the Cruise Control Set/Resume Switch function as previously described. The Cruise Control Cancel Switch cannot be used for activating the cruise control operation. This switch function is only available on the SAE J1939 Data Link.

The Engine Brake feature may be used by Cruise Control if the actual vehicle speed exceeds the Cruise Control Set Speed. See the Engine Brake feature for details. Cruise Control Droop settings allow the Cruise Control Set Speed to increase slightly





when the vehicle descends hills, and decrease slightly when the vehicle climbs hills. These functions improve fuel economy. If the Cruise Control Save Set Speed function of the Cruise Control feature is enabled, the ECM will save the last Cruise Control Set Speed after the engine shuts down. With this feature, the resume function of the Cruise Control feature will always be available.

The driver may manually deactivate the Cruise Control feature by placing the Cruise Control/PTO On/Off switch to OFF, or by pressing the service brake pedal or clutch pedal. Deactivation will automatically occur if vehicle speed falls below the minimum engagement speed, or engine speed falls below a threshold. The Cruise Control feature also automatically deactivates if the ECM detects an out-of-gear condition. The Cruise Control AutoResume function can activate and deactivate Cruise Control in conjunction with the clutch pedal. The Cruise Control AutoResume function allows the Cruise Control feature to re-engage automatically after a gear change. In order for its function properly, the operator must effect the gear change in a short period of time, change gears without using the Service Brake, and re-engage in a gear with a gear ratio similar to the original gear ratio. If any requirements are not met, the AutoResume function cancels and Cruise Control feature will be deactivated.

Implementation

The Cruise Control On/Off, Cruise Control Set and Cruise Control Resume switches can be installed so that the PTO feature will also function using the same switches as is used for the Cruise Control feature The switches operate the features at different times depending on the engine and vehicle conditions (see the feature description for PTO also described in this manual).

The Cruise Control On/Off Switch is an On-Off toggle switch (latched in the either open or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below.

CM2350

90

62

CC/PTO On/Off Switch

ECM Switch Return

Off

On

Figure 22. Cruise Control/PTO On/Off Switch Connection

Hardware implementation of Set/Resume Switch consists of wiring a Set/Resume Switch to a pull-up circuit in the ECM. This switch is a three-position switch which has





the following characteristics: a momentary up position, a momentary down position, and a return to a center position. The switch closes and grounds either the “Set” switch or the “Resume” switch in each momentary position as shown. The center position leaves both circuits open. Other features may also be activated by these switches which vary with the selected feature and programming. Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.

The switch is placed on the OEM connector as seen below.

CM2350

12

62

Cruise Control Set Switch

ECM Switch Return

Set/Coast or Accel

Resume/Accel or Coast

19 Cruise Control Resume Switch

Figure 23. Set/Resume Switch Connection

There is a programmable option associated with the Set/Resume Switch. This programmable parameter is called Set/Resume Switch Usage (Cruise Switch Setup). If the Set function should be associated with the Coast function, set the Set/Resume Switch Usage parameter to Set/Coast. If the Set function should be associated with the Accelerate function, set the Set/Resume Switch Usage parameter to Set/Accelerate. The Resume function of the Set/Resume Switch will automatically default to the opposite association from the Set function, i.e., Set/Coast = Resume/Accelerate, and Set/Accelerate = Resume/Coast. Please refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed programming strategy and feature descriptions associated with this switch.

To program the Set/Resume Switch usage using Cummins INSITE tool, do the following:



3) Select Cruise Control Switch Setup on the right when the Features and Parameters window is fully displayed.





4) Double click on Cruise Control Switch Setup to show Cruise Switch Setup option.

5) Click in the Set/Accelerate (or Set/Coast) box, and then click the drop down list button to select either Set/Accelerate or Set/Coast.



Figure 24. Configuration Example of Cruise Control





Driver Initiated Override (2013 ISX12 and ISX15)

Overview

The Driver Initiated Override feature allows the driver to temporarily increase the maximum vehicle speed set by the Accelerator Maximum Vehicle Speed parameter. The increased vehicle speed range is limited by the Driver Initiated Override Maximum Road Speed Delta parameter for a total travel distance which is limited by the Driver Initiated Override Maximum Distance parameter. The Driver Initiated Override feature is programmable.

When the Driver Initiated Override feature is enabled, the maximum vehicle speed controlled by the accelerator pedal can go beyond the limit set by the Accelerator Maximum Vehicle Speed parameter for a limited distance. The driver initiated override feature is automatically deactivated if the travel distance limit is reached or the accelerator pedal is released. When the feature is deactivated, the vehicle speed will ramp down to the Accelerator Maximum Vehicle Speed or lower depending on the accelerator position.

Note 1: The increased maximum vehicle speed set by the driver initiated override feature is still limited by the Global Maximum Vehicle Speed parameter.

Note 2: The driver initiated override feature is only available on 2013 ISX12 and ISX15 engines.

Implementation

There is no additional hardware installation required for using the Driver Initiated Override feature. However, there are three programmable parameters available for OEMs/Body Builders adjustment:

Driver Initiated Override (Reserve Speed), used to enable or disable the feature.

Driver Initiated Override Maximum Road Speed Delta (Speed Increase), determines the increased maximum vehicle speed beyond the Accelerator Maximum Vehicle Speed limit.

Driver Initiated Override Maximum Distance (Override Distance), defines the total vehicle travel distance at each override cycle.

Please refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed description of these parameters and the programming strategies.

To program the Driver Initiated Override feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):







3) Select Road Speed Governor on the right when the Features and Parameters window is fully displayed.

4) Select the Reserve Speed to enable or disable the Driver Initiated Override feature.

5) Select the options below that need to be re-configured, and enter the number directly in the ECM Value box/column.



Figure 25. Configuration Example of Driver Initiated Override





For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for the specific engines on GCE.





Driver Reward (2013 ISX12 and ISX15)

Overview

Cummins 2013 ISX12 and ISX15 engines are equipped with the Driver Reward feature. The feature is designed to encourage efficient driving by adjusting the maximum vehicle speed. Efficient driving is measured by fuel economy (MPG) and percent of idle time. For a good driver, the maximum vehicle speed may be increased as a reward. On the other hand, the maximum vehicle speed may be decreased as a penalty for inefficient driving. The adjustment to the maximum vehicle speed can be configured to reset on a key cycle or be saved over a key cycle. The Driver Reward feature is programmable.

Implementation

There is no hardware installation required for implementing the Driver Reward feature.

If the Driver Reward feature is enabled, the fleet or owner will have a choice to select whether the maximum vehicle speed adjustments are applied to Cruise Control only, Accelerator Control only, or both (defined by the Speed Control Mode parameter). The fuel economy standards, idle time standards, and speed rewards are also programmable by the fleet or owner. For the detailed feature and programming parameters description, please refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide.

The following function diagram highlights the brief control strategy of the feature.





Fuel Economy

StandardsSpeed Rewards

- Best

- Good

-Expected

- Penalty

Efficient Driving

Inefficient Driving

Idle Standards

- Best

- Good

- Expected

- Best

- Good

- Expected

Selected Speed

Reward based on

fuel economy

Selected Speed

Reward based on

percentage of idle time

Lower Wins

Standard CC or RSG

maximum vehicle speed

Selected Driver Reward Speed

Modified maximum vehicle speed

Figure 26. Function Diagram of Driver Reward

To program the Driver Reward feature using Cummins INSITE tool, take the following steps as an example:



3) Select Driver Reward feature on the right when the Features and Parameters window is fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select either Enable or Disable as desired.

5) If Enable is selected, then double click on Driver Reward to show Fuel Economy Standards, Idle Standard, Speed Reward Mode, and Speed Rewards programming options.

6) Select the option that needs to be programmed, then either click the drop down list button to pick the selection or enter the number in the ECM Value box/column.







Figure 27. Configuration Example of Driver Reward

For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Tables on GCE.

Note: Modified maximum vehicle speed by the Driver Reward feature is up limited by the Global Maximum Vehicle Speed parameter.





Engine Brakes

Overview

The Engine Brake feature operates Engine Compression Brakes or a Variable Geometry Turbo (VGT) brake, depending on the hardware installed on the engine and the switches installed by the OEM. The 2013 ISB6.7 engine supports the VGT brake only. The 2013 ISX15 engines are equipped with compression brakes and the VGT brake. The 2013 ISL9 and ISX12 engines are equipped with the VGT brake function while compression brakes are offered as an option. When compression brakes are engaged, the ECM activates actuators on the engine which alter valve timing and cause the engine to absorb torque rather than produce it. The VGT brake operates on the same principle as an exhaust brake by creating a large pressure drop in the exhaust rather than a butterfly valve. The installation of an auxiliary exhaust pipe engine brake or a turbo conveyor is not allowed on 2013 engines. The engine brakes can operate due to normal commands, Cruise Control commands, or J1939 commands. The Cummins 2013 Engine Brake feature also supports the use of a hydraulic retarder. Several hardware configurations and programmable options are involved in this feature. Please refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide and AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the engine brake operation details and component requirements.

Implementation

The engine brake implementation and control can be set up either by hardwired switches or via a SAE J1939 Data Link. Each switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below.

2013 Engine Brake Hardware

Platform Engine Brake

Type OEM Hardware

ISB6.7 ISL9

VGT Engine brake on/off switch.

ISL9 ISX12/ISX15

Compression Optional

Engine brake on/off switch 3-position engine brake level switch.





CM2350

68

62

Engine/Exhaust (VGT) Brake Switch

ECM Switch Return

Off

On

Figure 28. Engine Brake Switch Connection

CM2350

68

62 ECM Switch Return

86

Engine/VGT Brake Selector Switch 1

Low

Med

High

Low

Med

High Engine Brake Selector Switch 2

Figure 29. Engine Brake Switch Connection

Engine Brake Enable

The Engine Brake Control parameter enables or disables the engine brake feature. If the vehicle uses engine brakes, set the Engine Brake Control parameter to Enable.

Engine Brake Type

Cummins 2013 engines support the use of a driveline retarder in lieu of engine braking. The Engine Brake Type parameter distinguishes between a compression engine brake, a driveline retarder, or a VGT brake.

If the vehicle uses a driveline retarder, the engine brake feature does not control the brake level and requires only four conditions to allow engine braking: PTO inactive, Remote PTO inactive, Cruise Control is inactive and accelerator at idle. All other engine brake activation conditions are skipped, and the desired engine brake level is read through a datalink. Driveline retarder devices include their own operator inputs, so the Engine Brake Selector Switch is not used.





Set the Engine Brake Type parameter according to the engine brake hardware on the vehicle and the corresponding numeric value from the table below:

Hardware type Parameter name value Engine Brake Driveline Type

Engine Compression Brake Engine brake 2

Driveline Retarder Driveline retarder 1

VGT/Exhaust Brake Variable Geometry Turbo brake

0

Engine Brake Minimum Vehicle Speed

The Engine Brake Minimum Vehicle Speed parameter permits engagement of the Engine Brake feature only when the vehicle is traveling faster than a customer programmable minimum MPH. OEMs or Body Builders can use this feature to prevent engine brake engagement in lower speed urban settings, while allowing it in higher speed highway settings.

If a minimum vehicle speed for engine brake engagement is desired, then set the Engine Brake Minimum Vehicle Speed parameter to the lowest vehicle speed at which the engine brakes may engage. If a minimum vehicle speed for engine brake engagement is not desired, then set the Engine Brake Minimum Vehicle Speed parameter to its lowest value (Zero).

Engine Brake Service Brake Activation

The Engine Brake Service Brake Activation parameter enables or disables the service brake activation of the engine brakes. When the Engine Brake Service Brake Activation parameter is set to Enable, the operator must press the service brake to activate the engine brakes. All other activation conditions still apply, including the Engine Brake Delay. The service brake input does not affect engine brake operation if the Engine Brake Service Brake Activation parameter is set to Disable. If the operator should use the service brake to activate the engine brakes, set the Engine Brake Service Brake Activation Enable parameter to Enable.

Engine Brake Clutch Pedal Activation

The Engine Brake Clutch Pedal Activation parameter enables or disables clutch pedal activation of the engine brakes. When the Engine Brake Clutch Pedal Activation parameter is set to Enable, and the engine brake is active, pressing the clutch pedal will disengage the engine brake. The clutch pedal input does not affect engine brake operation if the Engine Brake Clutch Pedal Activation parameter is set to Disable. If the clutch pedal operation should not affect the engine brake operation, set the Engine Brake Clutch Pedal Activation Enable parameter to Disable. If the Engine Brake Clutch





Pedal Activation feature is enabled, a Clutch Pedal Switch is needed. Refer to the Clutch Switch section in this AEB for wiring details.

Engine Brake Cruise Control Activation Cruise Control Maximum Braking Speed Delta Cruise Control Start Braking Speed Delta

The Engine Brake Cruise Control Activation parameter allows the Cruise Control feature to engage the engine brakes. This function does not work with a hydraulic retarder. When the Engine Brake Cruise Control Activation parameter is set to Enable, the Cruise Control feature will check the current vehicle speed against the Cruise Control Set Speed. If the current speed exceeds the selected speed by the Cruise Control Start Braking Speed Delta parameter, the Cruise Control feature will engage engine braking at the minimum level. As the vehicle speed increases, the Cruise Control feature will ramp up the engine braking level, reaching maximum engine braking as the difference reaches the Cruise Control Maximum Braking Speed Delta parameter. The maximum braking level is defined by the setting of the Engine Brake Selector Switch. See the figure below for visual clarification.

Figure 30. Function Diagram of Engine Brake Cruise Control

If engine braking should be engaged in cruise control operation, set the Engine Brake Cruise Control Activation parameter to Enable, and program the Cruise Control Start Braking Speed Delta parameter and the Cruise Control Maximum Braking Speed Delta parameters accordingly for your specific application. The Cruise Control Start Braking

Actual Vehicle Speed

Start Minimum

Engine Braking

in Cruise Control

Selected

Vehicle Speed

Cruise Control Engine Brake Engagement Levels

Maximum

Start Maximum

Engine Braking

in Cruise Control

0

Engine Braking

Level

Braking

Level





Speed Delta parameter MUST be programmed to a value larger than the Cruise Control Lower Droop.

Engine Brake Delay

The Engine Brake Delay parameter sets the amount of time the ECM delays engaging engine brakes once all conditions to allow engine brake engagement exist. If the conditions for engaging engine brakes are violated during this delay period, the ECM will cancel the engine braking event and reset the engine braking delay timer. Set the Engine Brake Delay parameter to the number of seconds the ECM should wait before engaging the engine brakes once given a valid engine braking command. If the ECM should have no engine braking delay, set the Engine Brake Delay parameter to zero.

Engine Brake Lamp

The Engine Brake Lamp feature is used to energize a vehicle brake lamp relay when the engine compression brakes and/or VGT brakes are engaged. When the engine brakes are active and this feature is enabled, the vehicle brake lights will be energized to indicate the vehicle is braking. If the vehicle brake lamps are needed to indicate the vehicle is braking and the appropriate hardware is installed, set the Engine Brake Lamp parameter to Enable. The circuit is a switched source driver which exists in one of two states: Source or OFF. Twisted wiring is recommended for the connection. Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for the choice of this relay.

CM2250

(14 Pin

Crossover)

11

13

Braking Lamp Relay

Battery Return

Brake

Lamp

Relay

Figure 31. Engine Brake Lamp Relay Connection

Programming on Engine Brake

As mentioned above, there are ten programmable parameters in the Engine Brake feature. They are: Engine Brake Control, Engine Brake Driveline Type, Engine Brake Minimum Vehicle Speed, Engine Brake Service Brake Activation, Engine Brake Clutch Pedal Activation, Engine Brake Cruise Control Activation, Cruise Control Starting Braking Speed Delta, Cruise Control Maximum Braking Speed Delta, Engine Brake Delay, and Engine Brake Lamp. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed description of programming options.





To program the Engine Brake feature using Cummins INSITE tool, do the following:



3) Select Engine Brake Control or Cruise Control and Engine Brake Interaction on the right when the Features and Parameters window is fully displayed.

4) Click in the ECM Value column/box, and click the drop down list button to pick the selection.



Figure 32. Configuration Example of Engine Brake Control





Engine Protection System

Overview

Cummins engines are equipped with the Engine Protection System as a standard feature. The feature is designed to prevent progressive engine damage when the engine operates outside normal conditions. The system will monitor, record, and react to diagnostic faults caused by the engine operating outside its normal conditions. The feature continuously monitors critical engine parameters for an abnormal condition. If an abnormal condition occurs for a short period of time, the Engine Protection feature will log the engine protection data and impose a torque derate, an engine speed derate, or both. The exact amount of time before the feature imposes a derate depends on the parameter which is abnormal. Depending on programming, the Engine Protection feature may also shutdown the engine, and can examine the engine at startup to determine whether to allow a restart. Engine Protection derates are always in place, but the programmable functions Engine Protection Shutdown, Engine Protection Shutdown Override and Engine Protection Restart Inhibit are only performed if the feature is enabled.

Implementation

The system MUST have two lamps in the dash to alert the driver of an abnormal condition in any of the engine parameters. If a critical engine parameter indicates an abnormal operating condition, for some period of time, the algorithm turns on the Amber Warning Lamp, and derates the engine. If the abnormal operating condition remains and a shutdown condition is met, the Red Stop Lamp flashes to indicate that the Shutdown feature has been engaged. Once the feature is engaged, the engine will shut down in 30 seconds unless the operator activates the Engine Protection Shutdown Override Switch. If the override switch is activated, the ECM will reset the shutdown timer for 30 seconds. The operator can use the override as many times as desired or until the engine fails. If the engine protection fault is made inactive during the 30 second shutdown warning period, the engine will return to normal operation and will not shut down.

If the engine is shutdown by the Engine Protection feature, the ECM will save which parameter indicated an abnormal engine condition and caused the shutdown. Upon restart, the ECM checks the parameter that caused the shutdown to see if it is still abnormal. If the parameter is still abnormal, the ECM will allow the engine to restart and immediately derate the torque and the engine speed. If the abnormal fault remains, the ECM will shut the engine down again. After a several consecutive shutdowns by the Engine Protection feature (about 5 times depending on specific application), the ECM will completely prevent the engine from starting until the shutdown condition is corrected or reset by a Cummins Service tool if Engine Protection Restart Inhibit is enabled.





Engine Protection Shutdown Override

Hardware implementation of Engine Protection Shutdown Override feature consists of wiring an Engine Protection Shutdown Override Switch to a pull-up circuit in the ECM. This switch is a normally closed switch (momentary in the open position and latched in the closed position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below. Engine Protection Shutdown Override can also be multiplexed on a SAE J1939 Data Link.

CM2350

88

62

Engine Protection Shutdown Override Switch

ECM Switch Return

Released

Pressed

Figure 33. Engine Protection Shutdown Override Switch Connection

If a hard wired or a J1939 multiplexed Engine Protection Shutdown Override Switch is installed such that the operator should be able to override the Engine Protection initiated engine shutdowns, set the Engine Protection Shutdown Override parameter to Enable. If Engine Protection Shutdown Override Switch is not installed, or Engine Protection Shutdown Override function is not desired, set the Engine Protection Shutdown Override parameter to Disable.

OEM Switched Engine Protection Shutdown Switch

Certain applications can be configured to accept a switch input signal which will cause the Engine Protection System to force the engine to shutdown. The signal can be integrated into a safety system such that operating environment conditions will activate the switch.

Hardware implementation of OEM Switched Engine Protection Shutdown Switch consists of wiring the switch to a pull-up circuit in the ECM. This switch is a normally closed switch (momentary in the open position and latched in the closed position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.





CM2350

47

62

OEM Switched Engine Protection Shutdown Switch

ECM Switch Return

Released

Pressed

Figure 34. OEM Switched Engine Protection Shutdown Switch Connection

Programming on Engine Protection

There are three programmable parameters in the Engine Protection feature on Cummins 2013 engines. They are the Engine Protection Restart Inhibit (Engine Protection Limited Restart) parameter, the Engine Protection Shutdown parameter, and the Engine Protection Shutdown Override (Engine Protection Shutdown Manual Override) parameter. To configure them using Cummins INSITE tool, do the following:



3) Select Engine Protection on the right when the Features and Parameters window is fully displayed.

4) Double click on Engine Protection to show Engine Protection Limited Restart, Engine Protection Shutdown, and Engine Protection Shutdown Manual Override options.

5) Click in the Enable (or Disable) box for each option, then click the drop down list button to select either Enable or Disable.







Figure 35. Configuration Example of Engine Protection





Ether Injection (ISX12 and ISX15 Only)

Overview

Cummins ISX12 and ISX15 engines are equipped with the Ether Injection feature. The Ether Injection feature is design to aid engine starting in cold ambient conditions. The ECM controls the valve to flow ether into the air intake system during cold engine starting at ambient temperatures below the calibration threshold (approximately 40 °F). The correct Ether Injection system MUST be installed depending on the engine size and the system voltage (12 or 24 volts). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for further specification of this system.

Implementation

Hardware implementation of OEM Switched Engine Protection Shutdown Switch consists of wiring the switch to a pull-up circuit in the ECM.

If the Ether Injection feature is desired, an OEM/Body Builder supplied Ether Injection Device MUST be installed. Hardware implementation of the ether injection device consists of a switched source driver which exists in one of two states: source (battery voltage) or off (0 voltage) as seen below. Twisted wiring is recommended.

