Ceb00503 Cm2350 Midrange And Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package.pdf

Customer Engineering Bulletin Title:

This CEB is for the following applications: CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

Automotive

Industrial

Marine

G-Drive Date: 18 March 2019

Engine models included:

Refer to CEB00044 for Safety Practices, Guidelines and Procedures

CEB Number: 00503

Tier 4F QSF3.8<75hp, QSF3.8>75hp (SCR), QSF3.8>75hp (DOC+SCR), QSB4.5, QSB6.7 (DOC+SCR), QSB6.7 (DOC/DPF+SCR), QSL9 (DOC+SCR), QSL9 (DOC/DPF+SCR), QSX15 and QSG12

Owner: Joseph Samples

Approver: per Procedure GCE-AS-1

Page 1 of 181

This CEB supersedes CEB00503 dated 10 January 2018.

The CM2350 Technical Package for QSB4.5, QSB6.7, QSF3.8, QSL9, QSX15 and QSG12 Tier 4F Midrange and Heavy Duty Industrial Applications will cover the following electronic aspects of the engines: - Electronic Features, - New Features for Tier 4F: - Inducements (DEF low level , DEF Quality, and Tampering/Malfunction) (See CEB00502) - Immobilizer - Dual Fan - Air Intake Restriction Monitor - Reversible Fan - POI Lamp - Electronic Components, - New Components for Tier 4F: - CM2350 Electronic Control Module - OEM 96-Pin Connector - Aftertreatment Connectors/Relays/Lamps/Switches/Sensors (See CEB00502) - SCR, DEF Supply Module, DEF Dosing Module and Decomposition Reactor Tube (DRT) (See CEB00502) - Pressure Relief Valve (PRV) - Installation and Interfacing, - Diagnostics and Datalinks.

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

The following gives the CM2350 Electronic Subsystem Datasheet. Engine Platform

ECM Code Prefix

ECM Part Number

Module ID

Product ID

QSB6.7

ER

5290170, 5317106 (PV)

I0

BEE

QSL9

ET

5290170, 5317106 (PV)

I0

BEG

QSX15

ES

5290170, 5317106 (PV)

I0

BEF

QSF3.8<75hp

GB

5317106 (PV)

I0

BFV

QSF3.8>75hp

GB

5290170, 5317106 (PV)

I0

BFV

QSB4.5

GA

5290170, 5317106 (PV)

I0

BFU

QSG12

ER

5290170, 5317106 (PV)

I0

BGB

QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine CM2350 Electronic Subsystem Data Sheet ECM Battery Power General Wire size

(16 AWG TXL)

Power Connections Maximum Continuous Current Draw Maximum Operating Voltage @ ECM

30 Amps 17 Volts for 12 Volt Application. 32 Volts for 24 Volt Application.

Minimum Operating Voltage @ ECM Note: The Diesel Exhaust Fluid Supply Module is powered from the ECM. A UL2 DEF supply module (used in QSG12 engines) requires the battery voltage to be 10-32V; a Bosch DEF supply module (used in QSB4.5/QSB6.7/QSL9/QSX15 engines) requires 9-16V for 12V systems and 18-32V for 24V systems. Minimum Voltage During Engine Cranking @ ECM (both 12 V and 24V system)

9 Volts for full ECM functionality.* (Fuel system may not be fully functional) 11 Volts required for full fuel system functionality.

Maximum Total Circuit Resistance: from Battery(+) to the ECM power pins (1, 25, 26, 27, 28) plus from ECM return pins (49, 50, 51, 52, 73) to the Battery(-) Maximum Return Circuit Resistance: from ECM return pins (49, 50, 51, 52, 73) to the Battery(-) Wire Size

6 Volts Note: Cummins requires 6V minimum. At this voltage the module shall be executing software, and be capable of starting engine. Some module I/O may be out of spec limits. Module must not reset at or above this voltage. 0.040 Ohms

0.020 Ohms 16 AWG Note: Must meet total circuit resistance listed above.

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

ECM I/O Interface (96-Pin Connector, 24-Pin Connector) General Wire Size

20 AWG

Indicator Lamps/LEDs Minimum Luminous Intensity Maximum Continuous Current Draw Per Lamp Minimum Current Draw for Valid Load Detection Maximum Leakage Current In Off Condition @ 12V Maximum Leakage Current In Off Condition @ 24V

~ 2 Cd / Visible In Bright Sun Light 0.5 Amps 0.002 Amps 0.00012 Amps 0.0003 Amps

Sensors and Switches Maximum Current Draw @ Keyswitch Input Minimum Keyswitch ON Voltage @ ECM Maximum Quiescent Current Draw Maximum Power Interruption in Keyswitch Circuit To Remain ON Maximum CLOSED State Resistance for Switched to Ground Input Minimum OPEN State Resistance for Switched to Ground Input Maximum Current Through ECM Switch Return Nominal Voltage From Sensor Supply Maximum Current From Sensor Supply Maximum Current From Accelerator Sensor Supply Maximum Current Through ECM Sensor Return Maximum Switch Input Voltage (Internal ECM Pull-up) Maximum Current Through ECM Switch/Temperature/Level Return

5 Amps 6.0 Volts 2.5 mA 0.080 Seconds 125 Ohms 50 K Ohms 6.0 Amps 5.0 Volts +/-5% 0.2 Amps 0.034 Amps 0.2 Amps Battery Voltage 6.0 Amps

Output Drivers Maximum Current (A rms) From Each PWM/On-Off Driver Maximum Leakage Current Each PWM/On-Off Driver

Maximum Current Through ECM General Return

2.0 Amps rms 0.105 mA (V batt<16V) & 0.264 mA (V batt>16V) for Low Side Drivers 0.4 mA for High Side drivers 6.0 Amps each

Air Intake Grid Heater Maximum Current Draw @ 12V Maximum Current Draw @ 24V Minimum Wire Size @ 12V Minimum Wire Size @ 24V

200 Amps 100 Amps 2 AWG 6 AWG

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Installation Specifications Requirements Summary 1

The procedure in the Power and Ground section for connecting and disconnecting battery power to the ECM MUST be followed.

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

Any auxiliary system used to shutdown the engine 4 MUST have a Cummins Application review completed and approved.

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

5

The ignition signal MUST be fused and be independant from other loads that could impact the ignition signal.

6

ECM power return (ground) wiring MUST be connected to the engine block ground stud and then return from the engine block directly to the battery by a low impedance circuit of 0.020 Ohms or less between the ECM and battery. Reference 4.6.4 OEM Connector Grounding and Strain relief.

7

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 ECM to stop the engine when in the OFF or ACCESSORY positions.

8

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

9

ECM positive power circuit must be protected by a single automotive type fuse that will provide 30 Amps of current to the ECM. Note: Do not use circuit breaker. Fuses respond differently than circuit breakers. Use a fuse instead of circuit breaker.

10

The vehicle alternator MUST not be grounded through the engine block.

11

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

12

All OEM installed components MUST meet the requirement as defined in the OEM components section in the CEB.

13

Wire size MUST be minimum of 20 AWG for ECM I/O and 16 AWG for ECM power/ground.

14

Engine Stop and Warning lamps, DEF Lamp, HEST Lamp, Exhaust System Cleaning (Regen) Inhibit Lamp,Wait to Start (when a grid heater is installed) and Exhaust System Cleaning (Regen) Lamp MUST be installed on the dashboard and visible to the vehicle operator from all operating stations (refer to Requirement 33 for more information).

15

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

16

All 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.

17

Single-ended (digital) signals MUST be grounded to the same reference as the ECM.

18

APS#2 MUST not be returned with any resistive analog signal return.

19

Datalinks, Vehicle Speed Sensor and Accelerator Position Sensor wiring MUST be twisted pairs/triplets.

20

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

21

The ECM 96 pin connector MUST be properly installed by pulling the lever down completely and ensure the lever is in fully closed position.

22

APS#1 MUST be the only signal returned to the APS# 1 Return.

23

Any single ECM Return MUST not exceed 6.0 Amps.

24

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

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package 25

The DPF Filter connector and wiring MUST be adequately protected from the radiated heat.

CEB 00503

26

The ECM OEM Connectors (96 Pin OEM Connector) and the Particulate Filter sensor connector MUST have silver-plated terminal contacts and must not have protective grease applied.

Note: DPF Filter Connector and wiring is applicable ONLY to QSX15, QSG12, QSB6.7 (DOC/DPF+SCR) and QSL9 (DOC/DPF+SCR). 27

Maximum voltage differential or peak-peak voltage differential between the engine ECM block ground stud and battery negative MUST not exceed 500 mV under any combination of loads or operating conditions.

28

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

29

Grid Heater is required for Industrial Midrange engines and optional for Tier 4F Industrial Heavy Duty engines.

30

The Coolant Level Sensor or Coolant Level Switch must comply with AEB 24.18 Coolant System Design – Installation requirements for proper installation.

31

Some means of starter lockout protection is required for all Tier 4F Industrial engines with Cummins branded starters. (Refer to AEB 24.53 for required testing as part of the IQA).

32

The Water-in-Fuel (WIF) sensor is required.

33

Mandatory lamps MUST be hardwired or 34 multiplexed using J1939 messages. If these lamps are integrated into a Graphical User Interface (GUI) or multi function electronic display, the panel indication must be equivalent to hardwired indicators and is clearly visible to the operator when the lamp is active. These lamps must be easily identified by the operator.

Any inductive devices connected in parallel with keyswitch circuits must contain coil “back emf” suppression.

35

The operating environment for the ECM must not exceed -40 °C (-40 °F) to 85 °C (185 °F) (Mounting temperature) and 105 °C (225 °F) (Ambient/Storage).

Sharp bends or excessive tension in the connector/sensor lead wire(s) can result in open conductors and damaged wire insulation. If the wire tension is applied perpendicularly to the conenctor/sensor, distortion of the rubber grommet (wire seal) may occur causing increased environmental susceptibility. Any harness bend must not disrupt the integrity of the wire seals in the connector body and any bend radius SHOULD be greater than or equal to 1 inch.

37

The OEM must not apply lubricant to the NOx Sensor ECU mating connector.

36

Note: The use of the term MUST denotes a requirement that must be followed for an approved application installation. Likewise, items in this section which include the statement, “This is a requirement”, are Requirements. The term SHOULD denote a recommended practice that should be followed for best performance. Cummins Recommendations reflect good wiring practices 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 that confirms the deviation is appropriate. Deviations from Requirements should only be performed with the approval of a Cummins Application Engineer.

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Table of Contents QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine -------------------------------- 2 CM2350 Electronic Subsystem Data Sheet ------------------------------------------------------------------------------------- 2 ECM Battery Power ------------------------------------------------------------------------------------------------------------------- 2 ECM I/O Interface (96-Pin Connector, 24-Pin Connector)------------------------------------------------------------------- 3 Installation Specifications Requirements Summary --------------------------------------------------------------------------- 4

1. Overview ------------------------------------------------------------------------------------------------------ 12 1.1 1.2 1.3

Reference Documentation ------------------------------------------------------------------------------------------------- 12 Definitions --------------------------------------------------------------------------------------------------------------------- 14 Frequently Used Acronyms ----------------------------------------------------------------------------------------------- 16

2. Electronic Control Features and OEM Adjustments ------------------------------------------ 18 2.1 Introduction -------------------------------------------------------------------------------------------------------------------- 18 2.2 How to Use This Section --------------------------------------------------------------------------------------------------- 18 2.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 18 2.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 18 2.2.3 Organization ----------------------------------------------------------------------------------------------------------- 18 2.2.4 Content ------------------------------------------------------------------------------------------------------------------ 18 2.3 Governors --------------------------------------------------------------------------------------------------------------------- 18 2.3.1 Low Speed Governor ----------------------------------------------------------------------------------------------- 19 2.3.2 High Speed Governor ----------------------------------------------------------------------------------------------- 19 2.3.3 All Speed Governor ------------------------------------------------------------------------------------------------- 20 2.3.4 Automotive (Min/Max) Governor -------------------------------------------------------------------------------- 21 2.3.5 Auxiliary Governors ------------------------------------------------------------------------------------------------- 22 2.3.6 Engine Speed Cruise Control ------------------------------------------------------------------------------------ 23 2.3.7 Vehicle (Road) Speed Cruise Control ------------------------------------------------------------------------- 24 2.3.8 Road Speed Governor ---------------------------------------------------------------------------------------------- 26 2.3.9 Intermediate Speed Control / Industrial PTO---------------------------------------------------------------- 26 2.4 Engine Performance -------------------------------------------------------------------------------------------------------- 27 2.4.1 Constrained Operation Curve ------------------------------------------------------------------------------------ 27 2.4.2 Switchable Droop ---------------------------------------------------------------------------------------------------- 28 2.4.3 Switched Alternate Low Idle Speed ---------------------------------------------------------------------------- 29 2.4.4 Adjustable Low Idle Speed---------------------------------------------------------------------------------------- 29 2.4.5 Adjustable Low Idle Speed with Droop ----------------------------------------------------------------------- 30 2.4.6 Idle Shutdown --------------------------------------------------------------------------------------------------------- 30 2.4.7 Idle Ramp Down ------------------------------------------------------------------------------------------------------ 30 2.4.8 Engine Brakes--------------------------------------------------------------------------------------------------------- 31 2.4.9 Aftertreatment System Control ---------------------------------------------------------------------------------- 32 2.4.10 Air Intake Restriction Monitor------------------------------------------------------------------------------------ 32 2.5 Electronic Accelerators (Throttle) ---------------------------------------------------------------------------------------- 32 2.5.1 Analog Throttle ------------------------------------------------------------------------------------------------------- 32 2.5.2 Accelerator Pedal or Lever Settings (Single Potentiometer Throttle) ------------------------------ 33 2.5.3 Dual Analog Accelerator (Dual Potentiometer Throttle) (Primary) ----------------------------------- 34 2.5.4 Remote Accelerator ------------------------------------------------------------------------------------------------- 34 2.5.5 Frequency Accelerator (Throttle) ------------------------------------------------------------------------------- 35 2.6 Cold Start Aids --------------------------------------------------------------------------------------------------------------- 36 2.6.1 Engine Warm-up Protection – Maximum RPM and Torque--------------------------------------------- 36 2.6.2 Intake Air Heater ------------------------------------------------------------------------------------------------------ 38 2.6.3 Coolant Temperature based Alternate Low Idle (Cold Idle) -------------------------------------------- 38 2.6.4 Ether Injection System (QSX15 only) -------------------------------------------------------------------------- 39 2.7 Engine to Machine Interface Control ------------------------------------------------------------------------------------ 39 2.7.1 Dedicated PWM Output -------------------------------------------------------------------------------------------- 39 2.7.2 Duty Cycle Monitor -------------------------------------------------------------------------------------------------- 40 2.7.3 Switched Outputs Based On Sensed Parameters --------------------------------------------------------- 40 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