Note: CM2350 switched output driver is limited to 2 A maximum current.

CM2350 75

57

Ether Injection Solenoid Signal

ECM General Return

Ether Injection

Device

Figure 36. Ether Injection Device Connection To program the Ether Injection feature using Cummins INSITE tool, do the following:



3) Select Ether Injection on the right when the Features and Parameters window is fully displayed.








Figure 37. Configuration Example of Ether Injection





Fan Control

Overview

The Fan Control feature determines fan operation logic with respect to: air conditioning pressure, manual fan switch input, coolant temperature, intake manifold temperature, engine braking, and output signals to the fan clutch. Several hardware configurations and programmable options are involved in this feature.

The Fan Control Switch function configures the fan to operate as an accessory fan. The fan can operate for a manual switch or any OEM determined switch. For example, the fan could operate in response to transmission fluid temperature by installing an accessory switch which opens when the transmission fluid reaches a high temperature.

The Air Conditioning Pressure Switch Input parameter configures the fan to operate as an air conditioning condenser fan to remove heat from the air conditioning system and reduce air conditioning refrigerant pressure. The ECM runs the fan when the Air Conditioning Pressure Switch detects high air conditioning refrigerant pressure. When the Fan Control Vehicle Speed Interaction parameter is set to Enable, the ECM enables a special fan control mode. If the Air Conditioning Pressure Switch triggers a fan event at low vehicle speed in this mode, the ECM will keep the fan on constantly until the vehicle speed exceeds a threshold (e.g. 6 mph), or the engine is shut down and restarted.

The Fan On With Engine Braking function configures the fan to operate as an engine braking aid. The parasitic load of the fan increases braking power.

The Fan On with Remote Throttle feature configures the fan to operate when the Remote Accelerator Switch is active.

The Fan Control feature is programmable for all Cummins 2013 engines. If the ECM should control the fan operation as defined above, set the Fan Clutch Control parameter to Enable. If the Fan Clutch Control parameter is set to Disable, the ECM will not be able to control the fan.

Implementation

If the Fan Control feature is enabled, then a Fan Clutch Relay SHOULD be placed on the OEM connector as seen below. The controlled circuit is a switched source driver which exists in one of two states: source (battery voltage) or off (0 voltage). The CM2350 switched output driver is limited to 2 A maximum current. Twisted wiring is recommended for the connection. The relay may operate as a normally open or normally closed relay at the customers’ preference.





The ECM can also supply a PWM type signal to the Fan Clutch to control the fan for variable or multiple speed operation when the Fan Type parameter is set to one of the Variable Speed fan types. The PWM signal controls the speed of the fan between disengaged and fully engaged. Refer to Cummins AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces, for the fan clutch interface specifications and Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the choice of this relay. The fan clutch control and operation are defined in the section of Fan Control Type and Logic.

CM2350

78

57

Fan Clutch Output

ECM General Return

Fan

Clutch

Relay

Figure 38. Fan Clutch Relay Connection

Note: There MUST NOT be any switch in series with the fan clutch circuit. Otherwise fault codes will be logged.

If the Fan Control feature is enabled, the ECM will control the fan operation automatically in response to the sensed signals, such as high coolant temperature, based on the calibration settings. For the applications with the Air Conditioning Pressure Switch feature, Fan Control Accessory Switch (Manual Fan Switch) feature, and Fan On With Engine Braking feature, the Fan Control feature MUST include the hardware implementation and/or programming. See the following sections for the detailed descriptions.

Fan Type, Logic, and Frequency

Fan Type, Fan Control Logic, and PWM period are programmable for all 2013 engines. The Fan Type parameter defines the type of the fan clutch installed. The Fan Control Logic parameter defines whether the fan clutch engages the fan when receiving a high voltage signal (battery voltage) or a low voltage signal (ground). The Variable Speed Fan Frequency determines the frequency of the PWM signal controlling the variable speed fan. It should be noted that the variable speed fan supported is not frequency modulation controlled. The programmable option of the Variable Speed Fan Frequency is included to only support various variable speed fan controllers which may require different frequency settings.

Six types of fan clutches are compatible with the Fan Control feature as defined below:

On-Off: These fan clutches have two fixed operating modes, either full on/off or full on/partial engagement. The partial engagement mode in these fan clutches is a fixed





slip amount which is not varied by the fan controls. The ECM will command either full On or full Off with this mode.

Variable Speed: These fan clutches can vary the fan speed over a wide range between off and full engagement. The fan can operate at the fan speed requested by the subsystem, regardless of engine speed, until fully engaged. A Variable Speed fan clutch MUST be able to utilize a PWM signal of a frequency defined by the Variable Speed Fan Frequency parameter. These fan clutches are generally hydraulically driven and are controlled by the fluid allowed to pass through the hydraulic drive.

Electronic Viscous without speed feedback: These fan clutches use a viscous coupling to control the speed of the fan. The volume of viscous fluid in the working chamber of the viscous coupling determines the speed of the fan. The volume of fluid is controlled by the PWM Fan Control signal from the ECM.

Electronic Viscous with speed feedback: These fan clutches also use a viscous coupling to control the speed of the fan. In addition, a speed signal from the fan drive is provided back to the ECM for use in a closed loop control of the fan speed.

Electronic Variable Speed without speed feedback: These fan clutches use the PWM Fan Control signal from the ECM to control the speed of the fan.

Datalink Output: It is intended for OEMs that want to use the engine ECM J1939 Requested Percent Fan Speed message to control the fan speed through a vehicle controller, instead of driving the fan directly with the engine ECM fan driver output. When selecting the Datalink Fan Type option on Cummins 2013 engines, it is not necessary to connect a resistive load to the engine ECM fan clutch output pin.

Note: Consult your Cummins Application Engineer regarding application of variable speed fan clutches to ensure compatibility with the Cummins engine control system.

Implementation

Set the Fan Control Type parameter to the type of fan that is installed.

If the fan clutch should be engaged with a high voltage signal (battery voltage), set the Fan Clutch Logic parameter to Active High. If the fan clutch should be engaged with a low voltage signal (0 voltage), set the Fan Clutch Logic parameter to Active Low.

If the Fan Control Type parameter is set to Variable Speed, the Fan Clutch PWM Period parameter (also called Variable Speed Fan Frequency) SHOULD be set correctly to the frequency that is required for the variable speed fan installed on the vehicle.





Fan On With Engine Braking

The Fan On With Engine Braking feature is intended to operate as an engine braking aid. When the engine brakes achieve the 67% braking level, and after a period delay, the fan will be commanded on at full speed so the engine power can be further reduced by turning the fan (better braking effect). The ECM will not command the fan on when the engine brake level is less than 100%, when coolant temperature is too low (to prevent overcooling), or if the feature is not desired. If fan operation in response to engine brakes is desired, set the Fan On With Engine Braking parameter to Enable. Otherwise, set the parameter to Disable.

Air Conditioning Pressure Switch Input

The Air Conditioning Pressure Switch Input feature configures the fan to operate as an air conditioning condenser fan to remove the heat from the air conditioning system and reduce air conditioning refrigerant pressure. This pressure is monitored at the high pressure side of the cab air conditioning system. The fan MUST be installed so that it directs airflow through the air conditioning condenser. The Minimum Fan On Time For Air Conditioning Pressure Switch parameter defines the minimum fan on operating time in response to high air conditioning refrigerant pressure. An OEM supplied Air Conditioning Pressure Switch MUST be installed. Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the detailed description of this switch. The Air Conditioning Pressure Switch can also be multiplexed on a SAE J1939 Data Link.

Implementation

Hardware implementation of the Air Conditioning Pressure Switch consists of wiring a typical pressure activated switch into the air conditioning system. This switch is to be a normally closed switch (momentary in the open position and latched in the closed position) on the OEM connector as seen below. The controlled circuit is a 5 V switched pull-up circuit. The circuit opens when the high pressure in the system is detected, which will activate the fan at full speed for at least the time defined by the Minimum Fan On Time For Air Conditioning Pressure Switch parameter. Once this time expires, the ECM will no longer run the fan due to the Air Conditioning Pressure Switch if the switch indicates acceptable air conditioning pressure. However, the fan may continue to run in response to some other need, such as high coolant temperature. Be aware that if the Air Conditioning Pressure Switch fails in an open position, the ECM will run the fan continuously.





43

62

AC Pressure Switch

ECM Switch Return

Pressure High

Pressure Not High CM2350

Figure 39. Air Conditioning Pressure Switch Connection The Air Conditioning Pressure Switch feature is programmable. If the Air Conditioning Pressure Switch is installed and fan operation due to high air conditioning refrigerant pressure is desired, set the Air Conditioning Pressure Switch Input parameter to Enable (Note: The Air Conditioning Pressure Switch Input parameter SHOULD be set to Enable as well when the switch signal is multiplexed). If the feature is enabled, a proper value needs to be programmed for the Minimum Fan On Time For Air Conditioning Pressure Switch parameter. Longer time decreases rapid on/off cycles of the fan clutch with the engine at idle condition and the air conditioning on, while shorter time may increase fuel economy and engine performance. If the Air Conditioning Pressure Switch is not installed or the fan operation due to high air conditioning refrigerant pressure is not desired, set the Air Conditioning Pressure Switch Input parameter to Disable.

Fan Control Air Conditioning Pressure Switch Vehicle Speed Interaction

The fan operation on 2013 engines can also be configured in response to the vehicle speed. When the Fan Control AC Pressure Switch Vehicle Speed Interaction parameter is set to Enable, the ECM enables a special fan control mode. If the Air Conditioning Pressure Switch triggers a fan event at low vehicle speed in this mode, the ECM will keep the fan on constantly until the vehicle speed exceeds a threshold (e.g. 6 mph), or the engine is shut down and restarted. This acts in a similar manner to the Minimum Fan On Time for Air Conditioning Pressure Switch parameter because it does not affect fan activation conditions, but prevents fan shutdowns during times when the ECM otherwise would allow it. If the Fan Control AC Pressure Switch Vehicle Speed Interaction function is not desired, set the parameter to Disable.

Fan Control Accessory Switch

The Fan Control Accessory Switch (usually called Manual Fan Switch) feature configures the fan to operate as an accessory fan. The fan runs in response to any open circuit in various Fan Control Accessory Switches. For example, the fan could operate in response to transmission fluid temperature by installing an accessory switch





which opens with high transmission fluid temperature. The feature is programmable. Fan Control Accessory Switch can also be multiplexed on a SAE J1939 Data Link.

Implementation

Hardware implementation of the Fan Control Accessory Switch feature consists of wiring a Fan Control Accessory Switch or multiple Fan Control Accessory Switches in series. The switch (or switches) is to be an On-Off toggle switch (latched in the either open or closed position) on the OEM connector as seen below. The controlled circuit is a pull-up circuit. The diagram below shows three Fan Control Accessory Switches connected in the circuit. Any number of switches may be used as long as the maximum closed switch resistance requirement is met. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the detailed specifications of the switch.

11

62

Fan Control

Accessory Switch

ECM Switch Return

On

Off

On

Off

On

Off

CM2350

Figure 40. Fan Control Accessory Switch Connection

When any switch opens, the ECM will activate the fan at full speed. When all switches are closed, the fan will be off. However, the fan may still run in response to some other need, such as high coolant temperature. Be aware that if any of the switches fails in an open position, the ECM will run the fan continuously.

As mentioned before, the Fan Control Accessory Switch feature is programmable (this is only for the hardwire operation). If any hardwired Fan Control Accessory Switch is installed and the fan operation in response to the Fan Control Accessory Switch is desired, set the Fan Control Accessory Switch parameter to Enable. If no Fan Control Accessory Switch is installed or the fan operation in response to the Fan Control Accessory Switch is not desired, set the Fan Control Accessory Switch parameter to Disable.

Note: The fan control switch parameter SHOULD only be enabled if there is a physical switch or accessory switch connected to the engine ECM fan control switch input pin. If the fan control switch is multiplexed over J1939, with no physical switch connection hardwired to the engine ECM, the Fan Control Switch Enable MUST be set to Disable.





Fan On with Remote Accelerator

The fan operation on 2013 engines can also be configured for response to the remote accelerator. When the Fan On with Remote Accelerator parameter is enabled, the ECM will command the fan on continuously if the Remote Accelerator Switch is enabled. The fan will stop when the Remote Accelerator Switch is turned off (the ECM may still run the fan due to some other conditions). If the Fan On with Remote Accelerator parameter is set to Disable, the remote accelerator switch has no control of fan operation.

Programming Fan Control

As mentioned above, there are ten programmable parameters in the Fan Control feature. They are:

Fan Clutch Control (Fan Control)

Fan Control Type (Fan Type)

Fan Clutch Logic (Fan Control Logic)

Fan Clutch PWM Period (Variable Speed Fan Frequency)

Fan On With Engine Braking

Air Conditioning Pressure Switch Input

Minimum Fan On Time For Air Conditioning Pressure Switch

Fan Control AC Pressure Switch Vehicle Speed Interaction

Fan On with Remote Accelerator

Fan Control Accessory Switch (Fan Control Switch)

Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed description of programming options.

To program the Fan Control feature using Cummins INSITE software, do the following:



3) Select Fan Control on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Fan Control to show next level programmable options.








Figure 41. Configuration Example of Fan Control

For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Tables created for each Cummins 2013 engine on GCE.

Note: Fan control types supported on each engine vary depending on our program development. The following table summarizes the current status. Consult your Cummins Application Engineer for the latest information.





Table 3. Fan Control Type Supported on 2013 Engines

Prog. # Type Engine Supported

0 On-Off All

1 Variable Speed All

3 Electronic Viscous without Speed Sensor ISX12 and ISX15 Only

4 Electronic Viscous with Speed Sensor All (Calibration tuning may be needed. Contact Cummins application engineer if this feature is desired)

5 Electronic Variable Speed without Speed Sensor

6 Datalink Output All





Fast Idle Warm-up (2013 ISB6.7 and ISL9)

Overview

This feature runs the engine on only three cylinders at a high engine speed until the engine warms up. The feature is only active when the engine is very cold - coolant temperatures below freezing for most applications. The standard idle speed adjustment is ignored until the warm-up cycle is complete, but the exact warm-up speed is adjustable by the OEM to allow the OEM to resolve specific vehicle vibration issues. Upon the completion of the fast idle warm up cycle (the engine is warmed up), the engine speed will return to the normal idle speed, and the engine will idle on all cylinders. The Fast Idle Warm-up feature can reduce the potential engine damage during prolonged idle period in cold weather.

Implementation

The Fast Idle Warm-up feature is implemented on all 2013 ISB6.7 and ISL9 engines. There is no hardware installation required. However, there are three programmable parameters available for OEM/Body Builders adjustment:

Fast Idle Warm-up, used to enable or disable the fast idle warm-up feature as desired.

Fast Idle Warm-up PTO Load Threshold, used to determine how much load the engine has to be under to allow PTO to turn off the Fast Idle Warm-up feature.

Fast Idle Warm-up Speed (Fast Idle Warm-up Idle Speed), used to define the idle speed set for run during the fast idle warm up period.


To program the Fast Idle Warm-up feature using Cummins INSITE tool, do the following:



3) Select Fast Idle Warm-up on the right when the Features and Parameters window is fully displayed.

4) Double click on Fast Idle Warm-up to show next level programmable options.





5) Select the option that needs to be re-configured, and enter the number directly in the ECM Value box/column.



Figure 42. Configuration Example of Fast Idle Warm-up

For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for 2013 engines on GCE.

Note: Although Cummins does not anticipate any vibration impact on the vehicle because of using the Fast Idle Warm-up feature, OEMs and Body Builders should check the vibration characteristics against the engine mounting when the Fast Idle Warm-up feature is activated. If the vibration level is not satisfied, adjust the programmable parameter – Fast Idle Warm-up Idle Speed accordingly as displayed above.





Gear – Down Protection

Overview

The Gear-Down Protection feature encourages drivers to remain in the upper gear range by derating available vehicle speed in lower gears. The feature has one derate for 1-gear down from the top gear, and another derate for all gears below that. Additionally, the feature uses a different derate when the engine is under heavy and light loads. This feature will not affect vehicles equipped with automated or automatic transmissions that are operating under control of the transmission. If an automated transmission equipped vehicle is in manual mode the gear down protection will be in operation.

Implementation

The Gear-Down Protection feature is available on all 2013 Cummins engines. There is no hardware installation required. However, there are three programmable parameters available for OEM/Body Builders adjustment:

Gear-Down Protection, used to enable or disable the Gear-Down Protection feature as desired.

Gear-Down Protection Heavy Load Vehicle Speed, is used to define the maximum vehicle speed in lower gears for a heavily loaded vehicle.

Gear-Down Protection Light Load Vehicle Speed, is used to define the maximum vehicle speed in lower gears for a lightly loaded vehicle.


To program the Fast Idle Warm-up feature using Cummins INSITE tool, do the following:



3) Select Gear Down Protection on the right when the Features and Parameters window is fully displayed.








Figure 43. Configuration Example of Gear Down Protection





Generic Tool Permissions

Overview

The Generic Tool Permissions feature allows generic (Non-Cummins) service tools to reset the Maintenance Monitor, Tire Wear and Trip Information recorded on the engine, or stops the J1939 broadcast over the public SAE J1939 Data Link. Generic service tools cannot reset the applicable features when the feature is disabled. The Cummins INSITE tool can reset the Maintenance Monitor, Tire Wear and Trip Information regardless of the settings of this feature. Please refer to Cummins AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications, for the additional information.

Implementation

If the engine uses the Maintenance Monitor, Tire Wear, or Trip Information feature, and has the parameters broadcasted over the SAE J1939 Data Link, the following programmable parameters in the Generic Tool Permissions feature will function as explained below.

J1939 Service Reset – Enable or disable the Maintenance Monitor and Tire Wear features to be reset with a generic service tool.

J1939 Trip Reset – Enable or disable the Trip Information feature to be reset with a generic service tool.

J1939 Stop Broadcast Allowed – Enable or disable the J1939 broadcast function to be stopped with a generic service tool.

To program the Generic Tool Permissions feature using Cummins INSITE tool, do the following:



3) Select and double click the J1939 Controls feature on the right when the Features and Parameters window is fully displayed.

4) Click the drop down list button on J1939 Service Reset, J1939 Trip Reset, or J1939 Stop Broadcast Allowed to select either Enable or Disable as desired.







Figure 44. Configuration Example of Generic Tool Permissions





High Soot Idle Shutdown

Overview

Extended engine idle operation can lead to excessive soot build up in the Diesel Particulate Filter which can eventually trigger an ECM fault and light the Red Stop Lamp, and require replacement of the Diesel Particulate Filter. The High Soot Load Idle Shutdown feature will determine if the engine needs to shut down due to extended engine idling before reaching the point where the soot build up in the Diesel Particulate Filter is too high. The High Soot Load Idle Shutdown feature can prevent unnecessary Diesel Particulate Filter replacements due to extended idle and/or PTO operation.

Implementation

If the High Soot Load Idle Shutdown feature is enabled, it will monitor the soot load during the idle or PTO operation. If the high soot load threshold is reached, the ECM will turn on the Diesel Particulate Filter Lamp (if installed) first, then turn on the Amber Warning Lamp. The High Soot Load Idle Shutdown feature will request an engine shutdown before the stop engine soot load threshold is reached. The operator will be notified that the shutdown is pending by a flashing Amber Warning Lamp for 30 seconds.

The High Soot Load Idle Shutdown feature is independent from the Idle Shutdown feature, and it has no impact on the normal idle shutdown functions as described in this section. The Idle Shutdown parameter need not be enabled for the High Soot Load Idle Shutdown feature to work. The High Soot Load Idle Shutdown feature will shut down the engine if the soot load threshold is reached while the engine is in idling or on PTO operation (if Idle Shutdown in PTO is enabled).

To program the High Soot Idle Shutdown feature using Cummins INSITE tool, do the following:



3) Select Idle Shutdown on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on High Soot Idle Shutdown to show next level programmable options.








Figure 45. Configuration Example of High Soot Idle Shutdown





Idle Shutdown

Description

The Idle Shutdown feature automatically shuts down the engine after it has been idling unattended for a period of time defined by the Idle Shutdown Timer parameter. The feature may also be used during PTO operation if the Idle Shutdown in PTO parameter is enabled.

On all the Cummins 2013 engines, the Idle Shutdown feature also supports an Idle Shutdown Relay and an Ambient Temperature Override function. The Idle Shutdown Relay can be used to cut the power to OEM selected high current devices when the idle shutdown occurs. The Idle Shutdown Ambient Temperature Override feature can be used to alter the idle shutdown operation by the ambient temperature measured by the Ambient Air Temperature Sensor.

To prevent soot from building up during an extended idle or PTO operation, the High Soot Load Idle Shutdown feature is implemented, which helps prevent unnecessary DPF replacements due to the extended idle and/or PTO operation. The feature will monitor, warn and eventually shut down the engine when the soot load threshold is reached. See Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide for more details.

Implementation

If the Idle Shutdown Relay feature is desired, then an Idle Shutdown Relay SHOULD be wired in a switched source driver which exists in one of two states: source (battery voltage) or off (0 voltage) as seen below. Twisted wiring is recommended. The installed relay SHOULD be a normally closed relay. When the relay is energized the terminals open and disconnect power from the selected device. When the relay is not energized, the terminals close and allow power to the device. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this relay.

CM2350

74

57

Idle Shutdown Relay

ECM General Return

Idle

Shutdown

Relay

Figure 46. Idle Shutdown Relay Connection

Note: The Idle Shutdown Relay output is mutually exclusive with the Air Shut Off Valve on the CM2350.





If the Idle Shutdown Ambient Temperature Override feature is desired, the Ambient Air Temperature Sensor MUST be installed. The sensor will detect the external ambient air temperature and the reading will be used to make the idle shutdown determination depending on the programming logic as explained below.

The Ambient Air Temperature Sensor SHOULD be wired in a resistive analog input circuit, as shown below. The sensor SHOULD be placed outside of the vehicle, preferably to the vehicle frame and out of the air stream. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this sensor.

CM2350 65

62

Ambient Air Temperature

ECM Return (Temperature/Level)

Ambient Air

Temperature

Sensor

Figure 47. OEM Ambient Air Temperature Sensor Connection

The programmable parameters available in the Idle Shutdown feature include:

Idle Shutdown, used to enable or disable the Idle Shutdown feature.

Idle Shutdown Timer (Time Before Shutdown), used to define the idle time allowed before the ECM shuts the engine down.

Idle Shutdown Override (Manual Override), used to allow or disallow the operator to override the Idle Shutdown feature until the next time the engine starts.

Idle Shutdown In PTO (Shutdown In PTO), used to enable or disable the Idle Shutdown feature during PTO operation.

Idle Shutdown Percent Load (Shutdown Percent Engine Load), used to set a legitimate PTO load threshold to engage or disengage the engine idle shut down.

Idle Shutdown Relay (Shutdown Accessory Relay), used to enable or disable the Idle Shutdown Relay to cut the power to OEM selected high current devices when the Idle Shutdown feature shuts down the engine.

Idle Shutdown Ambient Temperature Override (Ambient Temperature Override), used to enable or disable the ambient air temperature to alter the idle shutdown operation.





Idle Shutdown Hot Ambient Air Temperature (Hot Ambient Air Temperature), used to set the ambient air temperature threshold.

Idle Shutdown Intermediate Ambient Air Temperature (Intermediate Ambient Air Temperature), used to set the ambient air temperature threshold.

Idle Shutdown Cold Ambient Air Temperature (Cold Ambient Air Temperature), used to set the ambient air temperature threshold.

Idle Shutdown with Parking Brake, engages interaction with the Parking Brake switch signal.

Idle Shutdown Service Brake Switch, used to determine whether or not the idle shutdown can be inhibited by an active Service Brake Switch.

Please refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed description of these parameters, control logic of the feature and the programming strategies.

A brief explanation of these parameters can be found in Table 4 as seen below:

Table 4. Explanation of Idle Shutdown Programmable Parameters

Programmable Parameters

Function Engage Condition

Idle Shutdown Enable to shutdown the engine when engaged

Idle Shutdown enabled

Idle Shutdown Timer elapsed

Idle Shutdown Timer A countdown timer runs when conditions met

ECM will flash the Amber Warning Lamp once per second when the timer is 30 seconds from expiring

Timer can be reset/restarted before it expires by changing engine speed, moving vehicle, engaging PTO (if Idle Shutdown in PTO disabled) or changing in position of accelerator, clutch, or service brake pedal.


Engine speed is at idle or constant

Vehicle is stopped (zero vehicle speed)

No active VSS fault

No operator interactions with clutch, brake or accelerator pedals

Timer will not run in PTO operation unless Idle Shutdown In PTO is enabled and engine load is less than the setting of Idle Shutdown/PTO % Load.

Idle Shutdown Override Deactivate the Idle Shutdown feature until the engine is powered down and restarted

ECM will flash the Amber Warning Lamp at a 0.5 second rate for two minutes upon a successful override


Idle Shutdown Override enabled

Change in position of accelerator, clutch, or service brake pedal before Idle Shutdown Timer expires

Idle Shutdown In PTO Enable to shutdown the engine during PTO operation when engaged


PTO/Remote PTO activated

Idle Shutdown In PTO enabled


Idle Shutdown Percent Engine Load

A legitimate load threshold setting used for deciding whether Idle Shutdown Timer should run (Timer will not run if engine load is greater than this setting)








Idle Shutdown Relay Enable to cut the power to OEM selected high current devices when the Idle Shutdown feature shuts down the engine


Idle Shutdown Relay enabled


Idle Shutdown Ambient Temperature Override

Enable the ambient air temperature to alter the idle shutdown operation


Ambient air temperature sensor installed

Idle Shutdown Ambient Temperature Override enabled

Idle Shutdown Hot Ambient Air Temperature

A legitimate ambient air temperature threshold (high boundary) setting used for altering the idle shutdown operation





Idle Shutdown Intermediate Ambient Air Temperature

A legitimate ambient air temperature threshold (middle point) setting used for altering the idle shutdown operation





Idle Shutdown Cold Ambient Air Temperature

A legitimate ambient air temperature threshold (low boundary) setting used for altering the idle shutdown operation




Change in position of accelerator, clutch, or service brake pedal before Idle Shutdown Timer expires, or Idle Shutdown Timer elapsed

Idle Shutdown with Parking Brake

When enabled, it prevents the engine from shutting down when the parking brake is not engaged


Parking Brake Switch is open

Idle Shutdown with Service Brake (2013 ISB6.7 and ISL9 Only)

When enabled, it prevents the idle shutdown from activating if the Service Brake is pressed.


Service Brake Switch is open

Note: The Idle Shutdown Percent Engine Load parameter or threshold is applied to all operating modes. For example, when the engine runs at low idle, the Idle Shutdown is allowed only if the engine load is less than or equal to the value set by the Idle Shutdown Percent Load parameter.

To program the Idle Shutdown feature using Cummins INSITE tool, do the following:







10) Select Idle Shutdown on the right when the Features and Parameters window is fully displayed.


12) If Enable is selected, double click on Idle Shutdown to show next level programmable options.




Figure 48. Configuration Example of Idle Shutdown





For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for each 2013 Cummins engine on GCE.





J1939 Multiplexing

Overview

Many switch inputs can be multiplexed over SAE J1939 Data Link on Cummins 2013 engines. J1939 Multiplexing allows the OEM to send hardware switch states over a SAE J1939 Data Link rather than by wiring the hardware to the ECM. Both discrete states (e.g. Service Brake Switch) and continuous states (e.g. Accelerator Position) can be multiplexed. For more detailed information, please refer to AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications and AEB 15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond Automotive Engines for specific multiplexing questions.

Implementation

In general, if the OEM enables a switch multiplexing parameter and assigns the switch a specific source address, the ECM ignores the normal hardwired input and reads the value from the SAE J1939 Data Link instead.

In most cases, in order for the switch signal to function, the switch feature enable parameter SHOULD be enabled no matter what kind of signal is used (either hardwired or J1939 multiplexed). For example, the Air Conditioning Pressure Switch parameter needs to be enabled before using either a hardwired Air Conditioning Pressure Switch or a J1939 multiplexed Air Conditioning Pressure Switch. However, one exception to this rule is the manual Fan Control Switch. Refer to the Fan Control section of this AEB for more details.

In general, if the OEM enables an analog multiplexing parameter and assigns the input a specific source address, the ECM ignores the normal hardwired input and reads the value from the SAE J1939 Data Link instead.

In order for an analog input to function properly, the analog input feature enable parameter SHOULD be enabled no matter what kind signal is used (either hardwired or J1939 multiplexed). For example, the Remote Accelerator parameter needs to be enabled before using either a hardwired Remote Accelerator or a J1939 multiplexed Remote Accelerator.

Programming

To use the J1939 multiplexing feature, a dash controller MUST be installed on the vehicle. Set the appropriate switch and analog parameters to J1939 Multiplexed, and assign a source address to each multiplexed component.

To program the J1939 Multiplexing feature using Cummins INSITE tool, do the following (See the Figure below for a configuration example):







3) Select SAE J1939 Multiplexing on the right when the Features and Parameters window is fully displayed.

4) Click in the Enable (or Disable) box on the multiplexing parameter. When Enable is selected, enter the source address under the ECM Value box.



Figure 49. Configuration Example of J1939 Multiplex Parameter

Note: The flashing of the engine Amber Warning Lamp and the Red Stop Lamp can also be multiplexed over SAE J1939 Data Link. Refer to SPN 3040 and 3039 in the table below - these SPNs are supported for the 2013 products when an active fault requires a flashing lamp. When





the lamp should flash for other reasons (for example, idle shutdown) the dash controller MUST monitor other J1939 SPNs. Please refer to AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications for details or contact your Cummins Application Engineer.

J1939 Multiplexing Parameter Table

Table 5. SAE/INSITE Tool Display Information

INSITE Display Information

PGN Number

SPN Number

SAE Parameter Name Cummins-Specific Parameter Name

SAE J1939 Multiplexing

57344 986 Requested Percent Fan Speed Fan Control Switch

57344 986 Requested Percent Fan Speed 2 Fan Control Switch 2

57344 3695 Diesel Particulate Filter Regeneration Inhibit Switch

Regen Inhibit Switch

57344 3696 Diesel Particulate Filter Regeneration Force Switch

Regen Switch

61441 972 Accelerator Interlock Switch Accelerator Interlock Switch

61441 971 Engine Derate Switch Torque Derate Switch

61441 970 Auxiliary Engine Shutdown Switch Auxiliary Shutdown Switch

61441 969 Remote Accelerator Enable Switch Remote Accelerator Pedal or Lever Switch

61441 973 Engine Retarder Selection Engine Brake Switch Level

61442 191 Output shaft speed not enabled via multiplexing screen

61443 558 Accelerator Pedal 1 Low Idle Switch Idle Validation Switch

61443 91 Accelerator Pedal Position Accelerator Pedal or Lever Position

61443 974 Remote Accelerator Pedal Position Remote Accelerator Pedal or Lever

64773 5094 Engine Amber Warning Lamp Data

64773 5095 Engine Red Stop Lamp Data

64773 5095 OBD Malfunction Indicator Lamp Data

64775 5078 Engine Amber Warning Lamp Command

64775 5079 Engine Red Stop Lamp Command

64775 5080 OBD Malfunction Indicator Lamp Command






PGN Number

SPN Number


64892 3697 Diesel Particulate Filter Lamp Command (Not configured with INSITE, use PTC1)

64892 3698 Exhaust System High Temperature Command

(Not configured with INSITE, use PTC1)

65132 1623 Tachograph output shaft speed not enabled via multiplexing screen

65132 1624 Tachograph vehicle speed not enabled via multiplexing screen

65216 914 Oil Change Required (Not configured with INSITE, use DPFC1)

65226 1213 Malfunction Indicator Lamp (MIL) Malfunction Indicator Lamp

65226 623 Red Stop Lamp Status (Not configured with INSITE, use DM1)

65226 624 Amber Warning Lamp Status (Not configured with INSITE, use DM1)

65226 3038 Flash Engine Malfunction Indicator Lamp (Not configured with INSITE, use DM1)

65226 3040 Flash Engine Amber Warning Lamp (Not configured with INSITE, use DM1)

65226 3039 Flash Engine Red Stop Lamp (Not configured with INSITE, use DM1)

65226 1241

1215

1216

1706

Diagnostic Trouble Code(s) (DTC) (Not configured with INSITE, use DM1)

65252 594 Idle shutdown driver alert mode (Not configured with INSITE, use SD)

65252 985 AC High Pressure Fan Switch Air Conditioning Pressure Switch

65252 1081 Wait to start lamp (Not configured with INSITE, use SD)

65252 1109 Engine protection system approaching shutdown

(Not configured with INSITE, use SD)

65264 980 PTO Enable Switch PTO On/Off Switch

65264 979 Remote PTO Preprogrammed Speed Control Switch

Remote PTO Switch

65264 984 PTO Set Switch PTO Set / Resume Switch

65264 982 PTO Resume Switch See “PTO Set/Resume Switch” above

65265 69 Two Speed Axle Switch Rear Axle Ratio Switch

65265 70 Parking Brake Switch Parking Brake

65265 1633 Cruise Control Pause Switch

65265 596 Cruise Control Enable Switch Cruise Control On/Off Switch

65265 597 Brake Switch Service Brake Switch






PGN Number

SPN Number


65265 598 Clutch Switch Clutch Pedal Position Switch

65265 599 Cruise Control Set Switch Cruise Control Set / Resume Switch

65265 601 Cruise Control Resume Switch See “Cruise Control Set / Resume Switch” above

65265 968 Idle Increment Switch Idle Increment/ Idle Decrement Switch

65265 967 Idle Decrement Switch See “Idle Increment/ Idle Decrement Switch” above

65265 966 Engine Test Mode Switch Diagnostic Test Mode Switch

65265 1237 Engine Shutdown Override Switch Engine Protection Shutdown Manual Override

65279 97 Water In Fuel Indicator (Not configured with INSITE, use WFI)





Load Based Speed Control (2013 ISX12 and ISX15)

Overview

The feature helps optimize fuel usage by limiting engine speeds when the vehicle does not require higher engine speeds for the current operational conditions.

Implementation

Load Based Speed Control is available on all 2013 ISX12 and ISX15 engines. The feature limits maximum engine speed above a range defined by the breakpoint speed programmed into the feature. The feature allows higher engine speed limits under special conditions to allow normal vehicle operation. There is no hardware installation required. However, there are two programmable parameters available for OEMs/Body Builders adjustment:

Load Based Speed Control (Load Based Speed Control – Enhanced), enables or disables the Load Based Speed Control feature.

Engine Speed Breakpoint (Engine Speed Breakpoint), used to determine the engine speed at which Load Based Speed Control will begin managing the maximum engine speed under load conditions.


To program the Load Based Speed Control feature using Cummins INSITE tool, do the following:



3) Select Load Based Speed Control-Enhanced on the right when the Features and Parameters window is fully displayed.

4) Double click on Load Based Speed Control-Enhanced to show next level programmable options.








Figure 50. Configuration Example of Load Based Speed Control





Low Idle Speed Control

Overview

The Low Idle Speed Control feature represents a “floor” for engine speed. If the operator or some engine feature (PTO, Cruise Control, etc) is not requesting fueling, the Low Idle Speed Control feature will maintain engine speed at a customer specified value defined by the Low Idle Speed parameter.

Operation

When the driver releases the accelerator pedal and no other engine governor has authority, the Low Idle Speed Control feature will automatically activate when engine speed falls to the Low Idle Speed parameter. When the Low Idle Speed Control feature is active, engine speed will be maintained at the Low Idle Speed parameter. No droop is employed. The Low Idle Speed Control feature will automatically deactivate when another engine governor assumes control of engine fueling; such as accelerator or PTO. Lower idle set speed values should result in better fuel economy and decreased engine wear. Higher values may result in smoother engine operation.

Hardware implementation of Low Idle Speed Control feature consists of wiring the Cruise Control/PTO Set switch and Cruise Control/PTO Resume switch in pull-up circuit configurations as shown below. The switch can then be used to adjust the engine idle speed, or the OEM may install a separate Idle Increment/Decrement Switch on the dashboard just for idle adjustment. These switches are normally open (momentary in the closed position and latched in the open position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.

CM2350

12

62

Idle Increment Switch

ECM Switch Return

Increment

Decrement

19 Idle Decrement Switch

Figure 51. Idle Increment / Decrement Switch Connection





Programming

Low Idle Speed Adjustment

Application The Low Idle Speed Adjustment parameter permits the driver to select the engine idle speed. Operation The driver can increase or decrease engine idle speed if the engine is idling and the Cruise Control/PTO On/Off switch is in the OFF position. To increase engine idle speed, the operator activates the Increment function of the Set/Resume Switch, or the equivalent signal from the separate Idle Increment/Decrement Switch. To decrease engine idle speed, the operator activates the Decrement function of the Set/Resume Switch, or the equivalent signal from the separate Idle Increment/Decrement Switch. To program the Low Idle Speed Control feature using Cummins INSITE tool, do the following:



3) Select Adjustable Low Idle Speed on the right when the Features and Parameters window is fully displayed.







Figure 52. Configuration Example of Low Idle Speed Control





Maintenance Monitor

Overview

The Maintenance Monitor feature measures one or more parameters which are correlated to oil wear. The feature will notify the operator using the Amber Warning Lamp when the accumulated parameter approaches the oil change interval.

Most customers using this feature will enable the feature and take no other action regarding this

feature other than resetting data after oil changes. The feature automatically starts in the

Automatic mode with the Alert Percentage at 90%. For special needs, read through the entire feature and adjust parameters to fit your exact requirements.

Overview

The feature can monitor vehicle miles, engine run time or fuel usage as the oil change threshold parameter, and the feature has an automatic mode which measures all three parameters. The Maintenance Monitor feature accounts for severe wear of the oil due to extreme operating conditions. For example, if the engine operates at a high out-of-range temperature, the feature applies a severity factor to the monitored parameter(s), accumulating more than one (1) mile of wear for each mile travelled. Once the accumulated parameter exceeds the specified threshold, the Maintenance Monitor feature performs a Warning Lamp Maintenance Event at each subsequent powerup until reset by a technician.

Programming

Maintenance Monitor

The Maintenance Monitor parameter enables or disables the Maintenance Monitor feature. Maintenance Monitor Mode

Application The Maintenance Monitor Mode parameter stipulates whether the Maintenance Monitor feature watches the engine run time, vehicle miles, or fuel to determine oil change intervals. The following modes are available:

a. Automatic. In Automatic mode, the feature accumulates fuel usage, miles and engine operating hours. The feature begins warning the operator when any threshold is exceeded. In this mode, the thresholds are not programmable, and are adjusted only by the Maintenance Monitor Interval Factor described below. If you do not have a specific need for one of the other

modes, set this parameter to Automatic. If you have a specific need for one of the other modes, set the appropriate mode, and program the appropriate threshold and alert percentage.

b. Hours. In the Hours mode, the feature accumulates engine operating hours since the last oil change. The feature begins warning the operator when the





engine operating time threshold is exceeded. The threshold is programmable in this mode.

c. Miles. In the Miles mode, the feature accumulates vehicle mileage since the last oil change. The feature begins warning the operator when the vehicle mileage threshold is exceeded. The threshold is programmable in this mode.

Maintenance Monitor Alert Percentage

Application The Maintenance Monitor Alert Percentage determines the percentage of the appropriate threshold which should accumulate before the ECM initiates the maintenance event with the Amber Warning Lamp. Operation When the specified threshold is passed, the ECM initiates the maintenance event. For example, if the Maintenance Monitor Mode is 3 (Miles), the Maintenance Monitor Miles parameter is set to 15,000 miles, and the Maintenance Monitor Alert Percentage is 90%, the ECM will initiate a maintenance event with the Amber Warning Lamp when the vehicle has travelled 13,500 miles since the last reset. Maintenance Monitor Interval Factor

Programming Set this parameter to give the desired lead time on oil change intervals. Application The Maintenance Monitor Interval Factor helps the ECM correct for the enhanced oil wear characteristics of premium grade oils. The parameter is used only in Automatic mode. Operation The ECM uses a table lookup using the value of this parameter to adjust the oil change intervals. The default is 1.0, which gives the standard interval, and the highest value is 5.0, which gives a greatly increased interval. The relationship between oil change intervals and the Maintenance Monitor Interval Factor is NOT linear (i.e. a value of 5.0 does not increase intervals by exactly 5 times). Programming If using a premium grade oil and the Automatic mode of the Maintenance Monitor feature, set the Maintenance Monitor Interval Factor appropriately. Contact your Cummins Customer Engineering representative for the appropriate Maintenance Monitor Interval Factor. If using any manual mode of this feature, this functionality is simulated by increasing the oil change interval directly. Contact the oil manufacturer or your Cummins Customer Engineering representative for appropriate numbers to enter for the Maintenance Monitor Hours, fuel or Miles parameter. To program the Maintenance Monitor feature using Cummins INSITE tool, do the following:



3) Select Maintenance Monitor on the right when the Features and Parameters window is fully displayed.





4) Select the options that needs to be re-configured, and enter the number directly in the ECM Value box/column.


Figure 53. Configuration Example of Maintenance Monitor





OEM Switched Engine Protection Shutdown

Description

All Cummins 2013 engines are equipped with the OEM Switched Engine Protection Shutdown feature. This feature is set up as an additional switched input to the regular Engine Protection feature. The feature will commence a shutdown of the engine under the OEM Switched Engine Protection Shutdown Switch input condition specified by the OEM (after 30 seconds delay) unless an override occurs. The OEM Switched Engine Protection Shutdown feature is programmable. It is currently a hardwired switch only.

Implementation

If the OEM Switched Engine Protection feature is desired, then an OEM-supplied standard switch MUST be installed. This switch is to be an On-Off toggle switch (latched in the either open or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.

There are two programmable parameters available for OEM/Body Builders adjustment:

OEM Switched Engine Protection Shutdown (Enhanced Auxiliary Shutdown Switch), used to enable or disable the feature.

OEM Switched Engine Protection Shutdown Switch Logic (Enhanced Auxiliary Shutdown Switch Logic), used to select if the closed switch engagement or the open switch circuit engagement logic is desired depending on the OEM’s preference.

CM2350

47

62

OEM Switched Engine

Protection Shutdown Signal

ECM Return (Temperature/Switch)

Deactivated

Activated

Figure 54. OEM Switched Engine Protection Shutdown Switch Connection

To program the OEM Switched Engine Protection Shutdown (Enhanced Auxiliary Shutdown) feature using Cummins INSITE tool, do the following:







3) Select Enhanced Auxiliary Shutdown Switch on the right when the Features and Parameters window is fully displayed.