2.7.4 Switched Outputs (Dual Output) with Engine Shutdown ----------------------------------------------- 41 2.7.5 Speed Signal to Tachometer ------------------------------------------------------------------------------------- 41 2.7.6 Electronic Fan Clutch ----------------------------------------------------------------------------------------------- 42 2.7.7 Dual Fan Clutch ------------------------------------------------------------------------------------------------------- 42 2.7.8 Fan Type ---------------------------------------------------------------------------------------------------------------- 43 2.7.9 Hydraulic Fan Drive System -------------------------------------------------------------------------------------- 45 2.7.10 Immobilizer ------------------------------------------------------------------------------------------------------------- 45 2.8 Engine Protection ------------------------------------------------------------------------------------------------------------ 45 2.8.1 Engine Protection ---------------------------------------------------------------------------------------------------- 45 2.8.2 Engine Protection - OEM Pressure, OEM Temperature and OEM Switch Input ----------------- 45 2.8.3 Engine Protection – Air Intake Restriction Monitor ------------------------------------------------------- 46 2.8.4 Engine Protection – Overspeed --------------------------------------------------------------------------------- 46 2.8.5 Engine Protection Shutdown Override (Refer to Section 2.14.1) ------------------------------------- 46 2.8.6 Water in Fuel Sensor ------------------------------------------------------------------------------------------------ 46 2.8.7 Air Intake Shut Off (ASO) ------------------------------------------------------------------------------------------ 46 2.8.8 Injector Performance Test (IPT) --------------------------------------------------------------------------------- 47 2.9 J1939 --------------------------------------------------------------------------------------------------------------------------- 48 2.9.1 Multiplexing ------------------------------------------------------------------------------------------------------------ 48 2.9.2 Multiple Unit Synchronization ----------------------------------------------------------------------------------- 49 2.10 Miscellaneous Features ------------------------------------------------------------------------------------------------- 49 2.10.1 Electrical System Voltage ----------------------------------------------------------------------------------------- 49 2.10.2 Multilevel Security --------------------------------------------------------------------------------------------------- 49 2.11 Starter Lockout ------------------------------------------------------------------------------------------------------------ 49 2.11.1 General Feature Description ------------------------------------------------------------------------------------- 49 2.12 Engine Maintenance / Monitoring Features ------------------------------------------------------------------------ 50 2.12.1 Maintenance Monitor ----------------------------------------------------------------------------------------------- 50 2.12.2 Trip Information ------------------------------------------------------------------------------------------------------ 50 2.12.3 Reset Trip Information --------------------------------------------------------------------------------------------- 51 2.13 Sensors --------------------------------------------------------------------------------------------------------------------- 51 2.13.1 OEM Temperature 1 Sensor (Auxiliary Temperature) ---------------------------------------------------- 51 2.13.2 Auxiliary Pressure 1 Sensor (OEM Pressure)--------------------------------------------------------------- 51 2.13.3 Vehicle Speed Source ---------------------------------------------------------------------------------------------- 51 2.13.4 Tachograph ------------------------------------------------------------------------------------------------------------ 51 2.13.5 CAC out Temperature Sensor------------------------------------------------------------------------------------ 51 2.14 Switches -------------------------------------------------------------------------------------------------------------------- 51 2.14.1 Engine Protection Shutdown Override ----------------------------------------------------------------------- 51 2.14.2 Clutch Switch---------------------------------------------------------------------------------------------------------- 52 2.14.3 Service Brake Switch ----------------------------------------------------------------------------------------------- 52

3. OEM Components ----------------------------------------------------------------------------------------- 52 3.1 Introduction -------------------------------------------------------------------------------------------------------------------- 52 3.2 How to Use This Section --------------------------------------------------------------------------------------------------- 52 3.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 52 3.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 52 3.2.3 Contents ---------------------------------------------------------------------------------------------------------------- 52 3.3 Component List -------------------------------------------------------------------------------------------------------------- 53 3.4 Connectors -------------------------------------------------------------------------------------------------------------------- 56 3.4.1 2-Pin Fuel Heater Connector ------------------------------------------------------------------------------------- 56 3.4.2 4-Pin Intake Air Temperature/Pressure Sensor Connector (TBAP): --------------------------------- 57 3.4.3 J1939 9-Pin Datalink Interface Connector ------------------------------------------------------------------- 57 3.4.4 J1939 Datalink Connectors (3-pin connector for Engine Side Tool Port)-------------------------- 58 3.4.5 OEM 96 Pin Connector --------------------------------------------------------------------------------------------- 59 3.4.6 24-Pin Crossover Connector ------------------------------------------------------------------------------------- 60 3.5 Lamps -------------------------------------------------------------------------------------------------------------------------- 61 3.5.1 Exhaust System Cleaning (Regen) Lamp -------------------------------------------------------------------- 61 3.5.2 Diesel Exhaust Fluid (DEF) Lamp------------------------------------------------------------------------------- 61 3.5.3 High Exhaust System Temperature (HEST) Lamp -------------------------------------------------------- 61 3.5.4 Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp ------------------------------------------- 61 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

3.5.5 Stop Lamp -------------------------------------------------------------------------------------------------------------- 62 3.5.6 Wait to Start Lamp --------------------------------------------------------------------------------------------------- 62 3.5.7 Warning Lamp--------------------------------------------------------------------------------------------------------- 62 3.5.8 Power on Indicator (POI) Lamp ---------------------------------------------------------------------------------- 63 3.6 Relays -------------------------------------------------------------------------------------------------------------------------- 63 3.6.1 Fan Clutch Relay ----------------------------------------------------------------------------------------------------- 63 3.6.2 Fuel Heater Relay ---------------------------------------------------------------------------------------------------- 63 3.6.3 Intake Air Heater Relays ------------------------------------------------------------------------------------------- 64 3.6.4 Idle Shutdown Relay ------------------------------------------------------------------------------------------------ 65 3.6.5 Standard Relay-------------------------------------------------------------------------------------------------------- 65 3.6.6 Starter Lockout Relay ---------------------------------------------------------------------------------------------- 66 3.6.7 Dual Outputs Relay -------------------------------------------------------------------------------------------------- 67 3.7 Sensors ------------------------------------------------------------------------------------------------------------------------ 68 3.7.1 Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch) --------------------------- 68 3.7.2 Accelerator Pedal or Lever Position Sensor (w/o Idle Validation Switch) ------------------------- 68 3.7.3 Dual Analog Accelerator Position Sensor ------------------------------------------------------------------- 68 3.7.4 Coolant Level Sensor ----------------------------------------------------------------------------------------------- 68 3.7.5 Vehicle Speed Sensor (Digital VSS) Input ------------------------------------------------------------------- 69 3.7.6 Vehicle Speed Sensor (Magnetic Pickup VSS) ------------------------------------------------------------- 70 3.7.7 Tachograph Vehicle Speed Sensor (VSS)-------------------------------------------------------------------- 72 3.7.8 OEM Temperature Sensor ----------------------------------------------------------------------------------------- 73 3.7.9 OEM Pressure Sensor ---------------------------------------------------------------------------------------------- 75 3.7.10 Water-In-Fuel Sensor ----------------------------------------------------------------------------------------------- 76 3.7.11 CAC Out Temperature Sensor ----------------------------------------------------------------------------------- 77 3.7.12 Fan Speed Sensor (Digital) Input ------------------------------------------------------------------------------- 78 3.8 Switches ----------------------------------------------------------------------------------------------------------------------- 80 3.8.1 Switch Conventions ------------------------------------------------------------------------------------------------- 80 3.8.2 Switch Specifications ----------------------------------------------------------------------------------------------- 80 3.8.3 Switch Characteristics --------------------------------------------------------------------------------------------- 81 3.8.4 Alternate Droop Switch -------------------------------------------------------------------------------------------- 81 3.8.5 Alternate Low Idle Switch ----------------------------------------------------------------------------------------- 82 3.8.6 Constrained Operation Curve Switch ------------------------------------------------------------------------- 83 3.8.7 Switch Applications ------------------------------------------------------------------------------------------------- 83 3.9 Suppliers ----------------------------------------------------------------------------------------------------------------------- 94

4. Interfaces and Installation ------------------------------------------------------------------------------ 95 4.1 Introduction -------------------------------------------------------------------------------------------------------------------- 95 4.1.1 Requirements Summary ------------------------------------------------------------------------------------------- 95 4.2 How to use this section ----------------------------------------------------------------------------------------------------- 96 4.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 96 4.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 96 4.2.3 Content ------------------------------------------------------------------------------------------------------------------ 96 4.3 Wiring Diagram --------------------------------------------------------------------------------------------------------------- 97 4.4 ECM Pin Mapping Guide -------------------------------------------------------------------------------------------------- 97 4.4.1 J2 OEM 96-Pin Connector for QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8 and QSG12 ----------- 97 4.4.2 OEM 24-pin Crossover Connector ---------------------------------------------------------------------------- 103 4.5 Pin Specifications by Type ---------------------------------------------------------------------------------------------- 104 4.5.1 5V Sensor Voltage Source -------------------------------------------------------------------------------------- 104 4.5.2 Switch (pull to ground) Input ----------------------------------------------------------------------------------- 104 4.5.3 APS1 (Accelerator Position Sensor 1) Supply Voltage (5 V) and Return ------------------------ 106 4.5.4 ECM Return ---------------------------------------------------------------------------------------------------------- 106 4.5.5 ECM Power (Battery+) and ECM Return (Battery-) ------------------------------------------------------ 107 4.5.6 Ratiometric Analog Input ---------------------------------------------------------------------------------------- 107 4.5.7 Resistive Analog Input ------------------------------------------------------------------------------------------- 107 4.5.8 Keyswitch Input ---------------------------------------------------------------------------------------------------- 108 4.5.9 Switched Sink Driver Output ----------------------------------------------------------------------------------- 109 4.5.10 Switched Source Driver Output ------------------------------------------------------------------------------- 110 4.5.11 Tachometer Sink Driver Output ------------------------------------------------------------------------------- 111 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

4.5.12 Intake Air Heaters (Grid Heaters) ----------------------------------------------------------------------------- 112 4.5.13 Power and Ground Requirements ---------------------------------------------------------------------------- 113 4.5.14 Switch and Sensor Grounding Requirements and Recommendations -------------------------- 115 4.5.15 Solenoid Grounding Requirements -------------------------------------------------------------------------- 116 4.5.16 Datalink Grounding ------------------------------------------------------------------------------------------------ 116 4.5.17 Temperature Specifications ------------------------------------------------------------------------------------ 116 4.5.18 Keyswitch (Ignition) Requirement ---------------------------------------------------------------------------- 116 4.6 OEM Installation Requirements ---------------------------------------------------------------------------------------- 117 4.6.2 Harness Boot Requirements ----------------------------------------------------------------------------------- 119 4.6.3 Remote Mount ECM ----------------------------------------------------------------------------------------------- 120 4.6.4 OEM Connector Grounding and Strain relief ------------------------------------------------------------- 120 4.6.5 Welding Requirements ------------------------------------------------------------------------------------------- 120 4.6.6 Miscellaneous Notes ---------------------------------------------------------------------------------------------- 121

5. Datalinks and Diagnostics---------------------------------------------------------------------------- 122 5.1 Introduction ------------------------------------------------------------------------------------------------------------------ 122 5.1.1 J1939 Physical Layer --------------------------------------------------------------------------------------------- 122 5.1.2 Recommendations ------------------------------------------------------------------------------------------------- 123 5.2 Diagnostics ------------------------------------------------------------------------------------------------------------------ 123 5.2.1 Advanced Diagnostics ------------------------------------------------------------------------------------------- 123 5.2.2 Diagnostics ---------------------------------------------------------------------------------------------------------- 123 5.2.3 External Diagnostic Tools --------------------------------------------------------------------------------------- 124 5.3 Serial Communications --------------------------------------------------------------------------------------------------- 124 5.3.1 CM2350 Controller Serial Communications --------------------------------------------------------------- 124 5.3.2 Introduction ---------------------------------------------------------------------------------------------------------- 124 5.3.3 J1939 Public Datalink Installation Information ----------------------------------------------------------- 125 5.3.4 Connections: -------------------------------------------------------------------------------------------------------- 126 5.3.5 CUMMINS Engine Network -------------------------------------------------------------------------------------- 126 5.3.6 J1939 Cable and Connector Suppliers ---------------------------------------------------------------------- 126 5.3.7 Messages Supported on CM2350 modules ---------------------------------------------------------------- 130 5.3.8 Messages Supported on J1939 -------------------------------------------------------------------------------- 130 5.3.9 Key to Messages Supported on J1939 Table ------------------------------------------------------------- 130 5.3.10 Cummins Specific Information for PGNs------------------------------------------------------------------- 158 5.4 Network Utilization--------------------------------------------------------------------------------------------------------- 161 5.4.1 J1939 Network Utilization --------------------------------------------------------------------------------------- 161 5.5 Diagnostics Supported over Engine Controller Datalinks -------------------------------------------------------- 163 5.5.1 Supported Messages and Source Addresses for Clearing Faults --------------------------------- 163 5.5.2 Engine Controller Diagnostic Information ----------------------------------------------------------------- 163 Frequently Asked Questions on Cummins Datalinks ---------------------------------------------------------------------- 165 Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault Codes ------------------------------------------- 166 Appendix B: Component ID ----------------------------------------------------------------------------------------------------- 167 5.6 Revision History: ----------------------------------------------------------------------------------------------------------- 168

List of Figures Figure 2-1 Low Speed Governor ......................................................................................................................19 Figure 2-2 High Speed Governor ........................................................................................................................20 Figure 2-3 All Speed (Variable Speed) Governor ...............................................................................................21 Figure 2-4 Automotive (Min/Max) Governor........................................................................................................22 Figure 2-5 Example Variable ISC Resistor Network Wiring .................................................................................27 Figure 2-6 HSG Alternate Droop .........................................................................................................................28 Figure 2-7 PWM Output Signal ...........................................................................................................................39 Figure 2-8 Example of Duty Cycle Monitor .........................................................................................................40 Figure 2-9 Tachometer Signal ............................................................................................................................41 Figure 2-10 Electronic Fan Control Circuit Example (Spal Fan type) ...................................................................44 Figure 2-11 CM2350 ASO Wiring Diagram...........................................................................................................47 Figure 2-12 IPT Flow Chart ...................................................................................................................................48 Figure 3-1 9- Pin Datalink Interface Connector....................................................................................................58 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Figure 3-2 J1939 Datalink Engine Side Tool Port 3-pin Connectors ...................................................................58 Figure 3-3 OEM 96-Pin Connector ......................................................................................................................60 Figure 3-4 24-Pin Crossover Connector ..............................................................................................................61 Figure 3-5 Intake Air Heater Relay ......................................................................................................................64 Figure 3-6 Standard Relay Diagram ....................................................................................................................65 Figure 3-7 Suppression Diode notes ...................................................................................................................66 Figure 3-8 Example Standard Relay ....................................................................................................................66 Figure 3-9 Dual Outputs Relay A and B Diagram ...............................................................................................67 Figure 3-10 Coolant Level Sensor Input ..............................................................................................................69 Figure 3-11 Digital VSS - Signal ..........................................................................................................................70 Figure 3-12 Digital VSS - Simplified Circuit ..........................................................................................................70 Figure 3-13 Voltage Detection Threshold – Magnetic Pickup VSS ......................................................................71 Figure 3-14 Magnetic Pickup VSS - Simplified Circuit .........................................................................................72 Figure 3-15 Tachograph Output Signal ................................................................................................................72 Figure 3-16 Example OEM Temperature Sensor ................................................................................................74 Figure 3-17 OEM Temperature Sensor Kit ..........................................................................................................75 Figure 3-18 Fuel Filter with Water-In-Fuel Sensor ...............................................................................................76 Figure 3-19 Switch Diagram Examples................................................................................................................79 Figure 3-20 Switch Diagram Examples................................................................................................................80 Figure 3-21 Alternate Droop Switch Diagram ......................................................................................................82 Figure 3-22 Alternate Low Idle Switch Diagram...................................................................................................83 Figure 3-23 Air Conditioner Pressure Switch .......................................................................................................84 Figure 3-24 Auxiliary Governor Switch Diagram ..................................................................................................84 Figure 3-25 Cruise Control On/Off Switch ...........................................................................................................85 Figure 3-26 Clutch Switch Diagram .....................................................................................................................85 Figure 3-27 Diagnostics On/Off Switch ................................................................................................................86 Figure 3-28 Air Intake Shut Off Test Switch..........................................................................................................86 Figure 3-29 Air Intake Shutoff Manual Switch.......................................................................................................87 Figure 3-30 Engine Brake Switch Configuration (Compression Braking) .............................................................88 Figure 3-31 Engine Brake Switch Configuration (VGT Braking, Exhaust Throttle) ..............................................88 Figure 3-32 Engine Protection Shutdown Override (Momentary) Switch .............................................................88 Figure 3-33 Fan Control Accessory Switch Diagram ...........................................................................................89 Figure 3-34 Increment/Decrement- Set/Resume Switch Diagram........................................................................90 Figure 3-35 ISC Switch ........................................................................................................................................90 Figure 3-36 Brake Switch Diagram ......................................................................................................................91 Figure 3-37 Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram ............................................91 Figure 3-38 Manual (Non-Mission) Exhaust System Cleaning Initiate Switch Diagram ......................................91 Figure 3-39 Remote Accelerator On/Off Switch...................................................................................................92 Figure 3-40 Service Brake Switch Diagram .........................................................................................................92 Figure 3-41 Coolant Level Switch Input ...............................................................................................................93 Figure 3-42 Coolant Level Switch Equivalent Circuit ............................................................................................93 Figure 3-43 Reversible Fan Purge/ Inhibit Switch ...............................................................................................94 Figure 4-1 Type 1 Switch (Pull-to-Ground) Input Simplified Circuit ...................................................................105 Figure 4-2 Type IV Switch (Pull-to-Ground) Input Simplified Circuit ...................................................................105 Figure 4-3 Ratiometric Analog Input Simplified Circuit .......................................................................................107 Figure 4-4 Resistive Analog Input Simplified Circuit ..........................................................................................108 Figure 4-5 Switched Pull-down Input Circuit ......................................................................................................109 Figure 5-1 J1939-11/15 Network Topology........................................................................................................122 Figure 5-2 Example Fault Code Sequences ......................................................................................................124 Figure 5-3 Typical J1939 Topology for Off-Highway Applications ......................................................................128 Figure 5-4 Typical J1939-15 Topology using J1939-11 connector for Off-Highway Applications ......................129 Figure 5-5 ECM Connector Plate - CM2350 .......................................................................................................130 Figure 5-6 Example of SAE J1939 Byte/Bit Numbering Convention: .................................................................132 Figure 5-7 Example: PGN 61444 (00F004) Electronic Engine Controller 1 - EEC1...........................................132 Figure 5-8 Re-Scheduling of Collided Messages................................................................................................164 Figure 5-9 Re-Scheduling the Response to a Requested Message ..................................................................164

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

List of Tables Table 2-1 Default Variable ISC Voltage Values ..................................................................................................26 Table 2-2 Engine Braking......................................................................................................................................31 Table 2-3 Air Intake Restriction Monitor Fault Code .............................................................................................32 Table 2-4 Settings for Dedicated PWM Output Type ..........................................................................................40 Table 2-5 Input parameters for Switched outputs feature...................................................................................41 Table 2-6 Electronic Fan Clutch Parameters ........................................................................................................42 Table 2-7 Dual Fan Parameters ............................................................................................................................43 Table 3-1 Component List ....................................................................................................................................53 Table 3-2 2-Pin Fuel Heater Connector - Example ..............................................................................................56 Table 3-3 4-Pin Intake Air Temperature/Pressure Sensor Connector - Example................................................57 Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor (TBAP) Pin out Information .......................................57 Table 3-5 9-Pin Datalink Interface Connector – Example ....................................................................................57 Table 3-6 J1939 Datalink (3-pin) Connectors - Example .....................................................................................59 Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information..........................................................................59 Table 3-8 OEM 96 Pin Connector Specifications.................................................................................................60 Table 3-9 24-Pin Crossover Connector - Example ..............................................................................................60 Table 3-10 Stop Lamp Specifications ..................................................................................................................62 Table 3-11 Wait to Start Lamp Specifications ......................................................................................................62 Table 3-12 Warning Lamp Specifications ............................................................................................................63 Table 3-13 Power on Indicator Lamp Specifications ...........................................................................................63 Table 3-14 Intake Air Heater Relay Specifications ..............................................................................................64 Table 3-15 Example Intake Air Heater Relay Part List ........................................................................................64 Table 3-16 Standard Relay Specifications ...........................................................................................................65 Table 3-17 Dual Outputs Relay Specifications ...................................................................................................67 Table 3-18 Coolant Level Sensor Specifications .................................................................................................69 Table 3-19 Digital VSS Specifications .................................................................................................................69 Table 3-20 Magnetic Pickup VSS Specifications .................................................................................................71 Table 3-21 Tachograph Specifications ................................................................................................................72 Table 3-22 OEM Temperature Sensor Specifications .........................................................................................73 Table 3-23 OEM Temperature Sensor Sample Calibration Table .......................................................................73 Table 3-24 Example OEM Temperature Sensor Part List ...................................................................................74 Table 3-25 Example OEM Temperature Sensor Kit Part List ..............................................................................75 Table 3-26 Water-In-Fuel Sensor (Example) .......................................................................................................76 Table 3-27 Fuel Filter with Water-In-Fuel Sensor, Part List.................................................................................77 Table 3-28 WIF Sensor electronic specifications .................................................................................................77 Table 3-29 CAC Out Temperature Sensor Specifications ....................................................................................77 Table 3-30 CAC Out Temperature Sensor Sample Calibration Table ..................................................................77 Table 3-31 Example CAC out Temperature Sensor Part ....................................................................................78 Table 3-32 Digital Fan Speed Sensor Specifications ..........................................................................................78 Table 3-33 Type “A” Switch (SPST Toggle) Specifications .................................................................................80 Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications .....................................................80 Table 3-35 Alternate Droop Switch Specifications ...............................................................................................82 Table 3-36 Low Idle Switch Specifications ...........................................................................................................83 Table 3-37 Auxiliary Governor Switch Specifications ..........................................................................................84 Table 3-38 Increment/Decrement - Set/Resume Switch Specifications ..............................................................90 Table 3-39 Coolant Level Switch Specifications ..................................................................................................93 Table 3-40 Supplier Contact List ..........................................................................................................................94 Table 4-1: Recommendations on Twisting Circuits ..............................................................................................97 Table 4-2 Industrial CM2350 96-pin Mapping (QSB, QSL, QSX, QSF and QSG) ..............................................97 Table 4-3 Industrial CM2350 24-pin Mapping (QSB, QSL, QSF, QSX and QSG) ............................................103 Table 5-1 Network Topology Parameters Table ................................................................................................122 Table 5-2 Messages Supported on J1939 .........................................................................................................134 Table 5-3 J1939 Messages Non-multiplexed -vs- Multiplexed ..........................................................................162 Table 5-4 J1939 Messages and Authorized Addresses ....................................................................................163 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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1. Overview This document is intended to help in understanding and working with various electronic aspects of the QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15, and QSG12 Tier 4F engines. In this overview section, a comprehensive list of all the references used throughout the document is mentioned, in addition to definitions of frequently used terms and commonly used acronyms. Information is provided to help the OEM, distributor, or customer interface the engine’s electronics with vehicle or equipment electronics and properly integrate the engine into industrial equipment. Requirement: The Electronic System must meet the requirements outlined in this document. The major sections of this document, in addition to this section, are as follows: Electronic Features and OEM Adjustments OEM Components Interfaces and Installation Datalinks and Diagnostics Each section consists of an introduction with an overview that describes the section’s purpose, usage, and contents.

1.1

Reference Documentation

CEB00547 Industrial Generic Calibration Settings CEB00232 Vehicle Speed Input Electrical Interface CEB00549 Industrial Electronic Accelerator Pedal Position Performance Specification / Interface CEB00550 Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed / J1939 Control Features CEB00502 CM2350 Tier 4 Final - Aftertreatment Electronic Subsystem Technical Package CEB00505 Remote Mount ECM Installation Requirements-CM2350 CEB00536 CM2880B Electronic Subsystem Technical Package – Industrial Tier4 Final / Stage IIIB AEB 24.53 Cummins Branded Starters, Alternators, and Fuel Shut-off Solenoids - Industrial Application Requirements CEB00344 Attachment B - Tier 4 Final DOC/SCR Calterm Test Procedures CEB00344 Attachment C - Tier 4 Final DPF/SCR Calterm Test Procedures CEB00346 Machine Constrained Engine Operation – Installation Requirements AEB21.140 Cummins Supplied Air Intake Shutoff Valve Installation Requirements

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SAE References for Serial Communications Disclaimer: SAE documentation is available from the SAE official website. SAE J1939-11, SAE J1939-13, SAE J1939-15 and entire suite of SAE J1939 standards on the web can be accessed at http://www.saemobilus.org.