4) Double click on Enhanced Auxiliary Shutdown to show next level programmable options.




Figure 55. Configuration Example of Enhanced Auxiliary Shutdown Switch





Parking Brake Switch

Description

The Parking Brake Switch feature tells the ECM if a hard wired or J1939 multiplexed Parking Brake Switch is installed or not. It is used to detect the position of the parking brake. The Parking Brake Switch is used by some OEM features such as, idle shutdown, DPF Regen, PTO, ASO, etc.

Implementation

Hardware implementation of Parking Brake Switch consists of wiring a Parking Brake Switch to a pull-up circuit in the ECM. This switch is a normally open switch (momentary in the closed position and latched in the open position). Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

20

62

Parking Brake Switch

ECM Return (Temperature/Level/Switch)

Released

Set

Figure 56. Parking Brake Switch Connection

This switch has two positions, SET and RELEASED. The SET position indicates a switch closed (circuit to ground) which may allow some OEM features to function normally (such as idle shutdown, DPF regeneration, etc.). A RELEASED position indicates an open switch which prevents some OEM features from operating (example: idle shutdown cannot be activated, DPF regeneration cannot start, etc.).

The Parking Brake Switch signal is programmable. If either a hard wired or a J1939 multiplexed Parking Brake Switch is enabled, set the Parking Brake Switch parameter to enabled.

To program the Parking Brake Switch feature using Cummins INSITE tool, do the following:







3) Select Parking Brake on the right when the Features and Parameters window is fully displayed.



Figure 57. Configuration Example of Parking Brake Switch





Password Protection

Description

The Password Protection feature restricts access to programmable parameters in the ECM on a scheduled basis. Password Protection is provided in the hierarchy shown in the figure below:

Figure 58. Function Diagram of Password Protection

Description

Depending on the password, the following functions may be performed: download calibrations, perform engine data resets, program non-OEM features, and program OEM features.

a. Master Password. The Master Password allows calibration downloads, adjustments of Non-OEM parameters, resetting of engine and trip information data, and changing the Adjustment and Reset passwords. If the OEM / OEM2 Passwords are NOT set, the Master Password allows adjustments of OEM/OEM2 parameters and changing the OEM and OEM2 passwords.

b. OEM Password. When set, the OEM Password limits adjustment of OEM Powertrain Protection parameters to OEM password access only. When set the OEM Password also allows changing of the OEM password.





c. Adjustment Password. The Adjustment Password allows adjustment of non-OEM features and parameters. If the OEM / OEM2 Passwords are NOT set, the Adjustment Password allows adjustment of OEM / OEM2 parameters and changing of the Adjustment Password.

d. Reset Password. The Reset Password allows for resets of engine data, trip data, and the Maintenance Monitor feature. The Reset Password also allows changing of the Reset Password.

Programming

If the OEM should protect the OEM or OEM2 features and parameters from later adjustment, set the OEM or OEM2 Password. Set all other passwords as needed to implement the desired permissions hierarchy.





Powertrain Protection

Overview

Powertrain Protection (PTP) feature provides torque management capabilities that prevent the engine from exceeding the rated torque capacity of drivetrain components. This is the only feature currently considered an “OEM feature” and protected under the OEM Password. The feature allows maximum engine torque to be tailored to meet the capacity of drivetrain components. The Powertrain Protection feature supports transmissions with up to three (3) different torque capacity ranges. There are three categories of protection offered by Powertrain Protection: switched, axle/driveshaft, and transmission.

Note: The Powertrain Protection Feature is to be used in installations that allow full engine torque curve capability in some operating conditions. PTP MUST not be used as an alternative to creating a new engine fuel rating and associated torque curve.

Implementation

There are three categories of protection offered by Powertrain Protection: Switched, Axle/Driveshaft, and Transmission. The torque limit requests are independent from each other. If only one torque limit is requested, PTP imposes that limit on the vehicle. If more than one torque limit are requested, the ECM applies them all in a “least-wins” fashion as shown below.

Selected PTP

Torque Limit

Torque Limit Switched

Axle/Driveshaft Torque Limit

Transmission Torque Limit

Min

PTP Enable

Figure 59. Function Diagram of PTP Torque Limit Selection

PTP Torque Limit Switched:

This function imposes a switched torque limit under conditions specified by the OEM. Hardware implementation of PTP Torque Limit Switched consists of wiring a Torque Limit Switch to a pull-up circuit in the ECM. Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. This switch is placed on the OEM connector as seen below.





CM2350

93

62

Engine Torque Limit Switch

ECM Switch Return

Normal

Torque Limit

Figure 60. PTP Torque Limit Switch Connection

The PTP Torque Limit Switch can be either a normally closed switch as shown here (momentary in the open position and latched in the closed position) or a normally open switch (momentary in the closed position and latched in the open position). The PTP Torque Limit switch shares an input with and is mutually incompatible with the Accelerator Interlock Switch unless Accelerator Interlock and/or PTP Torque Limit Switch are multiplexed on a SAE J1939 Data Link.

The PTP Torque Limit Switched feature is programmable. If either a hard wired or a J1939 multiplexed PTP Torque Limit Switch is installed, set the PTP Torque Limit Switch parameter to Enable and program the PTP Torque Limit Switch Usage parameter properly. If the feature is activated, the engine output torque will be limited to the value set by the PTP Maximum Torque Allowed Switched parameter. At the same time, the Accelerator Interlock parameter MUST be set to Disable. If no PTP Torque Limit Switch is installed, or the PTP Torque Limit Switch signal is multiplexed, set the PTP Torque Limit Switch parameter to Disable.

Axle/Driveshaft Torque Limit

This type of protection is in place at all times. The ECM uses the current gear ratio and the user specified torque limit of the axle or driveshaft to determine the current maximum torque at the engine. The torque limit of the axle or driveshaft is determined by the PTP Maximum Torque Allowed by Axle/Driveshaft parameter. If the axle/driveshaft torque limit protection is not desired, set the PTP Maximum Torque Allowed by Axle/Driveshaft parameter to the highest allowable value. If the axle/driveshaft torque limit protection is desired, set the PTP Maximum Torque Allowed by Axle/Driveshaft parameter to the actual maximum torque desired. A calculation for the transmission gear ratio is not required as the ECM performs this calculation during operation.

Transmission Torque Limit

This feature supports up to three gear ratio bands to allow different torque limit ranges in different gears. It also includes the torque limit at zero vehicle speed. The Axle/Driveshaft Torque Limit feature cannot provide powertrain protection when the





vehicle is stopped because the ECM cannot determine the current transmission gear until the vehicle moves. The Transmission Torque Limit feature is mainly intended for use with transmissions which have multiple input limits. Fleet owners may also find this gear ratio based torque limit function very useful if regulation of the engine output torque as a function of gear ratio or vehicle speed is desired.

The following figure summarizes the general operating functions imposed by the Transmission Torque Limit feature and explains how each of these parameters works.

PTP Maximum Torque

Allowed by Top Gear Range

PTP Maximum Torque

Allowed by Intermediate

Gear Range

PTP Maximum Torque Allowed by

Bottom Gear Range

PTP Maximum Torque Below Bottom

Gear Range or @ 0 Vehicle Speed

PTP Lugback Enable

Selected Transmission

Torque Limit

Vehicle

Moving

Vehicle Not

MovingTransmission Below

Bottom Gear Range

Transmission In

Bottom Gear Range

Transmission InIntermediate Gear Range

Transmission In Top

Gear Range

Figure 61. Function Diagram of PTP Transmission Torque Limit There are seven programmable parameters associated with the Transmission Torque Limit function. Refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for additional information on how to setup each of these parameters.

Programming

If the rated engine torque may exceed the torque rating of any power train component, set the PTP parameter to Enable. The Powertrain Protection Torque Limit Switched parameter enables or disables the Powertrain Protection Torque Limit Switched function. The Powertrain Protection Torque Limit Switch Usage parameter defines whether the OEM installed Torque Limit Switch limits engine torque in the OPEN or CLOSED position. To specify the switch condition, set the PTP Torque Limit Switch Usage parameter appropriately. Circuit failure conditions SHOULD be considered when setting up the PTP Torque Limit Switch Usage parameter. For example, if the PTP Torque Limit Switch Usage parameter is set to Active Close, a circuit failure to the Open position will disable the PTP Torque Limit Switched function at all times.





The Powertrain Protection Maximum Torque Allowed Switched parameter defines the torque limit imposed in the Switched Protection mode. The Powertrain Protection Maximum Torque Allowed by Axel/Driveshaft parameter defines a transmission tailshaft torque limit for axle/driveshaft protection. The ECM uses the highest gear ratio from the current gear range to ensure this torque value is not exceeded downstream of the transmission. The ECM uses the current gear ratio to determine the applied torque on the driveshaft and axle. The ECM will use the Powertrain Protection Maximum Torque Allowed by Axle/Driveshaft as a ceiling to torque downstream of the transmission. This torque limit participates with the other torque limits in the least-wins process illustrated in the figure below. The Powertrain Protection Maximum Torque Allowed at Zero Vehicle Speed parameter defines the maximum engine torque whenever the apparent gear is below the Bottom Gear Range. This parameter also provides powertrain protection at vehicle launch. The Powertrain Protection Maximum Torque Allowed by Axle/ Driveshaft parameter cannot provide powertrain protection when the vehicle is stopped because the ECM cannot determine the current transmission gear until the vehicle moves. Whenever the ECM is reading a zero vehicle speed, or the apparent gear ratio is higher than the Powertrain Protection Ratio of Lowest Gear of Bottom Gear Range parameter, the ECM will impose the Powertrain Protection Maximum Torque at Zero Vehicle Speed torque limit. See the figure below for the gear ranges where this torque limit is applied. The parameters Powertrain Protection Maximum Torque Allowed by Transmission Top Gear Range, Powertrain Protection Maximum Torque Allowed by Transmission Intermediate Gear Range, and Powertrain Protection Maximum Torque Allowed by Transmission Bottom Gear Range define an engine torque limit for transmission protection. Transmission protection is available when the vehicle is moving, and varies according to the current gear range: top, intermediate or bottom. The applicable torque limit is applied in a least-wins torque limit process. The Powertrain Protection Ratio of Lowest Gear of Top Gear Range is the range if the gear ratio is equal to or less than the Powertrain Protection Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter. The Powertrain Protection Ratio of Lowest Gear of Intermediate Gear Range is the range if the gear ratio is greater than the Powertrain Protection Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter, and less than or equal to the Powertrain Protection Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter. The Powertrain Protection Ratio of Lowest Gear of Low Gear Range is the range if the gear ratio is greater than the Powertrain Protection Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter.





Figure 62. Function Diagram of Gear Ratio

Cummins INSITE software can be used to adjust the parameters in the following way:



3) Select Powertrain Protection on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Powertrain Protection to show next level programmable options.


Figure 15. Transmission Protection Gear Ranges and Torque Limits

16:1 12:1 8:1 4:1 0.5:1

Gear Ratio

Current Gear Range

Applied Torque Limit

Top Gear Range

Intermediate Gear Range

Bottom Gear Range

Gear Range Parameter PTP Ratio of

Lowest Gear of Top Gear Range

PTP Ratio of Lowest Gear of Inter- mediate Gear Range

PTP Ratio of Lowest Gear of Bottom Gear Range

PTP Maximum Torque Allowed by Transmission Bottom Gear Range

PTP Maximum Torque Allowed by Transmission Intermediate Gear Range

PTP Maximum Torque Allowed by Transmission Top Gear Range

PTP Maximum Torque Allowed at Zero Vehicle

Speed







Figure 63. Configuration Example of Powertrain Protection For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for each 2013 Cummins engine on GCE.

INSITE Naming Convention

The Cummins INSITE service tool uses a different naming convention for the Powertrain Protection feature compared to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide. The following table highlights the differences:





Table 6. OEM Programming Guide to INSITE Name Conversions for PTP

OEM Programming Guide (VEPS) Name INSITE Name

PTP Powertrain Protection

PTP Torque Limit Switch Torque Limit Switch

PTP Torque Limit Switch Usage Torque Limit Switch Setup

PTP Maximum Torque Allowed Switched Maximum Torque Allowed Switched

PTP Maximum Torque Allowed by Axle/Driveshaft Driveshaft/Axle Torque Limit

PTP Maximum Torque Allowed by Transmission Top Gear Range Limit 1 Torque Limit 1

PTP Maximum Torque Allowed by Transmission Intermediate Gear Range

Limit 2 Torque Limit 2

PTP Maximum Torque Allowed by Transmission Bottom Gear Range Limit 3 Torque Limit 3

PTP Maximum Torque at Zero Vehicle Speed Maximum Torque at Zero Road Speed

PTP Ratio of Lowest Gear of Top Gear Range Limit 1 Gear Ratio 2

PTP Ratio of Lowest Gear of Intermediate Gear Range Limit 2 Gear Ratio 2

PTP Ratio of Lowest Gear of Bottom Gear Range Limit 3 Gear Ratio 2

N/A Limit 1 Gear Ratio 1 (Read only)







PTO Multiple Trip Information

Overview

The PTO Multiple Trip Information feature allows the customer to track time and fuel usage while at the various PTO preset speeds. If the customer associates specific PTO preset speeds to specific PTO devices, the time and fuel usage of a specific device can be tracked.

Implementation

The PTO and Remote PTO features support a combined total of 8 preset speeds: 3 for PTO and 5 for Remote PTO. The ECM records the fuel usage and time of operation for each of these preset speeds. The ECM attributes fuel usage and operation time to the last PRESET speed engaged. See the table below for the hardware input equivalents to the PTO Device 1–8 parameters. If the operator changes the speed without using a PRESET speed, the ECM continues to attribute the fuel usage and time to the last PRESET speed. For example, the operator engages PTO at the PTO Set Speed, and the ECM begins accumulating data in the PTO Device 1 category. If the operator ramps the speed up 200 rpm with the Set/Resume switch, the ECM continues accumulating data in the same category. If the operator then performs a bump to the PTO Resume Speed, the ECM switches data accumulation to the PTO Device 2 category. The ECM will change the accumulation category when the preset speed changes, not when the actual speed changes.

Cummins INSITE software can be used to adjust the parameters in the following way:



3) Select PTO on the right when the Features and Parameters window is fully displayed.


5) Select Remote PTO on the right when the Features and Parameters window is fully displayed.






7) Enter an alphanumeric name for each PTO Speed Device line that is desired. The name entered will be the identifier for the preset speed when read on a datalink or service tool. Set each parameter to the desired 1–8 character alphanumeric identifier.



Figure 64. Configuration Example of PTO Multiple Trip Information





PTO/Remote PTO

Overview

The PTO feature, which includes; Cab PTO, Remote PTO, and Remote Station PTO, maintains engine speed at an operator-selectable speed. An engine controlled by the PTO feature is typically used to drive an on-board or off-board PTO device. The PTO feature can be split into two types; cab PTO and remote PTO. The switches can be either hardwired or J1939 multiplexed.

The Cab PTO, Remote PTO, and Remote Station PTO features are programmable on all Cummins engines. If the feature is desired, set the Cab PTO, Remote PTO, or Remote Station PTO parameter to Enable. If the Cab PTO, Remote PTO, and Remote Station PTO parameters are set to Disable, no PTO functions will be available on the engine.

The “cab” version of PTO is intended for operation in the vehicle cab. While one of two types of “remote” PTO which are intended to be operated outside of the cab, and take priority over Cab PTO if both are enabled at the same time.

“Remote PTO” can be either the traditional Remote PTO which uses one switch to toggle between up to 5 speeds, or the a Remote Station PTO which has the capability of 3 pre-programmed speeds with ramping functionality.

Any given vehicle can only have one form of remote PTO enabled at a time, either Remote PTO or Remote Station PTO.

The PTO feature can be controlled by either Cab PTO Switches or the Remote PTO Switch(es). The Cab PTO switches and the traditional single Remote PTO Switch can be either hardwired or J1939 multiplexed. The Remote Station PTO switches can only be hardwired.

a. Cab PTO Switches. The Cab PTO feature offers more functionality than the Remote PTO feature. Cab PTO control utilizes up to three OEM-supplied dashboard switches: 1. Cruise Control / PTO On/Off Switch 2. PTO Set/Resume switch (a shared multifunction Set/Resume Switch) 3. PTO Additional switch

b. Remote PTO Switch. The Remote PTO feature has a single switch user interface, making it more suitable for extended lengths of wiring.

c. Remote Station PTO Switches. The Remote Station PTO feature offers more functionality than the Remote PTO feature. The Remote Station PTO feature utilizes the same switches as the Cab PTO switches. To use both on the same vehicle, Cab PTO switches must be multiplexed. The Remote Station PTO switches must be hardwired to the ECM.





Note: For applications where the tailshaft speed signal (transmission output shaft speed) does NOT represent accurate vehicle speed, the engine MUST be operated in PTO/Remote PTO, Remote Accelerator, or J1939 TSC1 control mode to prevent OBD VSS fault codes. Typical applications that fall into this category are those use the transmission output shaft to drive a PTO transfer case or similar auxiliary components while the vehicle is stationary. The engine MUST be placed into PTO/Remote PTO, Remote Accelerator, or J1939 TSC1 control mode through their corresponding hard wired or multiplexed switch inputs or SAE J1939 Data Link messages.

Cab PTO

Description

With this feature, the vehicle operator can:

Select one of three programmed engine speeds (using Set, Resume, and PTO Additional Switch) ranging from Idle to a programmed Maximum PTO Speed (Note: The PTO maximum engine speed is subject to be limited by the maximum high speed governor speed).

Sequentially step between the three programmed engine speeds.

Ramp engine speed up or down to the desired engine speed at a programmable ramp-up (Accelerate) or ramp-down (Coast) rate.

To control the Cab PTO feature, up to three OEM supplied switches MUST be installed in the cab or be wired to remote stations on the vehicle. A remote hook-up of the Cab PTO SHOULD be distinguished from the Remote PTO, a separate feature discussed later in this section. These three in-cab switches are: Cruise Control / PTO On/Off Switch (a shared multifunction switch), Set/Resume Switch (a shared multifunction switch), and PTO Additional Switch. The switches of Cruise Control / PTO On/Off and Set/Resume function can also be multiplexed on a SAE J1939 Data Link.

Implementation

Hardware implementation of the Cab PTO feature requires up to three OEM supplied switches to be installed.

The Cab PTO On/Off Switch is an On-Off toggle switch (latched in the either open or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below.





CM2350

90

62

CC/PTO On/Off Switch

ECM Switch Return

Off

On

Figure 65. Cruise Control/PTO On/Off Switch Connection

Hardware implementation of Set/Resume Switch consists of wiring a Set/Resume Switch to a pull-up circuit in the ECM. This switch is a three position switch which has the following characteristics: a momentary up position, a momentary down position, and a return to a center position. The switch closes and grounds either the “Set” switch or the “Resume” switch in each momentary position as shown. The center position leaves both circuits open. Other features may also be activated by these switches which vary with the selected feature and programming. Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.


CM2350

12

62

PTO Set Switch

ECM Switch Return

Set/Ramp Up

Resume/Ramp Down

19 PTO Resume Switch

Figure 66. Cab PTO Set/Resume Switch Connection

Hardware implementation of the Cab PTO Additional Switch consists of wiring the Cab PTO Set and Cab PTO Resume Switch connections such that both switch inputs are wired to ground when the switch is pressed / closed. This switch is a normally open, double pole switch (Momentary in the closed position and latched in the open position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below. The action for this switch SHOULD be momentary. The Cab PTO Additional Switch is an optional installation.





CM2350

19

62

Set/Resume Switch (Resume)

ECM Switch Return

Released

Pressed

12 Set/Resume Switch (Set)

Figure 67. Cab PTO Additional Switch Connection Operation

Both forms of remote PTO operation (Remote PTO or Remote Station PTO) have higher priority than the Cab PTO functionality. If Remote PTO or Remote Station PTO is already operating the PTO feature, the Cab PTO switches are ineffective. The Cab PTO cannot control the PTO feature until the Remote PTO or Remote Station PTO relinquishes control of the PTO feature.

If the Cab PTO parameter is enabled, placing the Cruise Control/PTO On/Off switch in the ON position enables Cab PTO. To access each of the three programmed PTO speeds, the operator uses the Cab PTO Set Speed, Cab PTO Resume Speed, or Cab PTO Additional Switch functions. If the Cab PTO Set Speed function is used for activation (momentary, less than 0.5 second), the selected engine speed will be the Cab PTO Set Switch Engine Speed. If the Cab PTO Resume Speed function is used for activation, the selected engine speed will be the Cab PTO Resume Switch Engine Speed. If the Cab PTO Additional Switch is used for activation, the selected engine speed will be the Cab PTO Additional Switch Engine Speed. It is important to note that PTO activates as the switches are released. It is not until the switch is released that the desired speed control is activated. For this reason, momentary center off type switches are recommended for Cab PTO Control activation.

While PTO is active, the engine speed can be ramped down by pressing and holding the Coast switch, or ramped up by pressing and holding the Accelerate switch. Holding the Cab PTO Set or Cab PTO Resume Switch to either the Set or Resume position for longer than 0.5 second will enable the Coast or Accelerate function, depending on which switch position is held. The engine speed will continue to ramp-up or ramp-down until the switch is released. PTO Maximum Engine Speed is achieved by holding the Accelerate switch, or PTO Minimum Engine Speed is achieved by holding the Coast switch. If desired, the PTO functions of the Set/Coast and Resume/Accelerate switches can be reversed by changing the parameter Set/Resume Switch Usage, as described in Set/Resume Switch section.





While Cab PTO is active, input from the accelerator (either Cab accelerator or Remote accelerator) can override the Cab PTO programmed engine speed if so desired. If this feature is selected, a PTO Accelerator Override Maximum Engine Speed can also be selected which limits the engine speed which the accelerator input can achieve. When PTO Accelerator Override is not selected and Cab PTO is engaged, any input from the accelerator is ignored.

The Idle Shutdown feature is also ignored while Cab PTO is active, unless the Idle Shutdown In PTO function is enabled as described in Idle Shutdown section.

Clutch or service brake pedal activation can be programmed to return the engine speed to low idle if so desired. Selecting PTO Clutch Override allows any clutch activation to deactivate Cab PTO operation and return the engine speed to low idle. Selecting PTO Service Brake Override allows any service brake pedal activation to deactivate Cab PTO operation and return the engine speed to low idle.

The driver may manually deactivate the Cab PTO feature by placing the Cruise Control/PTO On/Off switch to Off. This will typically return the engine fueling control to the idle governor. Deactivation will automatically occur if the vehicle speed exceeds the programmed PTO Maximum Vehicle Speed parameter, there is an active vehicle speed sensor (VSS) fault, or the engine is shut down.

The following Figure shows how the PTO Maximum Engine Load parameter limits the engine output torque level. It should be noted that engine output torque is only limited while the engine is operating in Cab PTO, Remote PTO, or Remote Station PTO. Engine output torque is not limited when PTO is not engaged. Refer to the Powertrain Protection section described in this manual for engine toque limiting outside of the PTO operating mode.

As shown in this example, engine torque is limited by the programmed value. This feature does not affect the engine’s operating speed range. In addition, engine output torque will be limited by the lesser of either the programmed value or the maximum capability of the engine.





RPM

PTO Maximum Engine Load

Figure 68. Function Diagram of PTO Maximum Engine Load

Remote PTO

Description

The Remote PTO feature is useful when set programmed engine speeds are required, and the engine speed ramp up / ramp down feature is not desired. Remote PTO utilizes five pre-programmed engine speeds. Remote PTO is activated by the Remote PTO On/Off Switch if the PTO and Remote PTO parameters are enabled. The Remote PTO On/Off Switch can be hard wired outside the vehicle cab or multiplexed on a SAE J1939 Data Link. The Remote PTO On/Off switch has higher priority than Cab PTO switches. The Cruise Control/PTO On/Off Switch does not have to be ON to allow Remote PTO to be activated.

Input from the accelerator pedal can override the Remote PTO Control programmed engine speed if so desired. If this feature is selected, a PTO Accelerator Override Maximum Engine Speed can also be selected which limits the engine speed that can be achieved with the accelerator. When PTO Accelerator Override is not selected and Remote PTO Control is engaged, any input from the accelerator is ignored. The service brake and clutch pedals cannot deactivate the Remote PTO under any circumstances.

Remote PTO is deactivated if the Remote PTO On/Off switch is turned Off, the vehicle speed exceeds PTO Maximum Vehicle Speed, there is an active vehicle speed sensor (VSS) fault, or the engine is shut down.

Implementation

Hardware implementation of Remote PTO consists of wiring a Remote PTO On/Off Switch to a pull-up circuit in the ECM. The switch is an On-Off toggle switch (latched in the either open or closed position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch

Maximum Engine Torque





and other possible configurations. The switch is placed on the OEM connector as seen below.

CM2350

94

62

Remote PTO On/Off Switch

ECM Switch Return

Off

On

Figure 69. Remote PTO On/Off Switch Connection

Operation

Remote PTO has higher priority than Cab PTO. If Cab PTO is already operating the PTO feature, the remote PTO feature will override the Cab PTO feature. When the remote PTO feature relinquishes control of the engine, the Cab PTO feature regains control of the engine. There are two forms of remote PTO operation. Remote PTO uses a single switch, and is the same as Cummins has historically offered. Remote Station PTO uses a switch setup like Cab PTO. Either the Remote PTO or the Remote Station PTO can be enabled on any vehicle at a time, but not both.

If the Remote PTO parameter is enabled, placing the Remote PTO On/Off switch to the ON position enables Remote PTO control and selects Remote PTO Speed Setting 1. There are up to five preset engine speeds which may be selected using Remote PTO On/Off Switch. The availability of these parameters is determined by the value of the Remote PTO Number of Speed Settings parameter. For example, if this parameter is set to three, Remote PTO Speed Setting 1 through Remote PTO Speed Setting 3 are available for programming, and may be selected via Remote PTO On/Off Switch. In this case, Remote PTO Speed Setting 4 and Remote PTO Speed Setting 5 are not available for Remote PTO Control. To access the Remote PTO Speed Settings, refer to the following diagram for the visual clarification.





Remote PTO

Speed Setting 1

Switch Off

Time

Remote PTO

Speed Setting 3

Remote PTO

Speed Setting 2

Switch On

Low Idle

Figure 70. Function Diagram for Selecting Remote PTO Speed Setting

The ECM contains a counter on the number of switch transitions of the Remote PTO On/Off Switch. Every time the switch is closed (On), the controller will count this as an increment of the desired speed set number. For instance, if the switch is closed only once, the engine will control to the programmed Remote PTO Speed Setting 1. If the switch is closed three times, the engine will be controlled to Remote PTO Speed Setting 3. Set speed switch closures designed to activate speed settings 2 through 5 are to act between 0.08 and 0.5 seconds apart or less. Once the controller sees no additional switch closures for greater than 0.5 seconds since the last switch event, the engine speed will be set to that desired engine speed setting and its switch counter will be reset to zero.

For example, first the Remote PTO On/Off switch is closed (On) once for more than 0.5 seconds and Remote PTO Speed Setting 1 is selected. The switch is then opened (Off) and engine speed returns to low idle. Next, the switch is closed 3 times (closures are less than 0.5 seconds apart) and Remote PTO Speed Setting 3 is attained after more than 0.5 seconds have passed. Then, the switch is closed twice – without returning to the open position first. After more than 0.5 seconds later, the controller sees no additional switch inputs, the counter is reset to zero, and Remote PTO Speed Setting 2 (the desired engine speed) is attained.

If the Remote PTO On/Off switch is toggled more often than the value programmed for the Remote PTO Number Of Speed Settings parameter, the ECM switch counter will reset back to 1 once the programmed value is attained. For example, if the Remote PTO Number of Speed Settings parameter is set to 4 and the switch is toggled 6 times in less than 0.5 second increments, the engine speed setting will be set to Remote PTO Speed Setting 2.





Remote Station PTO

Description

With this feature, the vehicle operator can:

Select one of three programmed engine speeds (using Set, Resume, and PTO Additional Switch) ranging from Idle to a programmed Maximum PTO Speed (Note: The PTO maximum engine speed is subject to be limited by the maximum high speed governor speed).

Sequentially step between the three programmed engine speeds.

Ramp engine speed up or down to the desired engine speed at a programmable ramp-up (Accelerate) or ramp-down (Coast) rate.

Implementation

Hardware implementation of the Remote Station PTO feature requires up to three OEM supplied switches to be installed. The Remote Station PTO feature utilizes the same switches as the Cab PTO switches noted in the section above. To use both the Cab PTO and the Remote Station PTO features on the same vehicle, the Cab PTO switches must be multiplexed. The Remote Station PTO switches must be hardwired to the ECM.

The Remote Station PTO On/Off Switch is an On-Off toggle switch (latched in the either open or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below.

CM2350

90

62

Remote Station On/Off Switch

ECM Switch Return

Off

On

Figure 71. Remote Station PTO On/Off Switch Connection

Hardware implementation of Remote Station Set/Resume Switch consists of wiring a Set/Resume Switch to a pull-up circuit in the ECM. This switch is a three position switch which has the following characteristics: a momentary up position, a momentary down position, and a return to a center position. The switch closes and grounds either the “Set” switch or the “Resume” switch in each momentary position as shown. The





center position leaves both circuits open. Other features may also be activated by these switches which vary with the selected feature and programming. Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.


CM2350

12

62

Remote Station PTO Set Switch

ECM Switch Return

Set/Ramp Up

Resume/Ramp Down

19 Remote Station PTO Resume Switch

Figure 72. Remote Station Set/Resume Switch Connection

Hardware implementation of the Remote Station PTO Additional Switch consists of wiring the Remote Station PTO Set and Remote Station PTO Resume Switch connections such that both switch inputs are wired to ground when the switch is pressed / closed. This switch is a normally open, double pole switch (Momentary in the closed position and latched in the open position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector as seen below. The action for this switch SHOULD be momentary. The Remote Station PTO Additional Switch is an optional installation.

CM2350

19

62

Remote Station Set/Resume

Switch (Resume)

ECM Switch Return

Released

Pressed

12

Remote Station Set/Resume

Switch (Set)

Figure 73. Remote Station PTO Additional Switch Connection





Alternate PTO

Description

The Alternate PTO feature, also known as PTO Fire Truck, is specifically designed for fire truck pump applications. The intent of Alternate PTO is to give the fire truck pump more PTO functionality via a special option. Alternate PTO feature is available for all Cummins products along with emergency calibrations. The Alternate PTO feature operates as the standard PTO feature except the following:

In Alternate PTO, the feature is engaged on the rising edge of the Set/Resume switch (the standard PTO is activated on the falling edge of the Set/Resume switch).

In Alternate PTO, the feature is engaged at the current engine speed, not a preset speed.

In Alternate PTO, the only way to change the engine speed is to smoothly ramp up or down with the Set/Resume switch. No “step” speed changes are allowed.

In Alternate PTO, the PTO Additional Switch function is not valid.

Implementation

Hardware implementation of the Alternate PTO feature is the same as Standard PTO. A momentary switch MUST be used to enable the Alternate PTO function just like the standard PTO operation. Please refer to Cab PTO section described above for more detailed explanations.

The Alternate PTO feature is programmable on Cummins 2013 engines. If the vehicle should use the Alternate PTO function, set the Alternate PTO parameter to Enable. If the Alternate PTO feature is enabled, the vehicle will no longer have Standard PTO operation.

Programming on Cab PTO, Remote PTO, and Remote Station PTO Control

The following table details the operating functionality, programmable parameter usage, and switch controls associated with the Cab PTO feature.





Summary of Cab PTO Operation



PTO Enable or disable PTO feature Programming as desired

Cab PTO Enable or disable Cab PTO feature Cab PTO enabled

Remote Station PTO Enable or disable Remote Station PTO feature

Remote Station PTO disabled (unless the cab PTO switch are multiplexed)


Used for limiting maximum engine torque while PTO engaged.

PTO enabled

Cab PTO enabled

Cruise Control / Cab PTO On/Off Switch is On or Remote PTO On/Off Switch is On

PTO engaged

PTO Maximum Vehicle Speed

Used for imposing a vehicle speed limit above which PTO will be deactivated.

PTO enabled

Cab PTO enabled


PTO engaged

PTO Maximum Engine Speed

The highest engine speed permitted in PTO operation (subject to be limited by maximum HSG speed).

PTO enabled

Cab PTO enabled


PTO engaged

PTO Minimum Engine Speed

The lowest engine speed permitted in PTO operation.

PTO enabled

Cab PTO enabled


PTO engaged

PTO Zero Vehicle Speed Limit

If enabled, the maximum PTO engine speed will be further limited by Maximum Engine Speed Without VSS when condition met. Otherwise, PTO Maximum Engine Speed is the limit.

PTO enabled

Cab PTO enabled


PTO engaged

Loss or tampering of VSS detected, or vehicle speed is zero

Ignore Vehicle Speed In PTO

If enabled, PTO will continue to control engine speed regardless of whether vehicle speed is above or below the PTO Maximum Vehicle Speed.

PTO enabled

Cab PTO enabled

Cruise Control will not activate with the set and resume switches

PTO Accelerator Override

Enable or disable cab or remote accelerator to temporarily increase engine speed beyond the set speed in PTO operation.

PTO enabled

Cab PTO enabled


PTO engaged

PTO Accelerator Override Maximum Engine Speed

The highest engine speed allowed by accelerator override function in PTO operation.

PTO enabled

Cab PTO enabled


PTO engaged

PTO Clutch Override Enable or disable clutch pedal to deactivate PTO operation (not Remote PTO).

PTO enabled

Cab PTO enabled

Cruise Control / Cab PTO On/Off Switch is On

PTO engaged

Clutch pedal is pressed







PTO Service Brake Override

Enable or disable service brake pedal to deactivate PTO operation (not Remote PTO).

PTO enabled

Cab PTO enabled


PTO engaged

Service brake pedal is pressed

PTO Set Switch Engine Speed

Preset engine speed to be selected by Set/Resume Switch (Set).

PTO enabled

Cab PTO enabled


Set position of Set/Resume Switch is toggled and released

PTO Resume Switch Engine Speed

Preset engine speed to be selected by Set/Resume Switch (Resume).

PTO enabled

Cab PTO enabled


Resume position of Set/Resume Switch is toggled and released

PTO Additional Switch Engine Speed

Preset engine speed to be selected by PTO Additional Switch.

PTO enabled

Cab PTO enabled


PTO Additional Switch is toggled and released

PTO Ramp Rate Controls engine speed ramp up and down rate when using Accelerate or Coast (Set/Resume Switch).

PTO enabled

Cab PTO enabled

PTO activated





The following table details all operating functionality, programmable parameter usage, and switch controls associated with Remote PTO Control.

Summary of Remote PTO Operation




Remote PTO Enable or disable Remote PTO feature. Remote PTO enabled

Remote Station PTO disabled


Used for limiting maximum engine torque while Remote PTO engaged.

PTO enabled

Remote PTO enabled


Cruise Control/PTO On/Off Switch is On or Remote PTO On/Off Switch is On

PTO engaged


Used for imposing a vehicle speed limit above which Remote PTO will be deactivated.

PTO enabled

Remote PTO enabled



PTO engaged

PTO Maximum Speed The highest engine speed permitted in Remote PTO operation (subject to be limited by maximum HSG speed).

PTO enabled

Remote PTO enabled



PTO engaged

PTO Minimum Speed The lowest engine speed permitted in Remote PTO operation.

PTO enabled

Remote PTO enabled



PTO engaged


If enabled, the maximum Remote PTO engine speed will be further limited by Maximum Engine Speed Without VSS when condition met. Otherwise, PTO Maximum Engine Speed is the limit.

PTO enabled

Remote PTO enabled



PTO engaged




PTO enabled

PTO enabled




Enable or disable cab or remote accelerator to temporarily increase engine speed beyond the set speed in Remote PTO operation.

PTO enabled

Remote PTO enabled



PTO engaged








The highest engine speed allowed by accelerator override function in PTO/Remote PTO operation.

PTO enabled

Remote PTO enabled



PTO engaged

Remote PTO Number of Speed Settings

Defines the number of preset engine speeds for Remote PTO feature that may be accessed using Remote PTO On/Off Switch.

PTO enabled

Remote PTO enabled


Programming as desired

Remote PTO Speed Setting 1

Preset engine speed to be selected by Remote PTO On/Off Switch.

PTO enabled

Remote PTO enabled


Remote PTO Number of Speed Settings set to 1 minimum

Remote PTO On/Off Switch is On

Remote PTO On/Off Switch is toggled once



PTO enabled

Remote PTO enabled




Remote PTO On/Off Switch is toggled twice



PTO enabled

Remote PTO enabled




Remote PTO On/Off Switch is toggled three times


Preset engine speed to be selected by Remote PTO On/Off Switch

PTO enabled

Remote PTO enabled




Remote PTO On/Off Switch is toggled four times


Preset engine speed to be selected by Remote PTO On/Off Switch

PTO enabled

Remote PTO enabled


Remote PTO Number of Speed Settings set to 5


Remote PTO On/Off Switch is toggled five times

The following table details the operating functionality, programmable parameter usage, and switch controls associated with the Remote Station PTO feature.





Summary of Remote Station PTO Operation




Cab PTO Enable or disable Cab PTO feature Cab PTO disabled (unless the cab PTO switch are multiplexed)

Remote Station PTO Enable or disable Remote Station PTO feature

Remote Station PTO enabled


Used for limiting maximum engine torque while PTO engaged.

PTO enabled


Remote Station PTO On/Off Switch is On or Remote PTO On/Off Switch is On

PTO engaged


Used for imposing a vehicle speed limit above which PTO will be deactivated.

PTO enabled



PTO engaged

PTO Maximum Engine Speed

The highest engine speed permitted in PTO operation (subject to be limited by maximum HSG speed).

PTO enabled



PTO engaged

PTO Minimum Engine Speed

The lowest engine speed permitted in PTO operation.

PTO enabled



PTO engaged


If enabled, the maximum PTO engine speed will be further limited by Maximum Engine Speed Without VSS when condition met. Otherwise, PTO Maximum Engine Speed is the limit.

PTO enabled



PTO engaged




PTO enabled




Enable or disable cab or remote accelerator to temporarily increase engine speed beyond the set speed in PTO operation.

PTO enabled



PTO engaged


The highest engine speed allowed by accelerator override function in PTO operation.

PTO enabled



PTO engaged

PTO Clutch Override Enable or disable clutch pedal to deactivate PTO operation (not Remote PTO).

PTO enabled


Remote Station PTO On/Off Switch is On

PTO engaged

Clutch pedal is pressed







PTO Service Brake Override

Enable or disable service brake pedal to deactivate PTO operation (not Remote PTO).

PTO enabled



PTO engaged

Service brake pedal is pressed

Remote Station PTO Set Switch Engine Speed

Preset engine speed to be selected by Set/Resume Switch (Set).

PTO enabled



Set position of Set/Resume Switch is toggled and released

Remote Station PTO Resume Switch Engine Speed

Preset engine speed to be selected by Set/Resume Switch (Resume).

PTO enabled



Resume position of Set/Resume Switch is toggled and released

Remote Station PTO Additional Switch Engine Speed

Preset engine speed to be selected by PTO Additional Switch.

PTO enabled



PTO Additional Switch is toggled and released

PTO Ramp Rate Controls engine speed ramp up and down rate when using Accelerate or Coast (Set/Resume Switch).

PTO enabled


PTO activated

INSITE software can be used to configure the CM2350 Engine Control Module for the PTO/Remote PTO Control. To make the necessary adjustments:



3) Select PTO on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on PTO to show next level programmable options.



Note: If you change a parameter, the original value from the ECM is displayed in the Original Value column for reference. All values





displayed in the Original Value column are erased when you send changes to an ECM.

Figure 74. Configuration Example of PTO/Remote PTO Control

For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for each Cummins 2013 engine on GCE.





Rear Axle Ratio Switch

Overview

The Rear Axle Ratio Switch feature is designed for vehicles used in two-speed rear axle ratio applications. Vehicles with a switchable rear axle ratio will have one rear axle ratio associated with an open Rear Axle Ratio Switch, and another rear axle ratio associated with a closed Rear Axle Ratio Switch. The ECM will read the position of the Rear Axle Ratio Switch to determine the value of rear axle ratio that the vehicle is using. The Rear Axle Ratio Switch feature is supported on all 2013 Cummins engines. The feature is programmable. The Rear Axle Ratio Switch can also be multiplexed on a SAE J1939 Data Link.

Implementation

Hardware implementation of Rear Axle Ratio Switch consists of wiring a Rear Axle Ratio Switch in pull-up circuit. The switch is to be an On-Off toggle switch (latched in the either open or closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.

CM2350

70

62

Rear Axle Ratio Switch

ECM Switch Return

Rear Axle Ratio Low

Rear Axle Ratio High

Figure 75. Rear Axle Ratio Switch Connection If a switchable rear axle ratio function is desired and either a hardwired or a J1939 multiplexed Rear Axle Ratio Switch is installed, set the Rear Axle Ratio Switch (Two Speed Rear Axle) parameter to Enable. If the Rear Axle Ratio Switch parameter is enabled, set the Rear Axle Ratio Low (Rear Axle Ratio) parameter equal to the ratio of the low rear axle and the Rear Axle Ratio High (Two Speed Rear Axle Ratio) parameter equal to the ratio of the high rear axle. In the single-speed rear axle ratio applications, set the Rear Axle Ratio Switch parameter to Disable. If the Rear Axle Ratio Switch feature is disabled, set the Rear Axle Ratio High parameter equal to the Rear Axle Ratio Low parameter which is the only rear axle ratio used on the vehicle.

To program the Rear Axle Ratio Switch feature using Cummins INSITE tool, do the following:







3) Select Two Speed Rear Axle under the Vehicle Speed Source feature on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Two Speed Rear Axle to show Two Speed Rear Axle Ratio programming option.

6) Enter the number directly in the ECM Value box/column for Two Speed Rear Axle Ratio (Note: The Rear Axle Ratio Low parameter is shown as Rear Axle Ratio under the Vehicle Speed Sensor Type group).







Figure 76. Configuration Example of Rear Axle Ratio Switch For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for each Cummins 2013 engine on GCE.