SAE J1939

Recommended Practice for a Serial Control and Communications Network (April 2000). Provides a list of all of the J1939-xx documents that are planned. It provides a brief tutorial about the overall set of documents and basic operation of the network.

SAE J1939-11

Physical 250 Kbps, Twisted Shielded Pair (December 2016). Operates at 250K bits/sec, linear bus with shielded twisted pair cable with a drain.

SAE J1939-13

Off-board Diagnostic Connector (October 2016). Specifies 9-pin Deutsch “Type 1” and “Type 2” connectors that will provide a connection to that specific J1939 datalink and also designates pin-outs such as Unswitched power and ground.

SAE J1939-15

Physical Layer (August 2015). Operates at 250K bits/sec, Un-Shielded Twisted Pair. Physical Layer, 250 Kbps, Un-shielded Twisted Pair (August 2015). The J1939-15 network was designed as a reduced 1939-11 network for connecting standard ECUs on a vehicle (e.g. Engine, ABS, Transmission…). The J1939-15 network allows the vehicle integrator to design a reduced network to meet design and cost goals with comparable performance to the J1939-11 network.

SAE J1939-21

Data Link Layer (March 2016). Specifies CAN 2.0b as the message protocol to be used. Also defines an interface to the application layer of J1939.

SAE J1939-71

Vehicle Application Layer (October 2016 and 1Q01 committee approvals) Defines transmitted parameter value interpretation rules that allow receiving devices to determine if the sending device is able to supply all parameters associated with the parameter group, if any of the parameters has an error condition or if the signal is valid.

SAE J1939DA

Digital Annex of Serial Control and Communication Heavy Duty Vehicle Network Data - February 2017. Provides all of the SPNs, PGNs, and other J1939 data in a spreadsheet format. SAE J1939 DA contains all of the content published in SAE J1939-71 Appendices.

SAE J1939-73

Diagnostic Application Layer (May 2017)–Diagnostics. Defines capability required to perform diagnostics on J1939 strategy to identify the least repairable subsystem that failed, how it failed, read and clear diagnostics fault codes, communication of diagnostic lamp status and providing a variety of parameters for monitoring by the service tool.

SAE J1939-81

Network Management (March 2017)

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1.2

CEB 00503

Definitions

Accelerator The physical device used by the operator to command speed/torque to the engine. It can be in the form of a foot pedal, hand throttle, or other similar device to provide operator command levels. A/D Analog to digital. Typically a sensor that converts an analog input (like pressure) into a digitized format (usually voltage). APS Signal Voltage The voltage output of the accelerator pedal sensor that varies with the mechanical position of the accelerator pedal or lever. APS1 Accelerator position sensor number 1 of a sensor assembly with multiple independent position sensors integrated into a single physical package. APS2 Accelerator position sensor number 2 of a sensor assembly with multiple independent position sensors integrated into a single physical package. Automotive Governor A fueling governor relating accelerator position to engine torque. Auxiliary Pressure Also referred to as OEM Pressure. An OEM input that takes an analog pressure sensor signal and provides OEM selectable features based on that input. Auxiliary Temperature Also referred to as OEM Temperature. An OEM input that takes a variable resistance temperature sensor and provides OEM selectable features based on that input. CC; PTO/ISC Cruise Control and Power Take-Off / Intermediate Speed Control. May be used together as shown or individually. The term ISC is used instead of PTO for Industrial applications. CM2350 Electronic Control Module used on Industrial Tier 4F engines. Component An electrical connector, lamp, relay, sensor, or switch that must be installed by the OEM for the associated engine feature to function properly. A component may be Optional, Required, or Standard. Confidence Test A startup sequence where all lamps are lit for a few seconds after engine startup. This gives the driver a visual verification that all lamps are working. Dual Analog Accelerator Pedal Sensor An accelerator pedal sensor having two independent analog output signals that correlate to the position of the accelerator device. Also referred to as Dual Potentiometer Throttle. ECM Electronic Control Module. Provided by Cummins and attached to the engine, the ECM controls the engine and supported features. The OEM interfaces with the ECM through the OEM 96-Pin and 24-Pin Connectors. Electronic Accelerator Pedal Sensor Interface The term electronic accelerator pedal sensor interface refers to the electrical characteristics of the accelerator pedal sensor and engine control module (ECM) accelerator pedal sensor input circuit. In automotive and some industrial applications, an accelerator pedal sensor provides the mechanism to communicate the operator’s demand for speed/torque to the engine control system. Falling Edge (Electronics) Measuring a change from the “high” state to the “low” state to enact the desired transition. For example, if “x” is considered to happen on the falling edge of a switch, “x” occurs when the switch transitions from ON to OFF. Feature An organizational concept used to describe a set of engine control characteristics designed to perform a task or set of tasks. For example, all of the logic and programming designed for automatic engine speed control is called the “Engine Speed Cruise Control” feature. Hall Effect Sensor A magnetic pickup sensor that counts gear teeth rotation or other magnetic irregularity to provide an input for vehicle speed calculation. Hysteresis A parametric value difference used to filter a signal so that the output does not respond to small changes in the input. For example, Output 1 may turn ON when the input exceeds the selected threshold, but not turn it off until the input drops 5 % below the selected threshold. This prevents rapid switching on and off as the input drifts around the threshold. IVS Idle Validation Switch. The CM2350 uses two of these switches to ensure a reliable idle or not-idle detection.

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Latched A switch action characteristic indicating the switch will maintain that position at rest once initially moved into it. Examples: A light switch in a home, The Caps Lock key on a computer keyboard. Min-Wins A method of selecting from a group of parameters with only one output. This selection method is typically used for limits like engine torque or speed. Several features submit a limit, and the lowest limit “wins”, or are the actual limit applied to the engine. Constrained Operation Curve A condition where the range of engine operation is temporarily constrained from full capability due to engine operation or a required equipment limitation. Max-Wins A method of selecting from a group of parameters with only one output. This selection method is typically used for limits like engine torque or speed. Several features submit a limit and the highest, or maximum limit ‘wins’, or is the actual limit applied to the engine. Maximum Accelerator Voltage The voltage output of the accelerator pedal sensor when the treadle is in the fully depressed, open position. Minimum Accelerator Voltage The voltage output of the accelerator pedal sensor when the treadle is in the fully relaxed, closed position. Momentary A switch action characteristic indicating that the switch will not stay in that position at rest. Examples: A windshield wiper pulse switch, most keys on a keyboard. NC and NO For relays and switches - refers to normally closed (NC) or normally open (NO) contacts. Non-Stationary An application that has a vehicular propulsion component, or a major moving part which affects control/balance of the machine. Normally Closed Reference to a switch or relay configuration. Switch: A “normally closed” switch indicates the switch is momentary in the open position and will return to closed at rest. Relay: A “normally closed” relay indicates the contacts switched by the relay will be closed in the un-powered state of the relay, and the contacts will be open in the powered state. “Normally closed” does not imply the switch or relay will usually be in the closed position, as something mechanical may regularly hold it in the not “normal” position. See Normally Open for an example. Normally Open Reference to a switch or relay configuration. Switch: A “normally open” switch indicates the switch is momentary in the closed position and will return to open at rest. Relay: A “normally open” relay indicates the contacts switched by the relay will be open in the un-powered state of the relay, and the contacts will be closed in the powered state. “Normally open” does not imply the switch or relay will usually be in the open position, as something mechanical may regularly hold it in the not “normal” position. For example, the Clutch Switch is a normally open switch, but the switch is installed such that the clutch pedal will hold the switch in the closed position when the pedal is not depressed. OEM Original Equipment Manufacturer; for the purposes of this Technical Package, the organization installing the Cummins engine into a machine. OEM Pressure Also referred to as Auxiliary Pressure. Refer to Auxiliary Pressure definition. OEM Temperature Also referred to as Auxiliary Temperature. Refer to Auxiliary Temperature definition. On/Off (With respect to a feature) Activating or deactivating a feature with a switch or other normal means. ‘ON’ is grounded for switch and ‘Off’ is open for switch. Not the same concept as enable/disable. On-Off Refers to a switch’s latching and momentary action. (On)-Off indicates a switch latches in the "Off" position and is momentary in the "On" position. On-(Off) indicates a switch latches in the "On" position and is momentary in the "Off" position. A standard cruise control Set/Resume switch, momentary On to either side of a central "Off" position, would be denoted (On)-Off-(On). PowerMatch A Cummins developed application tool that allows the Cummins Application Engineer to set up a calibration for their customer’s machine. They can use this application to load the modified calibration into the ECM with an appropriate service tool. Pull-down Resistor A resistor connecting a circuit to ground. Pull-up Resistor A resistor connecting a circuit to a source voltage; may be connected to battery or some other supplied voltage. Pulse Width Modulated A periodic electronic signal consisting of a square wave of fixed amplitude and frequency with a varied duty-cycle (or pulse width). Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Ratiometric Analog Input A sensor with a supply voltage where the readout provides information from the ratio of voltage drop across a variable resistor compared to the supply voltage. Rising Edge (Electronics) Measuring a change from the “low” state to the “high” state to enact the desired transition. For example, if “x” is considered to happen on the rising edge of a switch, “x” occurs when the switch transitions from OFF to ON. SAE J1939 A high-speed communications network designed to support real-time closed loop control functions between electronic control units that may be physically distributed throughout the vehicle. It is the Recommended Practice for Serial Control and Communication Vehicle Net-work. Signal Mapping The pre-determination of which connector pins the ECM will support for which functions. VBatt + This refers to the vehicle Electrical System Voltage. While the ECM will run on transient voltages with a range of 9-32 VDC, QSB, QSL and QSX platforms only support base nominal voltages of 12 V and 24 V. Warning Lamp Maintenance Event An event performed by the ECM to notify the operator of a maintenance occurrence. The ECM performs a maintenance event by flashing the Warning lamp each 0.5 seconds for 30 seconds after the startup lamp sequence.

1.3

Frequently Used Acronyms

A/D AEB APS A/T CAN CC CEB CES CTS DA DEF DM DPF DTC EBS EFC ECM FMI HD HSG IMV INC/DEC ISC ISO IVS LSG LT MDV EDV MID MR MRI NC and NO N/A OEM PGN

Analog to Digital. Typically a sensor that converts an analog input (like pressure) into a digitized format (usually voltage) Application Engineering Bulletin Accelerator Position Sensor Aftertreatment Controller Area Network Cruise Control Customer Engineering Bulletin Cummins Engineering Standard Clear To Send Destination Address Diesel Exhaust Fluid Diagnostic Message Diesel Particulate Filter Diagnostic Trouble Code Electronic Braking System Electronic Fuel Control Engine Control Module (electronic controller) Failure Mode Identifier Heavy Duty High Speed Governor Inlet Metering Valve Increment Decrement Switch Intermediate Speed Control International Organization for Standardization Idle Validation Switch Low Speed Governor Low Temperature Mechanical Dump Valve Electronic Dump Valves (for T4F 6.7 engines) Message Identifier Midrange Midrange Industrial For relays and switches - refers to Normally Closed (NC) or Normally Open (NO) contacts Not Applicable Original Equipment Manufacturer Parameter Group Number

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PID POI PTO PWM QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 RPM RTS RQD RX SA SAE SID SPN SPST TI TX VR VSS

CEB 00503

Parameter Identifier Power on Indicator Power Take-Off (The Industrial application uses the term ISC) Pulse Width Modulated (see definition)

The Tier 4F product of the QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 engines Revolutions Per Minute Request To Send Required Receive Source Address Society of Automotive Engineers Suspect Identifier Suspect Parameter Number Single Pole Single Throw (SPST) Trip Information Transmit Variable Reluctance Vehicle Speed Sensor

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2. Electronic Control Features and OEM Adjustments 2.1

Introduction

The Electronic Control Features and OEM Adjustments section is written to assist OEMs, Distributors and Engine Customers in understanding and adjusting the Industrial Electronic Features. Please refer to the following link on GCE for further details on these control features. https://gce.cummins.com/ice/ice_generic/html/Features/functional_decriptions.htm

2.2

How to Use This Section

2.2.1 Purpose This section describes the OEM-adjustable features of Cummins engines using the CM2350 Electronic Control Modules. The document focuses on providing feature descriptions and logic sufficient to program all programmable parameters for each feature. 2.2.2 Usage OEMs use this document to understand parameter adjustments and to understand general feature operation. 2.2.3 Organization The programmable features are listed by functionality. 2.2.4 Content Each feature, that has any new aspects or functionality in the Tier 4F engines, contains the following sections listed below. The main feature description will be with the parameter that enables the feature. General Feature Description: The General Feature Description does not describe parameters individually, but the feature as a whole. The General Feature Description contains one or more of the following sections: 1. Overview: The overview section describes the purpose of the feature. 2. Operation: The operation section describes the general operation of the feature. Some parameters enable special functions of the feature, which may not fit into the overall description. In these cases, the operational descriptions of those functions will be in the specific parameter description. 3. Programming Dependencies: If the feature contains this section, it is because the feature programming depends on the programming of another feature, or because individual parameters in the feature affect engine operation even if the feature as a whole is not enabled. For any feature containing a feature Enable, the individual parameters of the feature do not affect engine operation unless the feature is enabled or this section indicates otherwise. 4. Hardware Required. This section describes specific hardware the OEM should be aware is required for the feature as a whole or certain functions of the feature to work properly. In most cases this hardware will be supplied by the OEM; in some cases the hardware is supplied by Cummins and installed by the OEM. If the hardware listed in this section is not installed, the feature or some functions of the feature will be unavailable. If the unavailable features or feature functions are Enabled when required hardware is not installed, undesirable effects may result, including, but not limited to: fault codes, lack of operation, undesirable operation, feature interactions and engine torque or speed derate. Contact your Cummins Service or Customer Engineering representative before deviating from the requirements and recommendations in this document.