Remote Accelerator

Overview

The Remote Accelerator feature is available on all Cummins 2013 engines. The Remote Accelerator feature allows the use of a continuously variable accelerator. Its simpler interface makes the remote accelerator suitable for extended lengths of wiring. Since the remote accelerator input to the CM2350 control module does not include the complete accelerator fault detection functionality, it is intended for stationary applications only, and not to be used for mobile applications. Accelerator response depends on the currently selected accelerator governor type, (Variable Speed/All Speed or Automotive). If the remote accelerator feature is enabled and the switchable governor type feature is not enabled, the Variable Speed governor/All Speed governor (VS) is always used when the remote accelerator is in command. No trim is necessary. It applies to all automotive calibrations.

A programmable option, Remote Accelerator Mode, is available in this feature. This feature allows customers to select if the remote accelerator switch operation should or should not include transition verification, or if the maximum accelerator selection is allowed. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide for details.

Implementation

Hardware implementation of the Remote Accelerator feature consists of wiring in a Remote Accelerator Position Sensor and a Remote Accelerator On/Off Switch. The Remote Accelerator Position signal and the Remote Accelerator On/Off Switch can also be multiplexed on a SAE J1939 Data Link.

The Remote Accelerator Position Sensor signal differs from the cab Accelerator Position signal in that the Remote Accelerator Position sensor does not have self fault detection, and it does not have dedicated power supply and return pins on the ECM. The Remote Accelerator Position Sensor uses a 5 volt ratiometric analog circuit to detect the value of a continuously variable voltage. Refer to AEB 15.67 – Electronic Accelerator Pedal Position Performance Specification (Interface) for the detailed interface and sensor specifications. As seen below, the Remote Accelerator Position Sensor signal, the sensor power supply and the ECM Sensor Return are wired on the OEM connector. Twisted wiring MUST be used for this connection.





CM2350

8

32

Sensor Supply

ECM Sensor Return

63 Remote Accelerator Position Signal

Figure 77. Remote Accelerator Position Signal Connection

Hardware implementation of Remote Accelerator On/Off Switch consists of wiring a Remote Accelerator On/Off Switch to a pull-up circuit in the ECM. This switch is to be an On-Off toggle switch (latched in the open or closed position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

67

62

Remote Accelerator On/Off Switch

ECM Switch Return

Off

On

Figure 78. Remote Accelerator Position Signal Connection

Operation

When the Remote Accelerator feature is enabled, the operator activates the Remote Accelerator feature by placing the Remote Accelerator On/Off Switch (which can be either hardwired or J1939 multiplexed) to ON (close switch) and adjusts the remote accelerator to a position lower than the cab accelerator. To deactivate the Remote Accelerator feature, the operator places the Remote Accelerator On/Off Switch to OFF (open switch). Deactivation occurs automatically if a remote accelerator fault becomes active.

The Remote Accelerator feature is programmable. Cummins INSITE software can be used to enable or disable this option. Adjustments can be made in the following way:







3) Select Remote Accelerator on the right under Accelerator Options when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Remote Accelerator to show Remote Accelerator Pedal or Level Mode programming parameter.

6) Click the drop down list button to select your choice as desired.



Figure 79. Configuration Example of Remote Accelerator





Road Speed Governor

Overview

The Road Speed Governor (RSG) limits the maximum vehicle speed when the cab accelerator pedal controls engine fueling.

Implementation

When the driver is controlling vehicle speed using the cab accelerator, the RSG feature will automatically activate when the vehicle reaches the Maximum Accelerator Vehicle Speed. When the RSG feature activates, the RSG feature controls engine fueling at the maximum vehicle speed. The RSG feature returns fueling control to the accelerator if the accelerator pedal position requests less fueling than required to maintain the maximum vehicle speed. The RSG feature has no Enable parameter. The feature is always enabled if the Vehicle Speed Sensor type is set to anything other than None. The parameters in this feature, therefore, do not depend on an Enable parameter.

Operation

The figure below is an overview of how Global Maximum Vehicle Speed interacts with the other speed determination features to determine the final vehicle speed limit.

Figure 80. Function Diagram for Vehicle Speed Determination

Least- Wins Driver

Reward

Adjustment

CC Adjusted Max Speed

RSG Adjusted Max Speed

CC Maximum Speed

CC Droop

Adjustment

Accelerator

Maximum

Vehicle Speed

Smart RSG Adjustment

RSG Droop

Adjustment

Active Engine Derates

Global Maximum Vehicle Speed

Gear-Down Protection Limit

Vehicle Speed Limit Determination Overview

Final Vehicle

Speed Limit





The Maximum Accelerator Vehicle Speed parameter defines the base maximum vehicle speed when operating under accelerator control. At power-up, the maximum vehicle speed begins at the Accelerator Maximum Vehicle Speed parameter value. Several features may decrease this limit (e.g. Gear-Down Protection, Driver Reward), and some may increase this limit (e.g. Driver Reward, the lower droop function of RSG). The RSG feature’s maximum vehicle speed is independent of the Cruise Control feature’s maximum vehicle speed.

Programming

Set the Accelerator Maximum Vehicle Speed parameter to the desired base maximum vehicle speed when using the accelerator to control the engine. The Accelerator Maximum Vehicle Speed parameter SHOULD be less than the Global Maximum Vehicle Speed parameter. If Driver Reward and Accelerator Droop are used, the sum of these inputs combined with the Accelerator Maximum Vehicle Speed parameter SHOULD always be less than or equal to the Global Maximum Speed parameter.

The RSG Upper and Lower Droop parameters allow the permitted maximum vehicle speed to deviate slightly from the standard maximum vehicle speed when the RSG feature is active. The permitted maximum vehicle speed is higher than the standard maximum vehicle speed when the engine load is low, preserving vehicle momentum. The permitted maximum vehicle speed is lower than the standard maximum vehicle speed when the engine load is high, improving fuel economy. When active, the RSG feature operates on one of three curves: Upper Droop, Isochronous, and Lower Droop. Refer to the figure below for visual clarification. The Upper and Lower Droop parameters may be programmed from zero to three MPH. Higher values give better fuel economy, lower values give tighter speed control.





Function Diagram for Road Speed Governor

Driver Initiated Override (ISX12 and ISX15 only)

The Driver Initiated Override feature (Reserve Speed) allows the driver to temporarily increase the maximum vehicle speed set by the Accelerator Maximum Vehicle Speed parameter. The increased vehicle speed range is limited by the Driver Initiated Override Maximum Road Speed Delta parameter for a total travel distance specified by the Driver Initiated Override Maximum Distance parameter. The increased maximum vehicle speed set by the driver initiated override feature is still limited by the Global Maximum Vehicle Speed parameter.

Switched Maximum Vehicle Speed

The Switched Maximum Vehicle Speed feature allows the customer to use a switch to set a switch limit for two different maximum vehicle speeds. The secondary reference speed for RSG is set by the Switched Maximum Road Speed parameter. This is the lower vehicle speed limit that is enforced when Switched Maximum Vehicle Speed is active.

To program the Road Speed Governor feature using Cummins INSITE tool, do the following:

Actual Vehicle Speed

Engine

Torque

Accelerator

Upper Droop

Parameter

Accelerator Lower

Droop Parameter

Upper Droop Curve

Lower Droop Curve

Isochronous Curve

Max

Torque

Curve

High Fueling

Threshold

Low Fueling

Threshold

Standard Maximum

Vehicle Speed

Road Speed Governor Operating Curves







3) Select Road Speed Governor on the right when the Features and Parameters window is fully displayed.


Figure 81. Configuration Example of Road Speed Governor





Service Brake Pedal Position Switch

Description

The Service Brake Pedal Position Switch is an optional OEM installed component. This feature tells the ECM if a hard wired or J1939 multiplexed Service Brake Pedal Position Switch is installed. It detects the position of the service brake pedal. The Service Brake Pedal Position Switch is used by some features like Cruise Control, Idle Shutdown, and PTO.

Implementation

Hardware implementation of Service Brake Pedal Position Switch consists of wiring a Service Brake Switch to a pull-up circuit in the ECM. This switch is a normally closed switch (momentary in the open position and latched in the closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

44

62

Service Brake Pedal

Position Switch

ECM Return

Pedal Pressed

Pedal Released

Figure 82. Service Brake Pedal Position Switch Connection The Service Brake Pedal Position Switch has two positions, PEDAL PRESSED and PEDAL RELEASED. The PEDAL RELEASED position indicates a switch closed connecting the circuit to ground, and will not affect any features. The PEDAL PRESSED position indicates an open switch and circuit, which inhibits or exits certain operational states incompatible with service brake engagement.

The Service Brake Pedal Position Switch signal is programmable. If a hard wired or a J1939 multiplexed Service Brake Pedal Position Switch is installed, set the Service Brake Pedal Position Switch parameter to enabled.

To program the Service Brake Pedal Position Switch feature using Cummins INSITE tool, do the following:







3) Select Service Brake Switch on the right when the Features and Parameters window is fully displayed.


Figure 83. Configuration Example of Service Brake Pedal Position Switch





Set/Resume Switch

Description

The Set/Resume Switch is not an actual feature by itself. It operates several features on a single installation. This section provides the operational information for the Set/Resume

switch, and serves as a single resource for understanding the programming of this switch and

how all related features are affected by the Set/Resume Switch. The following table details all functionality and the implication of the Set/Resume Switch.

(Note: This only applies when these parameters are hardwired inputs and are not multiplexed)

Table 5. Set/Resume Switch Functionality Summary

Controlled Feature Engage Condition Performed Function

Cruise Control Cruise Control enabled

Vehicle speed is above 30 mph

No VSS errors

Cruise Control/PTO On/Off switch is On

Service brake and clutch pedals are not pressed

Engage at current vehicle speed or saved Resume speed

Bump- up or bump-down

Ramp-up or ramp-down

Diagnostics Engine is stopped

Keyswitch is On

Diagnostics On/Off switch is On

List or flash out the next or previous Fault Code

Low Idle Speed Adjustment

Low Idle Speed Adjustment enabled

Engine is at idle Cruise Control/PTO On/Off switch is Off

Increase / decrease Idle Speed

PTO PTO enabled

Engine speed is between min PTO and maximum PTO speed

Engine load is below maximum PTO load

No VSS faults

Vehicle speed is below maximum PTO speed

Clutch and brake pedal not pressed if required

Cruise Control/PTO On/Off switch is On

Engage PTO

Bump- up or bump-down






Alternate (Firetruck) PTO All conditions in PTO met

Alternate PTO enabled

Engage Alternate PTO


Implementation

Hardware implementation of Set/Resume Switch consists of wiring a Set/Resume Switch to a pull-up circuit in the ECM. This switch is a three-position switch which has the following characteristics: a momentary up position, a momentary down position, and a return to center position. The switch closes and grounds a different circuit in each momentary position, activating functions in either position. The center position leaves both circuits open. Functions activated at these switch positions vary with the selected feature and programming. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch.


CM2350

12

62

Set/Resume Switch (Resume)

ECM Switch Return

Resume/Accel or Coast

Set/Coast or Accel

19 Set/Resume Switch (Set)

Figure 84. Set/Resume Switch Connection Depending upon the feature and operator usage, the Accelerate function will Increment, Bump-up or Ramp-up. This will be associated with increasing the engine speed, increasing the target vehicle speed, increasing the vehicle maximum speed, or scrolling forward through displayed information. The Coast function will Decrement, Bump-down, or Ramp-down. This will be associated with decreasing the engine speed, decreasing the target vehicle speed, decreasing the vehicle maximum speed, or scrolling backward through displayed information. An Increment or Bump-up occurs when the operator momentarily (less than 0.5 seconds) moves the Set/Resume Switch to the Accelerate position, and then releases it. A Decrement or Bump-down occurs when the operator momentarily moves the Set/ Resume Switch to the Coast position, and then releases it. A Ramp-up occurs when the operator moves the Set/Resume Switch to the Accelerate position, and holds it form more than 0.5 seconds. A Ramp-down occurs when the operator moves the Set/Resume Switch to the Coast position, and holds it for more than 0.5 seconds.

The Set/Resume functions are hard wired to the above indicated pins. The functions can be associated with either Coast or Accelerate, depending on the setting of the





Set/Resume Switch Usage parameter (Cruise Switch Setup). If the Set function should be associated with the Coast function, set the Set/Resume Switch Usage parameter to Set/Coast. If the Set function should be associated with the Accelerate function, set the Set/Resume Switch Usage parameter to Set/Accelerate. The Resume function of the Set/Resume Switch will automatically be associated with the opposite setting from the Set function (Set/Coast = Resume/Accelerate, Set/Accelerate = Resume/Coast). Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed programming strategy and feature descriptions associated with this switch.

To program the Set/Resume Switch usage using Cummins INSITE tool, do the following:



3) Select Cruise Control Switch Setup on the right when the Features and Parameters window is fully displayed.

4) Double click on Cruise Control Switch Setup to show Cruise Switch Setup option.

5) Click in the Set/Accelerate (or Set/Coast) box, and then click the drop down list button to select either Set/Accelerate or Set/Coast.







Figure 85. Configuration Example of Set/Resume Switch





Starter Lockout

Overview

The Starter Lockout feature prevents the starter motor from engaging while the engine is running. The Starter Lockout feature is especially useful for vehicles where the operator is not in close proximity with the engine. For the Starter Lockout feature to operate, an OEM-supplied Starter Lockout relay MUST be installed. Refer to the Wiring Diagram in Cummins AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces, for guidance in wiring the starter lockout relay.

The Starter Over Crank Protection (OCP) feature is designed to prevent the thermal failure of starter motors. If the cumulative engine cranking time exceeds 30 seconds within a 120 second cycle, the ECM will activate the Starter Lockout relay to prevent the starter motor from engaging for 120 seconds to allow the starter motor to cool down. The Wait to Start Lamp (if installed) will flash to indicate Starter Lockout feature engagement during this period and a fault code will be logged. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide for details.

Note: OEM’s that purchase Cummins branded starters MUST integrate the Starter Lockout feature in their cranking circuit. OEM can either implement the Starter Lockout feature currently available in Cummins engines controls or substitute an equivalent control system that may be available through their vehicle controller. In either case, the system MUST protect the starter from being engaged when running an engine and disable the starter when the engine speed exceeds 400 rpm during an engine start.

Implementation

If the Starter Lockout feature is desired, then a Starter Lockout Relay should be wired in a switched source driver circuit (outputs either battery voltage or 0 voltage). The relay is placed on the OEM connector as seen below. Twisted wiring is recommended. The installed relay can be either a normally open or a normally closed relay depending on the programmed setting of the Starter Lockout Relay Type parameter. Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specifications of this relay.





CM2350 83

76

Starter Lockout

ECM General Return

Starter

Lockout

Relay

Figure 86. Starter Lockout Relay Connection

The Starter Lockout feature is defaulted ON (Enabled) for all 2013 products with the exception of the emergency vehicles. If this feature is not desired, the OEM should turn this feature off using a Cummins service tool. Set the Starter Lockout Relay Type parameter to either Normally Open or Normally Closed depending on the relay installed. If a normally open Starter Lockout Relay is used, the ECM will energize the relay (close the contact) whenever the engine stops and allow the engine to start. The relay will be de-energized (return to open position) if the engine is running and disallow the engine start. If a normally closed Starter Lockout Relay is used, the ECM will de-energize the relay (stay in closed position) whenever the engine stops and allow the engine to start. The relay will be energized (open the contact) if the engine is running and disallow the engine start.

To program the Starter Lockout feature using Cummins INSITE tool, do the following:



3) Select Starter Lockout on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Starter Lockout to show Starter Lockout Relay Type.

6) Click in the Normally Open (or Normally Closed) box, and then click the drop down list button to select either Normally Open or Normally Closed.







Figure 87. Configuration Example of Starter Lockout





Switchable Governor Type

Overview

The Switchable Governor Type feature provides a way to switch between an Automotive Governor (sometimes called a Min/Max Governor or Torque Controlled Governor) to a Variable Speed Governor (Engine Speed Controlled Governor) to meet different application needs. The ECM will use the selected governor as the default and the other governor as the switched option. The Automotive Governor translates accelerator position into fuel rate, approximating accelerator position to engine torque. The Variable Speed Governor translates accelerator position into engine speed, approximating accelerator position to engine speed. Variable Speed Governor is used when tight engine speed control is required, such as vocational applications using a “creep” gear.

Implementation

Hardware implementation of the Switchable Governor Type feature consists of wiring a Governor Type Switch to a pull-up circuit in the ECM. This switch is to be an On-Off toggle switch (latched in the either open or closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

66

62

Governor Type Switch

ECM Switch Return

Programmable

Alternate

Figure 88. Governor Type Switch Connection The Switchable Governor Type switch shares an input with and is mutually incompatible with the Switched Maximum Engine Operating Speed switch and the Switched Maximum Vehicle Speed (Road Speed Governor) switch.

The Switchable Governor Type feature is programmable. If a hard wired Switchable Governor Type switch is installed and the Switchable Governor Type feature is desired, set the Switchable Governor Type parameter to Enable. At the same time, set the Switched Maximum Engine Operating Speed parameter and the Switched Maximum Vehicle Speed (Road Speed Governor) parameter to Disable. The Governor Type





parameter selects one of the two available accelerator governors, Variable Speed (VS) or Automotive. The ECM uses the selected governor as the default and the other governor as the switched governor when the operator closes the Switchable Governor Type Switch. If the Switchable Governor Type feature is set to Disable, the ECM uses the governor selected by the Governor Type parameter.

To program the Switchable Governor Type feature using Cummins INSITE tool, do the following:



3) Select Governor Type on the right when the Features and Parameters window is fully displayed.

4) Click in the ECM Value column/box, and then click the drop down list button to pick the selection on each option.







Figure 89. Configuration Example of Switchable Governor Type





Switched Maximum Engine Operating Speed

Overview

The Switched Maximum Engine Operating Speed feature selects a lower maximum engine speed when an OEM-defined condition turns ON the Maximum Engine Speed Switch (for example, the OEM may set the switch to lower the maximum engine when powering a speed sensitive component or device).

Implementation

Hardware implementation of the Switched Maximum Engine Operating Speed feature consists of wiring a Maximum Operating Speed Switch to a pull-up circuit in the ECM. This switch is to be an On-Off toggle switch (latched in the either open or closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

66

62

Maximum Operating Speed Switch

ECM Switch Return

Limit

Normal

Figure 90. Maximum Operating Speed Switch Connection The Switched Maximum Engine Operating Speed switch shares an input with and is mutually incompatible with the Switchable Governor Type switch and the Switched Maximum Vehicle Speed (Road Speed Governor) switch.

The Switched Maximum Engine Operating Speed feature is programmable. If a hard wired Maximum Operating Speed Switch is installed and the vehicle should limit the maximum engine speed, set the Switched Maximum Engine Operating Speed parameter to Enable. At the same time, the Switchable Governor Type parameter and the Road Speed Governor Switch parameter should be set to Disable.

When the Switched Maximum Engine Operating Speed feature is enabled, the ECM will limit the engine speed depending on the setting of the Maximum Operating Speed Switch Setup parameter and the actual position of the Maximum Operating Speed switch. If the Maximum Operating Speed Switch Setup parameter is set to Active Closed, a closed switch position will limit the engine speed to the Maximum Switched





Engine Speed (This limit will compete with all other limits in a least-wins fashion). A closed switch position will NOT impose the Maximum Switched Engine Speed limit on the engine speed limit. When the Maximum Operating Speed Switch Setup parameter is set to Active Open, an open switch position will limit the engine speed.

The Body Builder SHOULD carefully consider which switching logic to use for this function. Circuit failure conditions need to be considered. If the OEM sets the Maximum Operating Speed Switch Setup parameter to Active Open, the engine speed will be limited to the Maximum Switched Engine Speed value while the switch is open or if the circuit were to fail open. Conversely, if the OEM sets the Maximum Operating Speed Switch Setup parameter to Active Closed, the engine speed will be limited the Maximum Switched Engine Speed value while the switch is closed. If the circuit were to fail open, the engine would be allowed to operate at normal engine speeds.

Cummins INSITE software can be used to enable or disable this option. Adjustments can be made in the following way:



3) Select Switched Maximum Engine Operating Speed on the right when the Features and Parameters window is fully displayed.


5) If Enable is selected, double click on Switched Maximum Engine Operating Speed to show additional programming options.

6) To program the Maximum Operating Speed Switch Setup parameter, click in the Active Open (or Active Closed) box, then click the drop down list button to select either Active Open or Active Closed.

7) To program the Maximum Switched Engine Speed parameter, click in the ECM Value column/box, then enter the rpm number desired (It is subject to be limited by the parameter range setting).







Figure 91. Configuration Example of Switched Maximum Engine Operating Speed For the typical ranges and Cummins default settings of these programmable parameters, please contact your Cummins Application Engineer or refer to the OEM Programmable Parameters Table created for each Cummins 2013 engine on GCE.





Switched Maximum Vehicle Speed (2013 ISB6.7 and ISL9)

Overview

The Switched Maximum Vehicle Speed (Road Speed Governor Switch) feature allows the customer to use a switch to set a switch limit for two different maximum vehicle speeds. The secondary reference speed for Road Speed Governor (RSG) is set by the Switched Maximum Road Speed Setting. This is the lower vehicle speed limit that is enforced when Switched Maximum Vehicle Speed is active.