2.3

Governors

There are several types of governors available on the Cummins Industrial Tier 4F engines: Low Speed Governor, High Speed Governor, All Speed Governor, Min/Max (Automotive style) Governor, and Engine Speed Cruise Control, Vehicle (Road) Speed Cruise Control, Road Speed Governor, and Intermediate Speed Control.

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Low Speed Governor General Feature Description 1. Overview: The low speed governor sets the idle speed of the engine. 2. Operation: The Low Speed Governor or idle governor feature controls engine fueling to maintain the desired engine idle speed within the torque capability of the engine. Idle engine speed can be adjusted within limits by engine conditions and operator inputs. The range is typically 600 rpm to 900 rpm. On start-up, the engine idle speed will be the idle reference speed. This speed is the default idle engine speed or the adjustable idle engine speed (if enabled, refer to Section 2.4.4 Adjustable Low Idle Speed), whichever is greater. The idle governor becomes inactive when overridden by another engine governor, such as VS (All-speed) governor or Intermediate Speed Control governor. Refer to Figure 2-1 Low Speed Governor. Related functions are in Sections 2.4.5, 2.4.2, and 2.5.1. (The Droop of the Low Idle always equal to 0.) 3. Programming Dependencies: None 4. Hardware Required: Accelerator Position Sensor (refer to Section 3.7.1)

Figure 2-1

2.3.2 1.

Low Speed Governor

High Speed Governor

General Feature Description 1. Overview: The high-speed governor limits the maximum speed of the engine. 2. Operation: The High Speed Governor (HSG) feature controls engine fueling to limit the engine speed. Refer to Figure 2.2 High Speed Governor. The Breakpoint speed determines at what position of the engine torque curve the HSG will start limiting the fueling.

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Figure 2-2 High Speed Governor Droop % = no load speed - full load speed x 100% (full load speed) If the droop percentage is zero, then the engine speed that the HSG governs to is called the isochronous speed. The droops, breakpoint speed, and isochronous speed can be changed. Refer to Section 2.4.2 Switchable Droop, for further details. 3. Programming Dependencies: Refer to Section 2.4.2, Switchable Droop to learn how to change the droop and speed settings. 4. Hardware Required: Acceleration Position Sensor or APS (Refer to Section 3.7.1) 2.3.3

All Speed Governor Overview: All Speed Governor controls the engine speed proportional to the accelerator position. This governor has the ability to run isochronous (0% droop) or with droop. Droop is the change in engine speed with change in load. Droop can be defined independently at 0% throttle and 100% throttle; then interpolates in between that range. Note: The All Speed (Variable Speed) Governor is the most common type of governor used by industrial applications.

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‘Max Load Torque

High Speed Idle Control

Low Speed Idle Control

Torque /Nm

‘Tmax(ABS)

‘ABS Reference Speed’

‘ABS No Load Speed’ Engine Speed /RPM Figure 2-3 All Speed (Variable Speed) Governor Droop % = no load speed - full load speed x 100% (full load speed) 2.3.4

Automotive (Min/Max) Governor The Automotive Governor produces engine torque proportional to throttle input. Engine speed is determined by the load and is bounded by the low speed governor (Section 2.3.1) and high-speed governor (Section 2.3.2). Note: Industrial applications do not commonly use the Automotive (Min/Max) Governor type. The Limp Home feature is not available when using the Automotive (Min/Max) Governor Type on Industrial applications.

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Commanded Accelerator_Position = 100%

'LSI Curve'

Commanded Accelerator_Position = 50%

'HSI Curve'

Torque /Nm

'Max Load Torque Curve'

Commanded Accelerator_Position = 1% 0 Engine Speed /Rpm

'No Fueling Torque Curve' Commanded Accelerator_Position = 0% Figure 2-4 Automotive (Min/Max) Governor

2.3.5

Auxiliary Governors

General Feature Description 1. Overview: This base feature will provide the interface necessary to select between the Auxiliary Speed Governor and the Auxiliary Pressure Governor. These two mutually exclusive governors are both isochronous type governors intended to control shafts or other similar mechanisms downside of a torque converter and independent of engine speed. This feature also has its own independent set of gains for stability adjustment (gains adjustable only by PowerMatch). This feature will also provide the monitor for the Auxiliary Governor Switch used to switch between the All Speed Governor and the Auxiliary Governor. 2. Operation: a. The Auxiliary Speed Governor is an isochronous type governor that controls the speed (RPM) of the engine to keep an output shaft at a constant speed. When in "SPEED CONTROL" mode, the throttle position is used to determine the throttle reference speed. Additionally, 1. The Auxiliary Governor Switch must go from an OFF to ON state to activate the feature. Additionally, the accelerator pedal must be at 0 percent and the Low Speed Governor must be in control before the Accelerator Based Speed Control feature can take over control of the Engine speed. 2. This feature allows switching between Auxiliary Speed and All Speed Governor. 3. A desired shaft speed is requested by a potentiometer (throttle input). The ECM will control the engine speed to maintain the shaft speed. 4. The Auxiliary Speed governor feature accepts a speed input signal from the OEM and will act as a speed limiting governor (similar to the High Speed Governor). 5. Throttle controls fueling until the input speed is greater than the reference speed. 6. Once this happens, the Auxiliary Speed governor will adjust fueling to keep the shaft speed at the reference speed. 7. This feature can be calibrated to be enabled /disabled by a switch. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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8. No droop capability. The use of Auxiliary Speed Governors helps reduce installation costs by eliminating external devices to maintain speed. Applications such as Rock Crushers and Ski Lifts use this feature. b. The Auxiliary Pressure Governor is an isochronous type governor that controls the speed (RPM) of the engine to maintain a constant pressure of an auxiliary pressure input (OEM Pressure input). This is accomplished when a desired pressure is requested by a potentiometer (throttle input) & the ECM can then control the engine speed to maintain the desired pressure. When in "PRESSURE CONTROL" mode, the feature will output a Throttle based Commanded Pressure Reference representing the reference value in units of pressure. Additionally, 1. The Auxiliary Governor Switch must go from an OFF to ON state to activate the feature. 2. When the Accelerator Based Pressure Control feature is activated by Auxiliary Governor Switch, the accelerator pedal must be at 0 percent and the Low Speed Governor must be in control before the Accelerator Based Pressure Control feature can take over control of the Engine speed. 3. The Auxiliary Pressure governor will adjust fueling to keep the auxiliary pressure at a constant value consistent with the throttle pedal position. 4. No droop capability. The use of Pressure Governors helps reduce installation costs by eliminating an additional or external pressure governor. This feature is use by Air Compressors, Water Pumps or any other applications where constant pressure is required. 3. Programming Dependencies: The Auxiliary Speed Governor and Auxiliary Pressure Governor are mutually exclusive, and cannot be running at the same time. Engine speed must be set at low idle speed in order for the transition between All Speed Governor and Auxiliary Governor to take place. 4. Hardware Required: Auxiliary Governor Switch Accelerator pedal Either a Tail-shaft Speed Sensor or an OEM Pressure Sensor 2.3.6

Engine Speed Cruise Control General Feature Description 1. Overview: Engine Speed Cruise Control offers the ability to automatically maintain a desired engine speed, with no accelerator pedal or hand accelerator control input. 2. Operation: Engine is accelerated to the desired engine speed, which becomes the Cruise Set Speed, and then operator has to activate Engine Speed Cruise Control. Once activated, Engine Speed Cruise Control fuels the engine as required to maintain the engine speed at the Cruise Set Speed. The operator may increase or decrease Cruise Set Speed while Engine Speed Cruise Control is active, or resume Cruise Set Speed if Engine Speed Cruise Control has been de-activated. The three possible states for Engine Speed Cruise Control when it has been selected are: a. Off - Cruise control does not affect engine operation, nor can it be activated. The Cruise control on/off switch is OFF. b. Standby - The Cruise control on/off switch is ON, but Cruise control has been deactivated and does not affect engine operation. Cruise control will remain on standby when the cruise control on/off switch is initially placed ON. It will remain in standby until the driver uses the cruise set/resume switch to make a request for activation, by either setting a desired speed or resuming to a desired speed. Activation will be allowed if all of the following requirements are met: - Engine speed must not be below minimum calibrated thresholds. - Brake pedal must not be depressed. - In the case of manual transmission, Clutch pedal must not be depressed.

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Active - Cruise control governor is controlling engine fueling to maintain the desired engine speed. The accelerator pedal can be used to increase the speed beyond the cruise control set speed (up to the high idle engine governor speed). When the pedal is released, cruise control will remain active when vehicle speed reached the previously set speed. To return to active mode, if cruise is in standby mode, the operator must enable either the set or the resume switch. Momentary enabling the set switch will establish a new set speed at the current engine speed. Momentary enabling of the resume switch will return cruise control to the previously established engine speed cruise.

While in the active mode, the coast feature of the set switch is used to decrease the engine speed and establish a new lower engine speed. By holding the set switch closed, the engine speed decreases until the switch is released; the speed at release becomes the new set speed. All these switches can be multiplexed through a J1939 datalink. The Service Brake switch may be multiplexed and its value obtained through the J1939 datalink (Refer to Section 2.9.1 Multiplexing). The accelerate feature of the resume switch, is used to increase the engine speed and establish a new higher set speed. By holding this switch closed, the engine speed increases until the switch is released; the speed at release becomes the new set speed. 3. Programming Dependencies: None 4. Hardware required: Cruise control on/off switch. (Refer to Section 0) Cruise set/resume-coast/accelerate switch (Refer to Section 3.8.711) Service Brake switch (Refer to Section 3.8.717) Clutch switch (Refer to Section 3.8.74) Parameter Descriptions: ESC Control Enable: 1. Application: ESC Control Enable parameter enables or disables the Engine Speed Cruise Control feature. 2. Programming: For vehicle to use the Engine Speed Cruise Control feature, set the ESC Control Enable parameter to Enable. 2.3.7

Vehicle (Road) Speed Cruise Control

General Feature Description 1. Overview: The Cruise Control (CC) feature maintains vehicle speed at an operator-selectable value. Note: This is similar to an automotive version of cruise control when a Vehicle Speed Sensor is available. 2. Operation: a. Cruise Control operations under standard conditions: 1. Activation Conditions. For the CC feature to activate, the ECM must have a valid vehicle speed reading, a vehicle speed that is greater than a set threshold (engagement road speed), a engine speed greater than the minimum engine speed parameter required for cruise control operation, the clutch pedal must not be pressed, and the service brake pedal must not be pressed. 2. Activation. The driver may activate the CC feature by placing the CC On/Off switch to the ON position, then depressing the Set function of the CC Set/Resume switch to set the vehicle speed at the current road speed. After the Set Switch is depressed, the throttle may be released and the vehicle speed is then controlled by the Road Speed Cruise Governor. If the Road Speed Cruise Control has been disabled by either the clutch or brake activation, then the Resume function of the CC Set/Resume switch may be depressed to re-engage the CC feature. The above Activation Conditions must be met for the Resume feature to function. 3. Normally, the Resume function only engages CC if the Set function was used to set the speed after the engine was started. However, if the ECM has Road Speed Saved at Key Off enabled, then the cruise control may be resumed to the previously set speed by depressing the Resume function of the Set/Resume switch. Again, the above Activation Conditions must be met for the Resume feature to function.

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4. Select Vehicle Speed. If the Set speed function is used to select the speed for activation, the vehicle speed will be the lower of either the existing vehicle speed, or the maximum vehicle speed parameter set in the ECM. If the Resume function is used for activation, then the vehicle speed will be the most recently selected vehicle speed. 5. Active Operation. The CC 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. When the operator releases the accelerator, the CC feature resumes vehicle control at the selected vehicle speed. 6. Adjust Selected Vehicle Speed. When the CC feature is active, the driver can increase or decrease the selected vehicle speed. To increase, the increment (also called the Accel) function of the CC Set/Resume switch is used. The selected vehicle speed cannot exceed the Cruise Control Maximum Vehicle Speed. To decrease, the decrement (also called the Coast) function of the CC Set/Resume switch is used. The lowest selectable vehicle speed is the minimum vehicle speed threshold. 7. Deactivation. The driver may manually deactivate the CC feature by placing the CC On/Off switch to OFF, or by pressing the service brake pedal or Clutch pedal if so equiped. If the engine speed falls below a minimum threshold or vehicle speed falls below a minimum threshold, the Deactivation will occur automatically. The CC feature also automatically deactivates if the driver presses the clutch pedal or if the ECM detects an out-of-gear condition. b. Cruise Control operations under various special conditions: 1. Exhuast Brake Interaction. The Engine Brake feature can be used to maintain cruise set speed during Cruise Control operation if the vehicle speed starts exceeding the cruise set speed. The vehicle speed may start exceeding the cruise set speed if the vehicle is traveling on a steep downhill grade. 2. Cruise Control Droop. The Cruise Control Droop settings allow the CC Set Speed to increase slightly when the vehicle descends hills, and decrease slightly when the vehicle climbs hills. These functions improve fuel economy. 3. Cruise Control Manual Resume. The operator performs a manual resume anytime after a set speed is saved. Unless the Cruise Control Save Set Speed function is enabled, there will not be a saved set speed until the cruise control feature is operated once during a given vehicle run cycle. The operator performs the manual resume by having the CC On/Off switch set to ON, the vehicle above a minimum threshold speed, and moving the Set/Resume Switch to Resume and releasing. 4. Saved Set Speed. If the Cruise Control Save Set Speed function of the CC feature is enabled, the ECM will save the last CC Set Speed after the vehicle shuts down. With this feature, the Resume function of the CC feature will always be available. 5. Cruise Control AutoResume. The Cruise Control AutoResume function allows the CC feature to re-engage automatically after a gear change. The function requires the operator to: effect the gear change in a short period of time, change gears without using the Service Brake, and to 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 CC feature will be deactivated. 3. Programming Dependencies: This feature requires a Vehicle Speed Source. Additionally, Engine Speed Cruise Control cannot be used when this feature is enabled. 4. Hardware Required: CC On/Off Switch Set/Resume Switch Exhaust Brakes (optional) Vehicle Speed Sensor or Datalink Vehicle Speed

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Road Speed Governor Overview: The Road Speed Governor (RSG) feature can be used to limit the maximum speed of the vehicle or machine to a calibrated value. The Road Speed Governor feature is an adjustable parameter that is the absolute maximum vehicle speed. This programmed value overrides all road speed set-points and features associated with vehicle road speed. Note: It is not adjustable by the operator and the vehicle speed is obtained over the datalink.

2.3.9

Intermediate Speed Control / Industrial PTO General Description 1. Overview: The Intermediate Speed Control (ISC) is a fixed engine speed governor that can be activated by up to three switches. In addition, a variable voltage input may be added to allow five more speeds (otherwise known as Variable ISC). When activated by switch or potentiometer, the ISC feature governs engine speed to the corresponding preset speed depending on the priority of individual ISC inputs and also that of the main accelerator. 2. Operation: Intermediate Speed Control uses up to 3 Intermediate Speed Control Set Speeds (1,2,3) that can be selected depending on OEM availability. A multi-position switch or three toggle switches must be installed by the OEM to support this feature. Additionally, up to 5 Variable Intermediate Speed Control Set speeds (1,2,3,4,5) can be selected and the operator may select these speeds using an OEM installed accelerator lever attached to a single analog input, provided this functionality has been enabled through a calibratable parameter (not available to the service tool). All of the switches may also be multiplexed such that their values are supplied by the J1939 datalink (Refer to Section 2.9.1 Multiplexing). a. Activation: Activated by switching ON up to three Intermediate Speed Control switches. The Variable ISC speeds can be availed by operating an OEM installed lever or potentiometer, provided that this is permitted by the calibration. b. Select Engine Speed and Active Operation The Intermediate Speed Control set speeds (Switched Set Speed 1, Switched Set Speed 2 and Switched Set Speed 3), obtained by switching on each of the ISC switches respectively, will interact with the accelerator pedal in one of three different ways (modes A, B and C). The interaction between Intermediate Speed Control set speeds and the accelerator pedal is NOT adjustable, this interaction is determined by the OEM and built into the ECM calibration. Thus only one of the following modes will be available to the operator of the vehicle. Mode A: The active Switched Set Speed, acts as low speed governor - in this mode, the active Switched Set Speed becomes the Minimum Engine Speed. The operator can use the accelerator pedal to increase the speed above the active Switched Set Speed. Mode B: Active Switched Set Speed acts as high-speed governor - in this mode, the active Switched Set Speed becomes the Maximum Engine Speed. The operator can use the accelerator pedal/lever to control engine speed up to the active Switched Set Speed. Mode C: Intermediate Speed Control Constant Speed - in this mode, the Intermediate Speed Control runs at constant speed set by the active Switched Set Speed, and accelerator pedal input is ignored. c. Variable ISC Description If Variable ISC is enabled in the calibration, then 5 more speeds selected by an OEM installed accelerator lever, can be availed of by the operator. This device may contain a potentiometer that sends a variable signal to the ECM. Based on the voltage output of the potentiometer, as shown in Table 2-1Default Variable ISC Voltage Values, the engine will be controlled to one of five Intermediate Speed Control Variable Speeds. Variable ISC can also be configured using a resistor network as shown in Figure 2-5 Variable ISC Resistor Network Wiring. Table 2-1 Default Variable ISC Voltage Values Speed 1 2 3 4 5

Signal Voltage 0-1 V 1 V-2 V 2 V-3 V 3 V-4 V 4 V-5 V

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Figure 2-5 Example Variable ISC Resistor Network Wiring d. Validation Input One of the switch inputs could be configured for use as a validation input (if used, the ECM pin for Switched Set Speed 3 will be used). If this is the case, ISC requests are not recognized unless the validation interlock input is on and the ISC switch has transitioned from OFF to ON. The ECM calibration will use the ECM pin used for ISC switched set speed 3 as a validation input and only 2 Intermediate Speed Control speeds will be available while the 5 variable Intermediate Speed Control inputs will be available if selected. e. Adjust Selected Engine Speed An increment / decrement switch may be used to adjust the 3 preset Switched Set Speeds. These preset speeds will not exceed the low or high idle governor engine speed limits. There is provision in the calibration to save these adjusted speeds such that they are retained even after a key cycle. Please contact your Cummins Service or Customer Engineering Representative to avail of this. The 5 Intermediate Speed Control Variable Speed Control set speeds (Set Point 1, Set Point 2, Set Point 3, Set Point 4, and Set Point 5) are adjustable by the service tool, but not adjustable with the increment / decrement switch. f. Deactivation Deactivated by switching OFF all three Intermediate Speed Control switches. Variable Speed ISC is deactivated when the OEM installed hand lever is returned to its default position, or when any of the other ISC switches are ON and have higher priority. 3. Programming Dependencies: Intermediate Speed Control and Cruise Control may not be active at the same time. Remote Accelerator and Variable Speed Intermediate Speed Control may NOT both be used on the same engine. 4. Hardware required: ISC Switch 1 (Refer to Section 3.8.7, Item 13) ISC Switch 2 (Refer to Section 3.8.7, Item 13) ISC Switch 3 / ISC Validation Switch (Refer to Section 3.8.7, Item 13) ISC Increment/Decrement Switch (Refer to Section 3.8.7, Item 12) Note: The ISC Switch 1, 2, and 3 may also be replaces by a single ISC multi-position switch. If validation is being used, then a separated validation switch will have to be installed.

2.4 2.4.1

Engine Performance Constrained Operation Curve Overview: Constraining the operation of the engine can be done for several reasons. The engine constrains its operation based on published Auxiliary Emission Control Device (AECDs) as described in the engine manufacturer’s application for engine certification. Sometimes OEMs wish to constrain the operation of the engine based on the specific needs of the equipment.

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At times the constraint is not a limiting of the torque but a limiting of the engine speed. This can be required by an OEM due to a drive component attached to the engine or to provide levels of performance for a machine such as economy mode, standard mode, and performance mode. This idea of levels of performance is often done on machines which use hydraulics to accomplish a given task. By adjusting the pump’s speed (and therefore hydraulic fluid flow) the speed of machine operation can be affected as well as fuel economy. Sometimes the engine’s speed is limited in order to protect a driven component from being driven too fast. An engine attached to an alternator may not be allowed to go past a given speed or risk damage to the alternator. The OEM may choose not to allow the engine to go past some speed limit to help protect the alternator from damage. Please refer to CEB00346 (Machine Constrained Engine Operation – Installation requirements) and CEB00550 (Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed / J1939 Control Features) for further details on the usage of this feature. Note: The Constrained curve cannot be implemented in the ECM. It has to be set up and controlled by a machine controller. 2.4.2

Switchable Droop General Feature description 1. Overview: This feature provides, depending on OEM requirements, the ability to select up to 3 droop settings by way of an OEM supplied switch or up to 10 droop settings (including the primary droop setting) through datalink multiplexing (refer to Section 2.9.1, Multiplexing). Each droop setting provides the ability to select the breakpoint speed and droop percent for the HSG and droop percent for the All Speed governor. The breakpoint speed determines at what position on the engine torque curve the HSG will start to limit engine torque output. 2. Operation: All Speed Governor: There are three droop percentages available. There are calibrated values of minimum and maximum reference speeds associated with each droop switch setting. The minimum reference speed decides the speed at 0% acceleration and the maximum reference speed at 100%, while the intermediate speeds are interpolated. Note that these reference speed settings are not available to the tool. Only the droop percentages can be set through the service tool. High Speed Governor: There are three sets of adjustable droops, breakpoint speeds and isochronous speeds available. The first calibrated droop percentage is available for the first setting of the droop switch or it may be used as the default value in the absence of a droop switch. Two other calibrated droop values are available for the second and third settings of the droop switch. The feature is illustrated in Figure 2-6. If the droop value is set to zero, then the engine is governed at a calibrated isochronous speed for that switch position. Both droop settings and breakpoint speeds are available for modification by the service tool. IS O C H R O N O U S L O W ID L E S P E E D M AX TORQ UE CURVE

H IG H S P E E D B R E A K P O IN T

1 : N o rm a l D ro o p 2 : A lte r n a te D r o o p 2 3 : A lte r n a te D r o o p 3

TORQUE

3

2

1

E N G IN E S P E E D

Figure 2-6 HSG Alternate Droop 3. Programming Dependencies: None 4. Hardware required: Alternate Droop switch (Refer to Section 3.8.4) Accelerator Pedal Position Sensor (Refer to Section 3.7.1) Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Switched Alternate Low Idle Speed General Feature Description 1. Overview: The Switched Alternate Low Idle Speed function allows the operator to switch the low idle set speed between two values, "Normal Idle" and "Alternate Idle", dependent on an ECM switch input. 2. Operation: The idle speed can be switched between two values by the use of a cab-mounted switch, other input (i.e. transmission, hydraulic (pressure) lines, shift lever, etc.), or multiplexed over the J1939 datalink (Refer to Section 2.9.1), provided this feature has been enabled through a service tool. If the Alternate Idle Start-up feature has not been enabled in the calibration, the engine will remain in the normal, or cold idle state at startup, until an Alternate Idle Switch transition from Normal to Alternate occurs. If the Alternate Idle Start-up feature has been enabled, then the position of the Alternate Idle Switch will determine the idle sped at start-up. The Switched Alternate Low Idle Speed must be preset with a service tool, and is not cab-adjustable through the INC/DEC switch. 3. Programming Dependencies: The Adjustable Low Idle Speed feature needs to be available and enabled for this feature to be available. 4. Hardware Required: Alternate Low Idle switch (refer to Section 3.8.5) Parameter Descriptions: Switched Alternate Low Idle Speed Enable 1. Application: The Switched Alternate Low Idle Speed Enable parameter is used to Enable/Disable the Switched Alternate Low Idle Speed feature. 2. Programming: Program the Switched Alternate Low Idle Speed Enable parameter to Enable to avail of the feature. Switched Alternate Low Idle Speed 1. Application: The Switched Alternate Low Idle Speed parameter is used to set the alternate value of the low idle engine speed that is available on switching ON the cab-mounted switch. 2. Programming: Adjust the Switched Alternate Low Idle Speed parameter to desired value (within calibrated limits) of low idle engine speed.

2.4.4

Adjustable Low Idle Speed General Feature Description 1. Overview: The Adjustable Low Idle Speed feature allows the low idle engine speed to be adjusted through a service tool or a cab mounted switch within a calibrated range. 2. Operation: The Adjustable Low Idle Speed feature allows the low idle speed to be adjusted. The low idle speed is controlled by the low idle governor, which prevents the engine speed from dropping below a predetermined value by controlling engine fueling. The default low idle speed is determined by the calibration; however, the user can adjust the low idle speed with the service tool or cab mounted twoposition momentary toggle switch within a calibrated range. When enabled, the idle adjustment switch (INC/DEC switch) allows the operator to increase or decrease engine speed from the default low idle governor set point. Pressing and releasing the switch in one direction will raise the low idle speed by a calibrated increment (e.g., 25 rpm), and pressing and releasing the switch in the other direction will lower the low idle speed by the same calibrated increment. If the switch is held in either adjust position the idle speed will gradually change in the appropriate direction in the calibrated rpm increment. A save option can be calibrated which could allow the idle speed to remain at the adjusted value after a key cycle has been performed. For example, the default low idle governor value is 800 rpm and the operator uses the Increment switch to bump the low idle set point up to 950 rpm, and then shuts down the engine. When the operator restarts the engine, the engine will automatically operate at the new low idle set point of 950 rpm because it was the last known low idle set point. If the save option is not enabled, then the speed will return to the original low idle speed after a key cycle has been performed. 3. Programming Dependencies: None 4. Hardware Required: Idle INC/DEC switch (refer Section 3.8.711) Parameter Descriptions: Low Idle Speed 1. Application: The Low Idle Speed parameter is used for adjusting the base idle speed through the service tool, within calibrated range. 2. Programming: Program the Low Idle Speed parameter to the desired idle engine speed. Lower values should result in better fuel economy and decreased engine wear. Higher values may result in smoother engine operation. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Low Idle Speed Adjustment Switch 1. Application: The Low Idle Speed Adjustment Switch parameter is used to Enable/Disable the cab mounted Idle Increment/Decrement switch. 2. Programming: Enable this parameter using a service tool to permit the cab mounted Idle Increment/Decrement switch to be used. 2.4.5

Adjustable Low Idle Speed with Droop General Feature Description 1. Overview: The Adjustable Low Idle speed with Droop feature permits the low idle governor droop to be adjusted within calibratable limits by a service tool. 2. Operation: The Adjustable Low Idle speed with Droop feature is an extension of the Adjustable Low Idle Speed feature. A service tool can be used to adjust the Low Idle Speed Droop parameter with calibrated limits. When configured, the engine will idle above the low idle speed and droop back to the low idle speed when load is applied. 3. Programming Dependencies: The Adjustable Low Idle Speed feature needs to be available and enabled for this feature to be available.