Implementation

If the operator wants to switch between two different maximum vehicle speed limits, set the Switched Maximum Vehicle Speed parameter to Enable. The secondary reference speed for RSG is changed by the Switched Maximum Road Speed Setting. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed programming strategy and feature descriptions associated with this switch.

Hardware implementation of the Switched Maximum Vehicle Speed feature consists of wiring a Road Speed Governor Switch to a pull-up circuit in the ECM. This switch is to be an On-Off toggle switch (latched in an open or closed position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for the specification of this switch. The switch is placed on the OEM connector as seen below.

CM2350

66

62

Max Road Speed Switch

ECM Switch Return

Limit

Normal

Figure 92. Switched Maximum Vehicle Speed Switch Connection

The Switched Maximum Vehicle Speed switch shares an input with and is mutually incompatible with the Switchable Governor Type switch and Switched Maximum Engine Operating Speed Switch.





Cummins INSITE software can be used to enable or disable this option. Adjustments can be made in the following way:

1. Connect a PC to the CM2350 ECM.

2. Click Features and Parameters on the Viewbar. This button is located on the left side of the INSITE window by default.

3. Select Road Speed Governor on the right when the Features and Parameters window is fully displayed.

4. Click in the Enable (or Disable) box, then click the drop down list button to select either Enable or Disable.

5. To program the Maximum Vehicle Speed parameter, click in the ECM Value column/box, then enter the rpm number desired (It is subject to be limited by the parameter range setting).

6. To send any changes to the ECM, click the Send To ECM button on the toolbar or select Send To > ECM on the right-click menu.






Figure 93. Configuration Example of Switched Maximum Vehicle Speed





Tire Wear Adjustment

Overview

The Tire Wear Adjustment feature uses tire wear estimates to correct for vehicle speed and mileages in various features. OEMs that have knowledge of their tire performance can program the detailed information necessary to maximize the usefulness of this feature.

Implementation

The ECM uses the beginning and ending tire size with the expected tire mileage to plot a tire size trajectory with distance. Depending on the vehicle distance travelled since the last tire change, the ECM then estimates the current tire size and corrects vehicle speeds and distances accordingly. The estimated tire size reverts to the Beginning Tire Size when the feature is reset by a technician. This SHOULD be done when the tires are changed.

The ECM ramps down the current tire size estimate from the Beginning Tire Size to the calculated final tire size as shown in the figure below. Once the vehicle mileage since a tire change exceeds the Expected Life of Tires parameter, the ECM assumes tire size stays at the lowest level until reset by a technician at a tire change, or the mileage greatly exceeds the Expected Life of Tires.

When the mileage greatly exceeds the Expected Life of Tires parameter, the ECM changes the estimated tire size to a middle value between the Beginning Tire Size and the calculated final tire size. This reduces errors if the feature is mistakenly not reset at a tire change, and mitigates attempts to bypass ECM speed limiting algorithms if the feature is intentionally not reset at a tire changed.





Figure 94. Function Diagram for Tire Wear Adjustment

To program the Tire Wear Adjustment feature using Cummins INSITE tool, do the following:



3) Select Tire Wear Adjustment on the right when the Features and Parameters window is fully displayed.

4) Select the Tire Wear Adjustment to enable or disable this feature.




V ehicle Miles Since Last Reset

ECM Tire Size Calculation

T ir e Size (Example only; units of revs/mile)

500

550

Ending T ire Size (Calculated from T ire Size % Change)

Beginning T ire Size

Mileage at Expected Life of T ires

Default tire size

Dist a nce >> Expected life of tires





Figure 95. Configuration Example of Tire Wear Adjustment





Transmission Driven PTO

Overview

In many PTO applications components such as; hydraulic pumps, vacuum pumps, chippers, grinders, and the like are connected through a transfer case located behind the vehicle’s transmission tail shaft. When the equipment is engaged, the tail shaft of the transmission turns even though the wheels of the vehicle are stationary. On vehicles where the vehicle speed sensor is applied to the transmission tail shaft, the engine ECM will calculate vehicle speed from the rotation of this tail shaft. The Transmission Driven PTO feature eliminates the need for OEMs and Body Builders to switch out the vehicle speed sensor while running an auxiliary PTO device.

Often times the load that is applied to the transmission driven PTO device during normal operation is very cyclic. This cyclic application of the load may cause the engine speed to fluctuate according to the load put on it by the PTO device due to the use of the standard ECM governor gains, which are suitable for most applications but not for cyclic load applications. The Transmission Driven PTO feature has been designed with four Transmission Driven PTO Types that allow the OEM and/or Body Builder to select a governor gain set that is tuned for their specific application. This specific governor gain tuning will eliminate the engine speed fluctuates that OEMs and/or Body Builders have experienced with their auxiliary components.

The Transmission Driven PTO feature also improves standard PTO operation response and engine speed fluctuations that is often experienced with transient loads.

When Transmission Driven PTO Type is set to Engine Driven – Steady Load, the ECM will process vehicle speed normally.

When Transmission Driven PTO Type is set to Transmission Driven – Steady Load or Transmission Driven – Irregular Load or Transmission Driven – Cyclic Load, the ECM will not process vehicle speed. The ECM will broadcast SPN 84 (Wheel Based Vehicle Speed) equal to 0 kph.

Implementation

If the Transmission Driven PTO feature is desired, set the Transmission Driven PTO parameter to Enable. Set this parameter to Enable if an auxiliary PTO application is used.

Note: The Ignore Vehicle Speed Source in PTO parameter MUST be disabled to enable Transmission Driven PTO.

Transmission Driven PTO Type

This parameter selects the PTO gain type to improve the performance and stability of the engine during the PTO application. There are four types of gains available:





o Engine Driven – Steady Load: For applications that only use PTO for fast engine idling (i.e. no PTO devices installed in the vehicle). Also for applications that use a PTO transmission, a direct-drive “Front Engine PTO” or a direct-drive “Rear Engine PTO” which operates the hydraulic pumps (e.g. Dump Truck, Tow Truck, Snow Plow, etc) where the PTO device is not connected to the tail shaft. The ECM will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to the vehicle speed read from the vehicle speed sensor which will result in speedometers that use the J1939 broadcast of SPN 84 as its input to read vehicle speed.

o Transmission Driven – Steady Load: For applications with a transfer case installed downstream of the transmission, which is used to drive the PTO device. Applications will require the transmission to be in-gear and vehicle speed will be detected during the PTO operation. The ECM will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to 0 kph which will result in speedometers that use the J1939 broadcast of SPN 84 as its input to read 0 kph.

o Transmission Driven – Irregular Load: For applications with a transfer case installed downstream of the transmission, which is used to drive the PTO device through a drive shaft that may exhibit torsional oscillations (surge) during the PTO operation. Applications will require the transmission to be in-gear and vehicle speed will be detected during the PTO operation (e.g. Vacuum Truck). The ECM will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to 0 kph which will result in speedometers that use the J1939 broadcast of SPN 84 as its input to read 0 kph.

o Transmission Driven – Cyclic Load: For applications with a transfer case installed downstream of the transmission, which is used to drive the PTO device. During the operation, the engine loading will be highly cyclic, characterized by the large load spikes at regular intervals. Applications will require the transmission to be in-gear vehicle speed will be detected during the PTO operation (e.g. Concrete Pumper, Hay Baler, etc). The ECM will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to 0 kph which will result in speedometers that use the J1939 broadcast of SPN 84 as its input to read 0 kph.

Select the appropriate gain type to suit your application as desired.





Figure 96. Configuration Example of Transmission Driven PTO Control





Transmission Setup

Overview

The Transmission Setup feature is used by several other features to determine if the vehicle is in the top gear or one gear down from the top gear.

Implementation

If the current gear ratio is within a small tolerance of the Top Gear Transmission Ratio or the Gear Down Transmission Ratio, the ECM considers the vehicle to be in-gear at the respective gear. The Transmission Top Gear Ratio MUST be at least 0.01 less than the Gear Down Transmission Ratio. The OEM SHOULD ask the transmission manufacturer (in case of hybrid applications) for recommendations on the lowest possible top gear ratio. The Gear Down Transmission Ratio parameter defines the gear ratio for one gear down from the top gear. The Transmission Type parameter defines the transmission type to the ECM.

Note: The VSS Anti-Tamper feature MUST be set to “Low Sensitivity” on any vehicle with an Automatic (with torque converter) transmission. Otherwise, undesirable operation and faults may result.

Note: For all Eaton and Meritor electronically controlled transmissions, it MUST use SAE J1939 Data Link communications with Cummins ECM. SAE J1939 Data Link communication SHOULD also be used for all new automatic transmission installations when available.

To program the Transmission Setup feature using Cummins INSITE tool, do the following:



3) Select T on the right when the Features and Parameters window is fully displayed.

4) Select the T to enable or disable this feature.








Figure 97. Configuration Example of Transmission Setup





Trip Information

Overview

The Trip Information feature measures and accumulates fuel usage, engine run-time, and engine distance. The recorded parameters can be read with a service tool. The Multiple PTO Trip Information feature is a subset of the Trip Information feature.

Implementation

This feature operates automatically in the background, and is accessed with a service tool. There is no operator interaction with the feature, and the feature does not affect engine performance in any manner. The Trip Information Vehicle Overspeed 1 and 2 parameters define these thresholds for the ECM. When the vehicle speed exceeds the Trip Information Vehicle Overspeed 1 parameter, the ECM accumulates the fuel used, distance traveled, and time at that speed range parameters in memory for Overspeed 1. When the vehicle speed exceeds the Trip Information Vehicle Overspeed 2 parameter, the ECM accumulates the fuel used, distance traveled, and time at that speed range in memory for Overspeed 2. To program the Trip Information feature using Cummins INSITE tool, do the following:



3) Select T on the right when the Features and Parameters window is fully displayed.








Figure 98. Configuration Example of Trip Information





Vehicle Acceleration Management (2013 ISB6.7)

Overview

The Vehicle Acceleration Management feature limits the maximum acceleration rate of the vehicle.

Implementation

The Vehicle Acceleration Management feature is currently available on Cummins 2013 ISB6.7 engine only. There is no hardware installation required. However, there are five programmable parameters available for OEMs/Body Builders adjustment.

Vehicle Acceleration Management enables or disables the Vehicle Acceleration Management feature.

Variable Acceleration Speed 1 is the maximum speed at which the first acceleration rate is desired.

Variable Acceleration Speed 2 is the minimum speed at which the second acceleration rate is desired.

Variable Acceleration 1 limit is the acceleration rate desired from 0 vehicle speed until Acceleration Speed 1.

Variable Acceleration 2 is the acceleration rate desired from the Acceleration Speed 2 to top vehicle speed.

The acceleration rate between the Acceleration Speed 1 and Speed 2 will start at Acceleration 1 and ramp to Acceleration 2. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed description of these parameters and the programming strategies.

To program the Vehicle Acceleration Management feature using Cummins INSITE tool, do the following:



3) Select Variable Rate Vehicle Acceleration Management on the right when the Features and Parameters window is fully displayed.








Figure 99. Configuration Example of Vehicle Acceleration Management





Vehicle Information

Overview

The Vehicle Information feature is the electronic data plate for the engine. The feature stores OEM and final customer information and contains the following data:

Vehicle OEM Name This parameter is the name of the manufacturer of the vehicle or equipment in which the engine is installed. This parameter SHOULD be programmed by the OEM when the vehicle is manufactured, and is reprogrammed only when the engine is installed in a different vehicle.

Vehicle Model This parameter is the designation of the vehicle or equipment in which the engine is installed. This parameter SHOULD be programmed by the OEM when the vehicle is manufactured, and is reprogrammed only when the engine is installed in a different vehicle.

Vehicle ID Number This parameter is typically the Vehicle Identification Number (VIN) of the vehicle or equipment in which the engine is installed. This parameter MUST be programmed by the OEM when the vehicle is manufactured, and is reprogrammed only when the engine is installed in a different vehicle. VIN programming is a specific OBD requirement.

The Vehicle Identification Number (VIN) programming tool will erase all permanent fault codes prior to the vehicle reaching 25 miles. After 25 miles, VIN programming will not clear OBD and emission related diagnostic information.

“OBD and emission related diagnostic information” includes all of the following:

(A) Readiness status

(B) Data stream information including number of stored confirmed/MIL-on fault codes, distance traveled while MIL activated, number of warm-up cycles since fault memory last cleared, and distance traveled since fault memory last cleared.

(C) Freeze frame information

(D) Pending, confirmed, MIL-on, and previously MIL-on fault code.

(E) Test results





Vehicle Year This parameter is the market year of the vehicle or equipment in which the engine is installed. This parameter SHOULD be programmed by the OEM when the vehicle is manufactured, and is reprogrammed only when the engine is installed in a different vehicle.

Engine Build Date This parameter is the date of the engine build. This parameter SHOULD be programmed by the OEM when the engine is manufactured.

Customer Name This parameter is the name of the end user that owns the engine. This parameter may be programmed by the OEM or end user, and is reprogrammed only when the vehicle gets a new owner.

Customer Location This parameter is the city and state of the headquarters or remote site of the end-user that owns the engine. This parameter may be programmed by the OEM or end user, and is reprogrammed only when the vehicle home base is moved, or the vehicle gets a new owner.

Customer Unit Number This parameter is the unique designation of the vehicle in which the engine is installed, assigned by the end-user that owns the engine. This parameter may be programmed by the OEM or end user, is reprogrammed only when the vehicle gets a new owner.

To program the feature using Cummins INSITE tool, do the following:



3) Select V on the right when the Features and Parameters window is fully displayed.

4) Double click on V to show next level programmable options.



Note: If you change a parameter, the original value from the ECM is displayed in the Original Value column for reference. All values





displayed in the Original Value column are erased when you send changes to an ECM.

Figure 100. Configuration Example of Vehicle Information





Vehicle Speed Input

Overview

The Vehicle Speed Input feature is programmable. 2013 Cummins engines currently support four types of vehicle speed inputs. They are:

Magnetic (1) – A hardwired Magnetic Pickup (Variable Reluctance) sensor is installed.

Datalink-Tailshaft (3) – Tailshaft speed signal is read on SAE J1939 Data Link

Pulse Per Mile (5) – Read each pulse as a specified distance

Tachograph Datalink (6) – A Tachograph signal read on J1939 Datalink (MR only)

Note 1: The Vehicle Speed Signal MUST be present for all applications on Cummins 2013 engines. VSS Type set to None (0) is not allowed.

Note 2: Pulse Per Mile VSS signal is only supported on 2013 ISB6.7 and ISL9 engines with a specific calibration setting and support.

Note 3: Datalink-VSS signal is not supported on Cummins 2013 engines.

Note 4: Hardwired Tachograph device is no longer supported on Cummins 2013 engines.

Note 5: J1939 Tachograph is no longer supported on 2013 HD (ISX12 and ISX15) engines.

If the Vehicle Speed Sensor is hardwired, the wires MUST be twisted pair (at a rate of one twist per inch). For more detailed information on the VSS specifications, usage and wiring or installation requirements, Refer to Cummins AEB 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications, AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces, AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components and AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide.

Implementation

Magnetic Pickup

If the VSS Type parameter is set to 1 (Magnetic), then a hardwired magnetic pickup sensor MUST be installed. The differential magnetic pickup VSS signal provides transmission tailshaft speed to the ECM for calculating current vehicle speed (based on Tailshaft Tone Wheel Teeth, Rear Axle Ratio and Tire size data). The signal can also be used for determining transmission gear ratio, vehicle mileage, etc.

Hardware implementation of the Magnetic Pickup sensor consists of wiring VSS (+) and VSS (-) to the OEM connector as shown below. The wiring MUST be twisted.





CM2350 60

59

Magnetic Pickup VSS (+)

Magnetic Pickup VSS (-)

VSS Magnetic Pickup

Figure 101. Magnetic Pickup VSS Sensor Connection

Programming on VSS Type

As mentioned above, the Vehicle Speed Input feature is programmable. Using Cummins INSITE tool to configure the VSS Type parameter in the following way:



3) Select Vehicle Speed Sensor Type under the Vehicle Speed Source feature on the right when the Features and Parameters window is fully displayed.

4) Click in the ECM Value column/box, and then click the drop down list button to pick the configuration selection.







Figure 102. Configuration Example of Vehicle Speed Input Signal





VS Governor Acceleration/Deceleration Limit (2013

ISX only)

Overview

The VS Governor Acceleration/Deceleration Limit feature allows the customer to set the acceleration rate limit and deceleration rate limit if the Governor Type parameter is set to “Variable Speed Governor”. It is usually used when the remote acceleration pedal feature is selected. The rate limits allowed are bounded by a pre-defined range. This feature could result in smoother operation and better governor response.

Implementation

When the vehicle or the engine is operated under the variable speed governor control, the governor’s acceleration rate or deceleration rate can be programmable for a more predictable response if this feature is enabled.

To program the VS Governor Acceleration/Deceleration Limit feature using Cummins INSITE tool, do the following:










Figure 103. Configuration Example of VS Governor Acceleration/Deceleration Limit





Vehicle Speed Sensor Anti-Tamper (ISX12 and ISX15

only)

Overview

The Vehicle Speed Sensor Anti-Tamper feature monitors the Vehicle Speed Sensor signal for evidence of failure or tampering. When the feature detects a failure or tampering event, the ECM posts a fault and derates the engine.

Implementation

The Vehicle Speed Sensor Anti-Tamper feature monitors several characteristics of the vehicle and vehicle speed sensor. The feature can detect: a failure of the sensor, tampering of the sensor to bypass speed limits, and tampering of the sensor to bypass the Idle Shutdown feature. The feature responds to a sensor failure or speed limit tampering by derating the engine performance. The feature responds to an Idle Shutdown bypass attempt by allowing the Idle Shutdown feature to shutdown the engine.

To program the Vehicle Speed Sensor Anti Tamper feature using Cummins INSITE tool, do the following:










Figure 104. Configuration Example of Vehicle Speed Sensor Anti-Tamper





Reference Documentation

The following documents should be considered as Appendixes of this manual. They can be obtained through Cummins Application Engineers or Cummins GCE (Global Customer Engineering) web site: http://gce.cummins.com/ace_main/index.html.

OEM Parts List and Components Specification

For a compatible parts list and components specification to interface OEM harness with Cummins 2013 engines (CM2350), please refer to:

Cummins Application Engineering Bulletin 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components.

OEM Wiring Diagram and Pin Assignments for OEM Connector

For the OEM Wiring Diagram and pin assignments of OEM 96-pin connector to interface OEM harness with all Cummins 2013 engines (CM2350), please refer to:

Cummins Application Engineering Bulletin 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces.

OEM Features and Programming

For the OEM features list available on Cummins 2013 engines, including detailed feature description and programmable information, please refer to:

Cummins Application Engineering Bulletin 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide.

Cummins Defaults of OEM Programmable Parameters

For the Cummins default settings and ranges of OEM programmable parameters used on Cummins 2013 engines, please refer to:

Cummins GCE (Global Customer Engineering) web site on each engine family site under Programmable Parameters – For example, on 2013 ISB6.7 engine:

http://gce.cummins.com/isb67/index.html

J1939 Datalink Connection

For the detailed information on how to design and interface with the SAE J1939 Data Link used on Cummins 2013 engine platforms, please refer to:

http://www.gce.cummins.com/ace_main/index.html

http://www.gce.cummins.com/isb67/index.html





Cummins Application Engineering Bulletin 15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond Automotive Engines

Cummins Application Engineering Bulletin 15.138 – CM2350 Electronic Subsystem Technical Package – Serial Communications.

2013 Aftertreatment System

For completed 2013 aftertreatment system installation and interface requirements, please refer to:

Cummins Inc., Application Engineering Bulletin 21.78 – 2010 Automotive Aftertreatment Diesel Particulate Filter (DPF) Installation Requirements

Cummins Inc., Application Engineering Bulletin 21.79 – Automotive and Bus Selective Catalytic Reduction Installation Requirements

Cummins Inc., Application Engineering Bulletin 21.117 – Automotive and Bus Selective Catalytic Reduction Controls Interface Requirements

Highlighted Improvements on 2013 Engines

For the overall information about changes that have occurred on Cummins 2013 engine platforms, please refer to:

Cummins Application Engineering Bulletin 10.164 – ISB6.7 (2013) Mechanical Technical Package

Cummins Application Engineering Bulletin 10.165 – ISC2013/ISL2013 Mechanical Technical Package

Cummins Application Engineering Bulletin 10.171 – ISX15 2013 Mechanical Technical Package

Cummins Application Engineering Bulletin 10.xxx – ISX12 2013 Mechanical Technical Package.

Other Readings

The following referenced documents also contain valuable information and will be helpful in designing and configuring the total vehicle system equipped with Cummins 2013 engines:

AEB 15.54 – Automotive Load Based Speed Control (LBSC)

AEB 15.67 – Electronic Accelerator Pedal Position Performance Specification (Interface)





AEB 15.89 – Coolant Level Sensor Interface Electronic Specifications

AEB 20.11 – Automotive and Industrial Installation Requirements – Air Compressor Systems

AEB 20.12 – Installation Quality Assurance (IQA)

AEB 21.33 – Automotive and Bus Installation Requirements – Fuel Systems

AEB 21.35 – Automotive and Bus Installation Requirements – Starting and Electrical System

AEB 21.36 – Installation Requirements – Engine Mounting

AEB 21.37 – Powertrain and Driven Accessories – Installation Requirements

AEB 21.46 – Installation Requirements – Guidelines for OEM Installed Hardware

AEB 21.50 – Automotive and Bus Installation Requirements – Cooling System Fill and Deaeration

AEB 21.51 – Cooling System Overheat Prevention Engine Control Feature Extreme Ambient Overheat Protection AECD EGR Equipped Engines

AEB 21.52 – Cooling System Heat Transfer (post 2001) – Automotive and Bus Installation Requirements

AEB 21.57 – Keyswitch Input Signal Installation Requirements for Engine Shutdown

AEB 21.73 – Biodiesel Fuel Usage – Application Requirements

AEB 21.74 – Automotive Hybrid System Installation Requirements

AEB 21.84 – Automotive and Bus Installation Requirements – Fuel Systems – EPA 2010, 2013 Engines

AEB 21.92 – Automotive IQA Checklist – CM2250 Electrical and Electronics

AEB 21.98 – Automotive and Bus Exhaust Gas Diffuser Installation Requirements

AEB 21.100 – Automotive IQA Mechanical Checklist

AEB 21.100 (Workbook) – Automotive IQA Mechanical Checklist-Workbook

AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements





AEB 21.140 – Air Shutoff Valve Installation Requirements

AEB 24.41 – Air Shutdown Systems – Installation Requirements

AEB 90.47 – Coolant and Coolant Filter Selection for Initial Engine Fill for ISM and ISX

AEB 121.12 – Cummins Delco 39MT-HD Starter Transition

AEB 121.17 – Cummins Branded Electric Starter Performance Curves

AEB 190.04 – Emissions Related OEM Product Change Control Process and EPA Defect Reporting Process

AEB 191.23 – On Board Diagnostics (OBD) Master Document – HD OBD

AEB 191.24 – OEM Regulatory Agreement Support Information





Appendix I: Total Vehicle Distance

Law Department

To all OEM’s, Distributors and Dealers

It has come to Cummins attention that some of our OEMs, Distributors and dealers may be using the total vehicle distance broadcasted by our engine ECM (via our standard protocol identifiers, for example and without limitation, PID 245 Total Vehicle Distance) as total vehicle miles for purposes of the vehicle odometer. This practice should cease immediately. Cummins does not authorize this practice, has never authorized this practice and will not authorize this practice in the future. You may incur significant legal liabilities if you utilize the total vehicle distance broadcasted by our engine ECM as the Cumulative Odometer Value (“Cumulative Odometer Value,” means the actual, total miles recorded by the odometer).

The ECM is not designed to be the vehicle odometer. As you are aware, certain maintenance and repair practices can result in a modification to or “zeroing out” of the total vehicle distance broadcasted by the engine ECM. If you use the engine ECM’s broadcast to set the Cumulative Odometer Value and the ECM data is modified or “zeroed out,” this may be considered an unlawful and potentially criminal act.

Installation of any device extraneous to the engine ECM or the installation of processes or procedures, by whatever means, that utilize the total vehicle distance broadcasted by our engine ECM for the purpose of setting the Cumulative Odometer Value may violate the Vehicle Information and Cost Savings Act of 1972, as amended, 49 U.S.C. Section 32701 et seq., and other state and federal laws and regulations. These statutes and regulations authorize the imposition of significant civil, financial and criminal penalties, including imprisonment.

Cummins disclaims any and all liability that may arise out of your decision, contrary to its position in this notice, to use the total vehicle distance broadcasted by our engine ECM as the Cumulative Odometer Value. Cummins expressly forbids the use of its ECM and ECM broadcasted data for purposes of setting the Cumulative Odometer Value.

If you have questions regarding the content of this notice or require further legal advice, please contact your legal counsel. Thank you.

Ron B Lannan Jeff Seger William Nie Executive Director Executive Director Senior Counsel Electronics Product Line Automotive Customer Engineering Law Department





Appendix II: Drive Belt Tension

SAE Belt Size

Belt Tension Gauge Part No.

Belt Tension New

Belt Tension Range Used*

Click-type Burroughs N lbf N lbf

0.380 in 3822524 620 140 270 to 490 60 to 110

0.440 in 3822524 620 140 270 to 490 60 to 110

1/2 in 3822524 ST-1138 620 140 270 to 490 60 to 110

11/16 in 3822524 ST-1138 620 140 270 to 490 60 to 110

3/4 in 3822524 ST-1138 620 140 270 to 490 60 to 110

7/8 in 3822524 ST-1138 620 140 270 to 490 60 to 110

4 rib 3822524 ST-1138 620 140 270 to 490 60 to 110

5 rib 3822524 ST-1138 620 140 270 to 490 60 to 110

6 rib 3822525 ST-1293 710 160 290 to 580 65 to 130

8 rib 3822525 ST-1293 890 200 360 to 710 80 to 160

10 rib 3822525 3823138 1110 250 440 to 890 100 to 200

12 rib 3822525 3823138 1330 300 530 to 1070

120 to 240

12 rib K section

3822525 3823138 1330 300 890 to 1070

200 to 240

NOTES:

This chart does not apply to automatic belt tensioners.

* A belt is considered used if it has been in service for ten minutes or longer.

* If used belt tension is less than the minimum value, tighten the belt to the maximum used belt value.





Appendix III: Pre-Delivery Checklist

1. Ensure that the correct Operation and Maintenance Manual is included with the vehicle.

2. Ensure proper fluids are used and engine is filled according to the specifications listed in the Operation and Maintenance Manual. Also refer to the following bulletins: “Cummins Engine Oil Recommendations (Bulletin No. 3810340)”, “Fuels for Cummins Engines (Bulletin No. 3379001)”, “Cummins Coolant Requirements and Maintenance (Bulletin No. 3666132)”.

3. Ensure that engine is started and warmed up according to the instructions listed in the Operation and Maintenance Manual. Do not use unmetered ether to start.

4. Check engine idle speed with all applicable accessories engaged. Adjust to specifications if necessary.

5. Check transmission fluid level (automatic transmission).

6. Check engine stall speed according to specifications (automatic transmission).

7. Check drive belts for noise, alignment, and tensions. Adjust tension if necessary.

8. Check cooling system and heater hoses for leaks, proper routing and clipping, and separation from hot or rotating parts.

9. Check cold weather starting aid components for proper operation and installation.

10. Check electrical wiring/harness for routing, clipping, and separation from hot or rotating parts.

11. Check exhaust system and components for proper installation and alignment. Ensure proper clearance from any body parts. Check operation of exhaust brake if equipped.

12. Check air intake system components for proper installation and alignment. Ensure proper clearance from any body parts.

13. Check engine mounted noise components such as oil pan enclosures, cylinder block panels, and treated valve covers for proper installation.

14. Ensure that no active fault codes are logged in the ECM. If fault codes are logged, either correct the problem and clear the fault or call an Authorized Cummins Repair Facility.

15. Ensure the DEF tank is filled to capacity. Failure to adequately fill the DEF tank will result in the activation of warning lights and inducements to encourage the operator





to take action to fill the tank prior to becoming empty. For further detail on the tank levels that will trigger the activation of warning lights and inducement refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming Guide, Aftertreatment SCR Control section.





Appendix IV: Fraction Conversions (inch and mm)

Fraction inch mm Fraction inch mm

1/64 0.0156 0.397 33/64 0.5156 13.097

1/32 0.0313 0.794 17/32 0.5313 13.494

3/64 0.0469 1.191 35/64 0.5469 13.891

1/16 0.0625 1.588 9/16 0.5625 14.288

5/64 0.0781 1.984 37/64 0.5781 14.684

3/32 0.0938 2.381 19/32 0.5938 15.081

7/64 0.1094 2.778 39/64 0.6094 15.478

1/8 0.1250 3.175 5/8 0.6250 15.875

9/64 0.1406 3.572 41/64 0.6406 16.272

5/32 0.1563 3.969 21/32 0.6563 16.669

11/64 0.1719 4.366 43/64 0.6719 17.066

3/16 0.1875 4.763 11/16 0.6875 17.463

13/64 0.2031 5.159 45/64 0.7031 17.859

7/32 0.2188 5.556 23/32 0.7188 18.256

15/64 0.2344 5.953 47/64 0.7344 18.653

1/4 0.2500 6.350 3/4 0.7500 19.050

17/64 0.2656 6.747 49/64 0.7656 19.447

9/32 0.2813 7.144 25/32 0.7813 19.844

19/64 0.2969 7.541 51/64 0.7969 20.241

5/16 0.3125 7.938 13/16 0.8125 20.638

21/64 0.3281 8.334 53/64 0.8281 21.034

11/32 0.3438 8.731 27/32 0.8438 21.431

23/64 0.3594 9.128 55/64 0.8594 21.828

3/8 0.3750 9.525 7/8 0.8750 22.225

25/64 0.3906 9.922 57/64 0.8906 22.622

13/32 0.4063 10.319 29/32 0.9063 23.019

27/64 0.4219 10.716 59/64 0.9219 23.416

7/16 0.4375 11.113 15/16 0.9375 23.813

29/64 0.4531 11.509 61/64 0.9531 24.209

15/32 0.4688 11.906 31/32 0.9688 24.606

31/64 0.4844 12.303 63/64 0.9844 25.003

1/2 0.5000 12.700 1 1.0000 25.400

Conversion Factor: 1 inch = 25.4 mm





Appendix V: Newton-Meter to Foot-Pound Conversions

N•m ft-lb N•m ft-lb N•m ft-lb

1 8.851 in-lb 55 41 155 114

5 44 in-lb 60 44 160 118

6 53 in-lb 65 48 165 122

7 62 in-lb 70 52 170 125

8 71 in-lb 75 55 175 129

9 80 in-lb 80 59 180 133

10 89 in-lb 85 63 185 136

1 0.738 90 66 190 140

12 9 95 70 195 144

14 10 100 74 200 148

15 11 105 77 205 151

16 12 110 81 210 155

18 13 115 85 215 159

20 15 120 89 220 162

25 18 125 92 225 165

30 22 130 96 230 170

35 26 135 100 235 173

40 30 140 103 240 177

45 33 145 107 245 180

50 37 150 111 250 18

NOTE: To convert from Newton-meters to kilogram-meters, divide Newton-meters by 9.803.





Appendix VI: Weight and Measures Conversions

QUANTITY U.S. Customary Metric From U.S.

Customary to Metric Multiply By

From Metric to U.S. Customary

Multiply By

Unit Name Abbr Unit Name ABBR

Area sq. inch in2 sq. millimeters mm

2 645.16 0.001550

sq. centimeters cm2 6.452 0.155

sq. foot ft2 sq. meter m

2 0.0929 10.764

Fuel Consumption

pounds per horsepower hour

lb/hp-hr grams per kilowatt hour

g/kW-hr

608.277 0.001645

miles per gallon mpg kilometers per liter km/l 0.4251 2.352

gallons per mile gpm liters per kilometer l/km 2.352 0.4251

Force pounds force lbf Newton N 4.4482 0.224809

Length inch in millimeters Mm 25.4 0.039370

foot ft millimeters Mm 304.801 0.00328

Power horsepower hp kilowatt kW 0.746 1.341

Pressure pounds force per sq. inch psi kilopascal kPa 6.8948 0.145037

inches of mercury in Hg kilopascal kPa 3.3769 0.29613

inches of water in H2O kilopascal kPa 0.2488 4.019299

inches of mercury in Hg millimeters of mercury

mm Hg 25.40 0.03937

inches of water in H2O millimeters of water mm H2O

25.40 0.03937

bars bars kilopascals kPa 100.001 0.00999

bars bars millimeters of mercury

mm Hg 750.06 0.001333

Temperature Fahrenheit F centigrade C (F-32) /1.8 (1.8 x C) + 32

Torque pound force per foot ft-lb Newton-meter Nm 1.35582 0.737562

pound force per inch in-lb Newton-meter Nm 0.113 8.850756

Velocity miles/hour mph kilometers/hour kph 1.6093 0.6214

Volume gallon (U.S.) gal. liter L 3.7853 0.264179

gallon (Imp) gal. liter L 4.546 0.219976

cubic inch in3 liter L 0.01639 61.02545

cubic inch in3 cubic centimeter cm

3 16.387 0.06102

Weight (mass) pounds (avoir.) lb kilograms kg 0.4536 2.204623

Work British Thermal Unit BTU joules J 1054.5 0.000948

British Thermal Unit BTU kilowatt-hour kW-hr 0.000293 3414

horsepower hours hp-hr kilowatt-hour kW-hr 0.746 1.341





Appendix VII: Capscrew Markings and Torque Values

CAUTION

When replacing capscrews, always use a capscrew of the same measurement and strength as the capscrew being replaced. Using the wrong capscrews can result in engine damage.

Metric capscrews and nuts are identified by the grade number stamped on the head of the capscrew or on the surface of the nuts. U.S. Customary capscrews are identified by radial lines stamped on the head of the capscrew.

The following examples indicate how capscrews are identified:

NOTES:

1. Always use the torque values listed in the following tables when specific torque values are not available.

2. Do not use the torque values in place of those specified in other sections of this manual.

3. The torque values in the table are based on the use of lubricated threads.

4. When the ft-lb value is less than 10, convert the ft-lb value to in-lb to obtain a better torque.

5. Torque with an in-lb torque wrench. Example: 6 ft-lb equals 72 in-lb.

Metric - M8 - 1.25 x 25

U.S. Customary [5/16 x 18 x 1-1/2]

Length in inches

M8 - 1.25 x 25 5/16 x 18 x 1-1/2

Major thread diameter in millimeters

Distance between threads in millimeters

Length in millimeters

Major thread diameter in inches

Number of threads per inch

Length in inches





Capscrew Markings and Torque Values – Metric

Commercial Steel Class: 8.8 10.9 12.9

Capscrew Head Markings

Body Size Torque 8.8 Torque 10.9 Torque 12.9

Diam Cast Iron Aluminum Cast Iron Aluminum Cast Iron Aluminum

mm Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb

6 9 5 7 4 12 9 7 4 14 9 7 4

7 14 9 11 7 18 14 11 7 23 18 11 7

8 25 18 18 14 33 25 18 14 40 29 18 14

10 45 33 30 25 60 45 30 25 70 50 30 25

12 80 60 55 40 105 75 55 40 125 95 55 40

14 125 90 90 65 165 122 90 65 195 145 90 65

16 180 130 140 100 240 175 140 100 290 210 140 100

18 230 170 180 135 320 240 180 135 400 290 180 135





Capscrew Markings and Torque Values – U.S. Customary

SAE Grade Number 5 8

Capscrew Head Markings Capscrew Torque – Capscrew Torque –

Grade 5 Capscrew Grade 8 Capscrew

Capscrew Body Size

Cast Iron Aluminum Cast Iron Aluminum

Nm ft-lb N

m ft-lb Nm ft-lb Nm ft-lb

1/4 - 20

1/4 - 28

9

12

7

9

8

9

6

7

15

18

11

13

8

9

6

7

5/16 - 18

5/16 -24

20

23

15

17

16

19

12

14

30

33

22

24

16

19

12

14

3/8 - 16

3/8 - 24

40

40

30

30

25

35

20

25

55

60

40

45

25

35

20

25

7/16 - 14

7/16 -20

60

65

45

50

45

55

35

40

90

95

65

70

45

55

35

40

1/2 - 13

1/2 - 20

95

100

70

75

75

80

55

60

130

150

95

110

75

80

55

60

9/16 - 12

9/16 - 18

135

150

100

110

110

115

80

85

190

210

140

155

110

115

80

85

5/8 - 11

5/8 - 18

180

210

135

155

150

160

110

120

255

290

190

215

150

160

110

120

3/4 - 10

3/4 - 16

325

365

240

270

255

285

190

210

460

515

340

380

255

285

190

210

7/8 - 9

7/8 - 14

490

530

360

390

380

420

280

310

745

825

550

610

380

420

280

310

1 - 8

1 - 14

720

800

530

590

570

650

420

480

1100

1200

820

890

570

650

420

480





Appendix VIII: Pipe Plug Torque Values

Size Torque Torque

Thread Actual Thread in O.D. In Aluminum Components

In Cast Iron or Steel Components

in in Nm ft-lb Nm ft-lb

1/16 0.32 5 45 in-lb 15 10

1/8 0.41 15 10 20 15

1/4 0.54 20 15 25 20

3/8 0.68 25 20 35 25

1/2 0.85 35 25 55 40

3/4 1.05 45 35 75 55

1 1.32 60 45 95 70

1-1/4 1.66 75 55 115 85

1-1/2 1.90 85 65 135 100





Revision History

Revision Date Author Change Page(s)

7 23Jul14 W. Rhodes Changed text from “will be reset on a key cycle” to “can be configured to reset on a key cycle or be saved over a key cycle”.

66

6 29Apr14 W. Rhodes Added text “The adjustment to the maximum vehicle speed will be reset on a key cycle.”

66

5 16Dec13 K. Roshak Changed the required implementation date for the DEF Quality Sensor to Jan. 1, 2016.

7, 9

4 23Sep13 J.D. Acton Changed all instances of: Regeneration Inhibit Switch, Regeneration Particulate Filter Inhibit Switch, and Regen Inhibit Switch to Diesel Particulate Filter Regeneration Inhibit Switch.

Changed all instances of: Ambient Air Temperature, Ambient Air Temperature Signal, ambient air temperature sensor, and Ambient Air Temperature sensor, to Ambient Air Temperature Sensor.

Changed all instances of: J1939 Public Datalink, J1939 Datalink, J1939 datalink, and J1939 communications to SAE J1939 Data Link.

Changed the In-Tank DEF Quality Sensor from a required sensor to a required sensor for 2015 engines and an optional sensor for 2013 engines.

Removed the Vehicle Electrical System Voltage parameter description since this parameter cannot be adjusted in ISB and ISL engines and should not be adjusted by the OEM in ISX engines.

Throughout Throughout Throughout 7 and 9 182

3 27Aug12 J.D. Acton Changed all instances of: Engine Stop lamp, Red Stop, Stop engine, lamp, STOP lamp, engine stop lamp, stop lamp, Engine Red Stop Lamp, and Red lamp to Red Stop Lamp.

Changed all instances of: amber warning lamp, Amber Warning, Engine Amber Warning Lamp, Warning lamp, warning lamp, and engine warning lamp to Amber Warning Lamp.

Changed all instances of: Diesel Exhaust Fluid lamp, Diesel Exhaust Fluid (DEF) lamp, and low DEF warning lamp to Diesel Exhaust Fluid Lamp.

Changed all instances of: Wait To Start Lamp, Wait To Start lamp, Wait to Start indicator, and Wait-to-Start lamp to Wait to Start Lamp.

Changed all instances of: MIL Lamp to Malfunction Indicator Lamp. Changed all instances of: Air Conditioner Pressure Switch, Air

Conditioner Pressure switch, A/C Pressure Switch, and AC Switch to Air Conditioning Pressure Switch.

Changed all instances of: DEF tank temperature and DEF tank Temperature to Diesel Exhaust Fluid Tank Temperature.

Throughout Throughout Throughout Throughout Throughout Throughout Throughout





Revision Date Author Change Page(s)

2 03Aug12 J.D. Acton Changed owner from Yiping Zhuang to J.D. Acton Removed references to the ISC8.3 engine. Changed ISL8.9 to ISL9 and ISX11.9 to ISX12. Removed DEF quality Sensor Signal from OBD Table. Added Wait to Start Lamp to OBD Table. Added battery disconnect requirement. Added the Vehicle Speed Sensor is an OBD sensor. Added vehicle J1939 datalink connection MUST connect to the ECM

without going through a gateway device. Added Wait to Start OBD requirements. Added the OEM MUST use a cable clamp on the OEM harness

connector. Added OEM Switched Battery to the 12-pin Delegated Assembly

Jumper MUST be the same as engine voltage. Changed NOx sensor ECU temperature to 125 °C and 115 °C to

match AEB 15.140. Changed DPF/SCR Exhaust Gas Temperature maximum temperature

to 125 °C to match AEB 15.140. Added Fuel Tank Level Sensor. Completely changed battery disconnect section to match AEB 15.139. Added cable clamp requirements. Added all Medium Duty and Heavy Duty 2013 products are now

required to meet U.S. HD OBD standards. Added the following to the 2013 Major Changes on Electronic System

section: o Accelerator Brake Override o Dual PWM Accelerator o Battery Power Required Lamp o Fan Clutch Minimum On Time o Idle Shutdown Hot Ambient Automatic Override Mode

Enable o Remote Station PTO o Parking Brake PTO Interlock o Transmission Neutral interlock o PTO Pump Mode

Added AEB 15.149. Added Accelerator Brake Override feature. Made several changes to the; Diesel Exhaust Fluid Low Level

Warning and Inducement Table to match other electronic AEBs. Added Air Intake Throttle information to the Air Shutoff Valve section. Changed Battery Voltage Monitor to Alternator Failure Warning. Added Battery Power Required Lamp feature. Changed fan on with engine brake from 100% to 67%. Added High Soot Idle Shutdown feature. Added clarity to the J1939 Multiplexing section. Added Remote Station PTO feature. Added clarity to the switched maximum engine operating speed

switch logic. Clarified the vehicle speed interaction of the Transmission Driven

PTO feature description.

1 1, 78 Throughout 2 3 4 5 5 5 6 8 8 9 9 10, 11 13 23 23, 24 24 26 – 28 47 – 49 50 52 54, 55 81 93, 94 100 127 – 143 166 173

1 04Aug11 J.D. Acton New AEB

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