Parameter Descriptions: Low Idle Speed Droop 1. Application: The Low Idle Speed Droop parameter is used for adjusting the low idle speed droop. 2. Programming: Program the Low Idle Speed Droop parameter to the desired droop percentage. 2.4.6

Idle Shutdown General Feature Description Overview: The Idle Shutdown feature can be used to shut down the engine if it idles for a specified period of time without any operator activity. The Low Idle Shutdown Timer feature increases fuel economy. When enabled, this function will automatically shut an engine off after a period of engine idling time has expired and inactivity from the operator. The ECM will monitor the coolant temperature, commanded fuel, and the engine speed for an idle condition. The amount of time the ECM will allow an idle condition until engine shutdown is adjustable. The engine can be restarted by cycling the key switch. The Idle Shutdown feature also supports an Idle Shutdown Relay that can be used to disconnect power to OEM selected high current devices when the idle shutdown occurs. The relay may be controlled by a couple of different Source Driver outputs depending on the application as indicated in Table 4-1.

2.4.7

Idle Ramp Down General Feature Description 1. Overview: The Idle Ramp Down function provides for an engine ramp down if the engine has been left to idle without operator interaction for a period of time (programmed by the customer), and certain conditions are met such as engine load being below a threshold. Idle Ramp Down allows for the ramp down period to be set. This offers improved fuel economy during extended periods of idle. 2. Operation: If the Idle Ramp Down feature is enabled in the calibration, its operation as described in the overview is characterized by the following attributes: a. Idle time required before ramp down: The OEM can specify the duration of idling that must expire before the ramp down occurs. This duration must be less than the idle time required before shutdown if the Idle Shutdown feature is enabled in the calibration. The default value for this time period is 60 seconds. b. Final speed after ramp down: The OEM can specify the speed to which the engine must ramp down. This speed must be at least 100 RPM less than the low idle speed, and must be greater than 600 rpm. The default value for this speed is 600 rpm. c. Warning lamp alert before Idle Ramp Down: The OEM can specify if the engine must alert the operator of an impending ramp down in engine speed due to idling. The alert happens in the form of a flashing warning lamp. The duration for which the warning lamp must flash can be selected, and must be less than or equal to the total idle time required before the ramp down. The warning lamp alert is enabled by default for a 60 seconds alert period. Note: The pending ramp down may be temporarily halted by engaging the throttle, clutch or brake which will allow an additional time period before attempting another ramp down. An option to allow the operator Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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to override the pending ramp down during the warning period may also be selected by the customer. This option will prevent a ramp down from occurring and the engine will remain at normal idle. d. Coolant temperature threshold for Idle Ramp Down: The OEM can specify a coolant temperature threshold under which the Idle Ramp Down will not be initiated, or will be cancelled. This threshold is present to ensure that the engine stays warm during cold ambient conditions. If the coolant temperature is under this threshold, Idle Ramp Down will not be engaged even if all other conditions are met. Similarly, if the engine is running on the ramped down speed, and coolant temperature goes under this threshold, the speed will ramp up to the regular low idle. The default value for this threshold is 200 °F. e. Engine load threshold Idle Ramp Down: The OEM can specify an engine loading threshold over which the Idle Ramp Down will not be initiated, or will be cancelled. This threshold is present to ensure that the engine torque output will meet the application requirement if the load on the engine is high. If the load on the engine is over this threshold, Idle Ramp Down will not be engaged even if all other conditions are met. Similarly, if the engine is running on the ramped down speed, and engine load goes over this threshold, the speed will ramp up to the regular low idle. The default value for this threshold is10% of the maximum load that the engine can sustain. f. Throttle position for Idle Ramp Down: The OEM can specify a throttle position threshold over which the Idle Ramp Down will not be initiated, or will be cancelled. This threshold is the main determinant of the operator activity. If the throttle position is over this threshold, Idle Ramp Down will not be engaged even if all other conditions are met. Similarly, if the engine is running on the ramped down speed, and throttle position goes over this threshold, the speed will ramp up to the regular low idle. The default value for this threshold is 5%. g. Ramp rates for Idle Ramp Down: The OEM can specify that rate in RPM per second at which the engine speed must ramp down or ramp up when going in and out of Idle Ramp Down. These ramp rates may need to be controlled to meet the engine stability requirements on certain applications. The default values for these rates are: 25 RPM/second for ramp down and 50 RPM/second for ramp up during recovery back to normal low idle speed. 3. Programming Dependencies: None 4. Hardware Required: None 2.4.8

Engine Brakes

General Feature Description 1. Overview: The Engine Brake feature operates Engine Compression Brakes, a Variable Geometry Turbo (VGT) brake, or an Exhaust Throttle, depending on the hardware installed on the engine and switches installed by the OEM. Engine Brakes can now be controlled via the VGT, which can be used as an exhaust brake. See Table 2-2 for engine braking availability. 1. Note: This is the same as the 2007 automotive offering. The previous exhaust brake used for Tier 3 is no longer needed (As this is replaced by the VGT brake or Exhaust Throttle). Compression Brakes are not available on the QSB or QSG. 2. Note: Engine Brakes will only assist in slowing down a vehicle. The primary Service Brake is needed to stop the vehicle. Table 2-2 Engine Braking Engine Models

QSF3.8 QSB4.5 QSB6.7 QSL9 QSG12 QSX15

Braking Available VGT

Compression

x x x

x

Exhaust Throttle

x x

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Aftertreatment System Control

2.4.9

General Feature Description 1. Overview: This feature allows the OEM options to interact with the Aftertreatment System Control Feature. It is also used for configuring the high exhaust system temperature lamp on/off conditions. Refer to CEB00502 Aftertreatment Electronic Technical Package. 2.4.10

Air Intake Restriction Monitor

General Feature Description 1. Overview: This feature allows the engine controller to estimate the degree of restriction due to dust and debris in the air intake filter. A highly restricted filter reduces air flow into the engine and impacts performance and emissions. Using this feature will reduce unnecessary air filter changes and also detect optimal time for replacing/cleaning air filters. 2. Operation: This feature uses the Air Intake Monitor restriction parameter to determine the degree of restriction in the air intake filter. The ECM uses this signal to indicate if the type of restriction in the air intake filter is moderate or severe. Refer Table 2-3 Air Intake Restriction Monitor Fault Code associated with the Air Filter Delta Pressure Value. Table 2-3 Air Intake Restriction Monitor Fault Code

2.5

Air Filter Delta Pressure Value > 6.22 kPa (25 inches of Water)

Fault Code 5576

>11.25 kPa (45 inches of Water)

3341

Fault Code Indication Maintenance Lamp (Moderate Restriction) - Engine Air Filter Differential Pressure Data Valid But Above Normal Operating Range - Least Severe Level Amber/Warming Lamp (Severe Restriction) - Engine Air Filter Differential Pressure Data Valid But Above Normal Operating Range - Moderately Severe Level

Electronic Accelerators (Throttle) General Feature Description 1. Overview: Throttle pedals with protection are highly recommended for use on Non-Stationary equipment. The two recommended throttle pedals are the Dual Potentiometer throttle pedal or a throttle pedal with Idle Validation switches. The OEM/customer will be required to sign a statement on the Engine Check-Off Sheet. This statement indicates that the OEM/customer understands the potential failure modes and associated impacts of the selected throttle pedal type. See CEB00549 for additional throttle-specific details.

2.5.1

Analog Throttle General Feature Description 1. Overview: Applications requiring continuous engine response from low idle through rated engine speed should use a throttle position sensor. Whether hand or foot operated, this device measures the physical displacement of the throttle and converts it into an electrical signal. The ECM is designed to accept a signal of varying voltage that is proportional to throttle angular position. The throttle signal varies from 0 to 100% of throttle range. The throttle signal can be arranged such that the throttle behaves as a deceleration pedal. An example of this is its usage by tractors. When the tractor comes to the end of a row, the deceleration pedal can be depressed and the tractor’s engine speed slows down and resumes when the operator releases their foot from the pedal. Idle validation provides a secondary input to the ECM to provide fault detection and permit limp home capability. Limp Home: In some applications, it is highly desired to provide the ability to continue equipment operation after a throttle failure occurs. When the throttle failure is present the idle validation switches Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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are used to determine if the throttle is in the on idle or the off idle position. The engine will ramp to a predetermined fueling value when the throttle is in the off idle position. The Throttle Limp Home feature provides this capability in the case of some throttle failures. These throttle failures are any out of range throttle conditions or idle validation errors. Idle Validation Switch (IVS) is needed to use the Throttle Limp Home feature. Note: The Limp Home feature is available only when a primary throttle, the Automotive (All Speed) governor, and an idle validation switch is used. This feature is not recommended for industrial applications. Industrial Throttle Default: The Industrial Throttle Default feature determines the default throttle values to be used when certain throttle system errors become active. The Throttle value will default to one of two calibratable values, depending on an out of range high or low fault. The Industrial Throttle Default feature is recommended for industrial applications.

2.5.2

Accelerator Pedal or Lever Settings (Single Potentiometer Throttle) General Feature Description 1. Overview: The Accelerator Pedal or Lever Settings feature allows the user to select from different acceleration types, also called linearization schemes, associated with the primary accelerator and the remote accelerator. 2. Operation: Using a service tool, one can enable this feature and selects an acceleration type for Primary Accelerator Pedal or Lever Option and Remote Accelerator Pedal or Lever Option from any one of the following enumerated values: - Normal Accelerator Pedal or Lever with Idle Validation and Auto Zero - Normal Accelerator Pedal or Lever without Idle Validation and with out of range diagnostics. - None - Decelerator with out of range diagnostics - Normal Accelerator Pedal or Lever without out of range diagnostics - Normal Accelerator Pedal or Lever without Idle Validation and without out of range diagnostics - Custom Accelerator Pedal or Lever Setup 1 - Test Cell Accelerator Pedal or Lever - Custom Accelerator Pedal or Lever Setup 2 - Custom Accelerator Pedal or Lever Setup 3 3. Programming Dependencies: The parameter Remote Accelerator Pedal or Lever Option is displayed only if the Remote Accelerator feature is available and enabled. 4. Hardware Required: On Idle switch (Only if requiring Idle Validation) Off Idle Switch (Only if requiring Idle Validation) Accelerator Position Sensor (w/IVS) (Refer to Section 3.7.1) Remote Accelerator On/Off Switch (Refer to 3.8.716)

Parameter Descriptions: Accelerator Pedal or Lever Settings 1. Application: The Accelerator Pedal or Lever Settings parameter enables or disables the Accelerator Pedal or Lever Settings feature. 2. Programming: If the vehicle uses the Accelerator Pedal or Lever Settings feature, set the Accelerator Pedal or Lever Settings parameter to Enable. Primary Accelerator Pedal or Lever Option 1. Application: The Primary Accelerator Pedal or Lever Option parameter is used the set the acceleration type for the Primary Accelerator. 2. Programming: If the Accelerator Pedal or Lever Settings feature is enabled, set Primary Accelerator Pedal or Lever Option to the required enumerated value for acceleration type. Remote Accelerator Pedal or Lever Option 1. Application: The Remote Accelerator Pedal or Lever Option parameter is used the set the acceleration type for the Remote Accelerator.

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2. Programming: If the Remote Accelerator feature is available and enabled, then set Remote Accelerator Pedal or Lever Option to the required enumerated value for acceleration type. 2.5.3

Dual Analog Accelerator (Dual Potentiometer Throttle) (Primary) General Feature Description Overview: The Dual Analog Accelerator interface requirements are defined in CEB00549. Any Accelerator Position Sensor, if installed and used with CM2350 Electronic Control System, must meet this standard. Note: The Dual Analog Accelerator also referred to as the Dual Potentiometer Throttle is mutually exclusive with other primary pedal or lever options. A Dual Pot throttle pedal or a throttle pedal with Idle Validation switches is recommended for use on non-stationary equipment.

2.5.4

Remote Accelerator General Feature Description 1. Overview: The Remote Accelerator (Throttle) is an additional input for use in applications where remote or secondary control of the engine is required. It provides a simpler interface that is suitable for long wiring, while also giving choice of interaction between the primary accelerator and the remote accelerator at the service tool level. The accelerator response depends on the currently selected accelerator governor (See Section 2.3.3 All Speed Governor and 2.3.4 Min/Max (Automotive) Governor). 2. Operation: a. Activation Conditions No faults related to Remote Accelerator should be active. b. Activation The feature is activated by switching on the Remote Accelerator On/Off switch in most cases. There is provision for activating this feature without switching on the Remote Accelerator On/Off switch. Refer to Active Operation below for further descriptions of the possible modes for activation and interaction between Primary (Cab accelerator) and Remote Accelerator. When the Remote Accelerator feature becomes active, the remote accelerator assumes control of engine fueling and the cab accelerator is ignored. c. Active Operation The remote accelerator provides continuously variable engine control in response to the position of the remote accelerator position sensor. The exact type of control (torque or speed) depends on the current fueling governor. There are seven modes of interaction between the primary/cab accelerator and the remote accelerator, which are selectable by the Remote Accelerator Pedal or Lever Mode using a service tool. Switch Controlled Remote Accelerator Pedal or Lever: The Remote Accelerator Select Switch feature uses a switch to select between primary and remote accelerators. Once the switch is flipped, the ECM completely ignores the other acceleration input. For example, if the operator switches from Primary Acceleration to Remote Acceleration, the ECM will run on the Remote Acceleration input only. Max wins and Min wins does not apply for this feature. Switch Controlled Remote Accelerator Pedal or Lever with Transition Verification: The Remote Acceleration Interlock feature uses a switch to select between primary and remote accelerators. The interlock inhibits the transition from primary to remote accelerator or from the remote accelerator to the primary until the selected accelerator input is below the commanded acceleration. Max wins and Min wins does not apply for this feature. Minimum Accelerator Pedal or Lever: The minimum value between the primary and the secondary acceleration is used as the commanded acceleration. This feature is only available when two accelerator inputs are provided to the ECM. Decelerator: The remote accelerator value is subtracted from the primary accelerator value to give the commanded acceleration value. This allows for improved equipment operation due to the ability to maneuver without changing primary accelerator position. This mode prevents unintended accelerations from occurring when there are active out-of-range acceleration errors. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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The deceleration accelerator has two options of operation: normal and optimized. - An optimized deceleration accelerator pedal is based on voltage inputs and therefore the deadband is eliminated in the pedal operation. In this case, increasing the remote accelerator position will have an immediate effect on reducing the engine speed. The speed will continue to be reduced as the remote acceleration is increased until the engine speed reaches idle. Depressing (or increasing) the remote accelerator beyond the point where idle speed has been achieve will not result in further engine speed reduction. - If a normal deceleration throttle (accelerator) pedal is used then dead band is inherent. The default setup for a remote throttle used for deceleration is to have the acceleration dead band occur at the beginning of the remote accelerator movement. This means the remote accelerator does not affect the engine speed until it passes the primary accelerator setting. This will result in the remote accelerator being at 100% (fully depressed) when the engine speed has been reduced to idle. Maximum Accelerator Pedal or Lever: The maximum value between the primary and the secondary accelerator is used as the commanded acceleration. This feature is only available when two accelerator inputs are provided to the ECM. Combined Accelerator Pedal or Lever with Rescale: The Accelerator Rescale feature allows the accelerator defined as the minimum accelerator to be rescaled over the remaining accelerator range, which yields a greater resolution in accelerator control. Switchless Remote Accelerator Pedal or Lever: The commanded acceleration toggles between a user overridden accelerator pedal value and the remote accelerator value. d. Deactivation. The deactivation procedure of the Remote Accelerator feature is based on the mode the feature is configured to (refer to Active Operation above) When the Remote Accelerator feature deactivates, the remote accelerator relinquishes control of engine fueling and the cab accelerator commands engine fueling. Deactivation occurs automatically if a remote accelerator fault becomes active. 3. Programming Dependencies: None 4. Hardware Required: Acceleration Position sensor (Refer to Section 3.7.1) Remote Accelerator On/Off switch (Refer to Section 3.8.716) Remote Acceleration Position sensor (specifications same as Acceleration Position Sensor, Refer to Section 3.7.1) Note: The Acceleration Position Sensor and Remote Accelerator On/Off switch may or may not be required based on the mode the feature is configured to. Parameter Descriptions: Remote Accelerator Pedal or Lever 1. Application: The Remote Accelerator Pedal or Lever parameter enables or disables the Remote Accelerator Pedal or Lever feature. 2. Programming: If the vehicle uses the Accelerator Pedal or Lever Settings feature, set the Accelerator Pedal or Lever Settings parameter to Enable. Remote Accelerator Pedal or Lever Mode 1. Application: The Remote Accelerator Pedal or Lever Mode parameter is used the select the nature of interaction between the Primary Accelerator and the Remote Accelerator. 2. Programming: Choose one of the display enumerations corresponding to the required functionality as outlined in the Operation section of the General Feature Description above. 2.5.5

Frequency Accelerator (Throttle) General Feature Description 1. Overview: The Frequency Throttle feature converts a throttle frequency input into a requested throttle percentage. The frequency signal must conform to the standards set forth in CEB00549. There is only one default in case of an out of range error.

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2. Operation: The ECM converts the frequency signal to a percent throttle value for commanding engine speed. The Frequency Throttle offers advantages over analog throttles because of the increased electrical noise immunity that frequency modulation offers. Also, the frequency throttle signal is less affected by parasitic wiring resistances thus the frequency throttle may located much farther from the engine than is possible with an analog throttle. A frequency throttle is well suited for marine and haul truck applications where operator to engine distances are large and electrical noise is a problem. - The Frequency Throttle feature must be enabled in the calibration and must be set up for the type of frequency throttle assembly in use. - Idle validation switches are not used. Signal out of range diagnostics are provided in the ECM to indicate if there has been a frequency throttle failure. - A frequency throttle signal power up delay time is provided to prevent erroneous faults if the frequency throttle assembly powers up at a different rate of time than the ECM. - Frequency throttle out of range fault diagnostics are ignored if the engine is cranking (engine speed > 50 RPM and < 400 RPM). 3. Hardware Required: Frequency Throttle Assembly

Cold Start Aids

2.6 2.6.1

Engine Warm-up Protection – Maximum RPM and Torque

General Feature Description 1. Overview: This feature limits engine speed and torque following engine start-up until sufficient oil pressure is available to the engine components and until coolant temperature (CT) has reached a suitable operating range. This feature reduces the risk of engine part damage due to operating at too high engine speeds or loads before adequate oil pressure and coolant temperature is achieved. 2. Operation: After the engine is started, the Engine Warm-Up Protection (EWP) feature limits the speed at low idle until sufficient oil pressure is sensed by the ECM. After sufficient oil pressure is sensed by the ECM and after a fixed delay of 0.5 to 5 seconds, the speed may be limited at low idle for an additional period of time (up to 15 sec for CT at -40 °C) if coolant temperature is too low. If an oil pressure sensor error is recorded, the feature will initially limit the engine speed at low idle for 0.5 to 5 seconds depending on engine model. After the 0.5 to 5 second delay, there is an additional delay if coolant temperature is low enough. This additional delay limits the engine speed for a duration that is dependent on how low coolant temperature is. If the engine protection system feature is enabled and a derate activates due to low oil pressure, the engine warmup protection feature will record an oil pressure sensor error. If a coolant temperature sensor error is recorded, this feature limits the speed at low idle until sufficient oil pressure is sensed by the ECM. After sufficient oil pressure is sensed, there is an additional delay of 0.5 to 5 seconds depending on engine model. After the 0.5 to 5 second delay, the feature limits the engine speed for a duration that is dependent on the time that was needed to detect sufficient oil pressure. If oil pressure and coolant temperature sensor errors are recorded. The feature limits the speed at low idle for a period of 5 – 30 seconds depending on engine model. The engine warm up protection feature limits the engine speed at low idle for a maximum overall duration of 5 - 300 seconds depending on engine model. If oil pressure stays low for more than the maximum duration, this feature deactivates and lets the engine speed increase to the low idle speed. In this case, the engine protection feature will activate and derate the engine speed. Example 1 (Normal Operation):

(Mid-range settings, actual times may vary depending on engine model)

EWP Overall Time = (Time to reach oil pressure threshold) + (3 seconds) + (EWP Delay Time based on coolant temperature (see below)). Maximum EWP Overall Time = 300 seconds (Actual time may vary depending on engine model).

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Example of EWP Delay Time based on coolant temperature: Coolant Temp Delay Time (Deg. C) (Seconds) -40.000 15.00 -35.000 12.00 -30.000 10.00 -25.000 10.00 -20.000 8.00 -15.000 5.00 -10.000 3.00 -5.000 1.00 0.000 0.00 5.000 0.00 10.000 0.00 15.000 0.00 20.000 0.00

Example 2 (Oil Pressure Sensor Error at Engine Start):

(Mid-range settings shown)

EWP Overall Time = (3 seconds) + (EWP Delay Time based on coolant temperature). Example of EWP Delay Time based on coolant temperature: (Actual times may vary depending on engine model) Coolant Temp Delay Time (Deg. C) (Seconds) -40.000 15.00 -35.000 12.00 -30.000 10.00 -25.000 10.00 -20.000 8.00 -15.000 5.00 -10.000 3.00 -5.000 1.00 0.000 0.00 5.000 0.00 10.000 0.00 15.000 0.00 20.000 0.00

Example 3 (Coolant Sensor Error at Engine Start):

(Mid-range settings shown)

EWP Overall Time = (Time to reach oil pressure threshold) + (3 seconds) + (EWP Delay time based on time to reach oil pressure threshold). Maximum EWP Overall Time = 300 seconds (Actual time may vary depending on engine model). Example of EWP Delay Time based on time to reach oil pressure threshold: (Actual times may vary depending on engine model) Time to Reach Oil Delay Time Pressure (Seconds) For example: Threshold At engine start, if it takes 4 seconds to reach Engine Oil (Seconds) Pressure Threshold. 0.00 0.00 1.00 2.00 Then EWP Overall Time will be: 2.00 4.50 4 seconds + 3 seconds + 9.5 seconds = 16.5 seconds 3.00 7.00 4.00 9.50 Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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12.00 15.00 20.00 20.00 20.00 20.00 20.00 20.00

3. Hardware Required: None 2.6.2

Intake Air Heater

General Feature Description 1. Overview: The Intake Air Heater feature is used to aid in engine starting during cold ambient conditions. Under cold ambient conditions, the feature uses an ECM output to energize a grid heater coil through a relay. The heated coil heats the intake air into the engine. 2. Operation: The Intake Air Heater feature is used to aid in engine starting during cold temperatures. At key on, the intake manifold temperature is recorded. Based on this value; the ECM grid heater output signal is turned on for a specific period of time if the temperature recorded is below 23 °F. The ECM grid heater output is used to energize a grid heater coil through a relay and the heated coil heats the intake air into the engine. The specific duration for which the heater is turned on (also called pre heat duration) is a function of the intake manifold temperature recorded at key on. After key on, for the pre heat duration, the wait-to-start lamp is also turned on to warn the operator not to start the engine until the heater turns off. During cranking, the heater is always off to allow maximum current to be used by the starter. Through the INSITE tool, a diagnostic test called Intake Air Heater Override is also provided such that the user can override the Intake Air Heater control for a maximum time of 60 seconds. This test, if available, allows the user to energize the Intake Air Heater relay to troubleshoot and diagnose start ability, white smoke issues, and Intake Air Heater fault codes. The relay is energized with an audible click. 3. Hardware Required: Intake Air Heater Relay 2.6.3

Coolant Temperature based Alternate Low Idle (Cold Idle) General Feature Description Overview: The Coolant Temperature Based Alternate Low Idle feature (also referred as Cold Idle) is used to warm up the engine faster by increasing the low idle speed when the engine is started in cold ambient conditions. The purpose of the coolant temperature based alternate low idle (Cold Idle) feature is to allow low idle speed, within calibrated limits, to be set to higher value while the engine is warming up. This feature allows the low idle governor reference speed to be adjusted to a higher set point, allowing the engine to warm up at a faster rate. When enabled and the coolant temperature is below the calibrated cold idle temperature, the idle reference speed shall be set equal to a cold idle reference speed, which is normally higher than the base low idle speed. This will force the engine to idle at a higher idle set point, thus reducing the time for the engine to warm up. After a timer has expired, the idle reference speed is ramped down to the initial reference speed that was present before the cold idle reference became active.

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Ether Injection System (QSX15 only) General Feature Description

1. Overview: The Ether Injection System is used to aid the engine during cold ambient conditions by introducing ether into the intake air manifold. 2. Operation: During the compression cycle in the cylinder, the temperature of air introduced into the cylinder from the intake air manifold is raised to 320°C. This temperature is enough to ignite the diesel, which has an autoignition temperature of 288°C. In cold conditions, the temperature of the ambient air drops and compression in the cannot raise its temperature to 320°C. When the temperature of the engine falls below a calibrated limit, ether is sprayed into the intake air manifold. Since ether has an autoignition temperature of ~160°C, it is able to combust, under much lower temperatures than diesel. The combustion of ether releases enough heat to raise the temperature of diesel high enough to trigger its autoignition. The charge temperature or the coolant temperature could be calibrated as the trigger temperature for the activation of the ether injection system. The grid heater and the ether injection system cannot and are not to be used simultaneously. 3. Programming: Custom calibration required.

2.7 2.7.1

Engine to Machine Interface Control Dedicated PWM Output General Feature Description 1. Overview: The dedicated PWM output feature allows the customer to tailor an ECM generated PWM signal. Operation: The dedicated PWM Output feature provides a PWM output signal for OEM use whose duty cycle is proportional to engine speed, torque or throttle percent. There are several such signal types that can be selected dependent on the type of equipment to be controlled. The intended use of the signal is monitor an engine or transmission that relies on an analog signal input or control a discrete device. The duty cycle and frequency can be adjusted, while the amplitude is that of the battery voltage.

Figure 2-7 PWM Output Signal Parameter Description: Dedicated PWM Output Enable 1. Application The Dedicated PWM Output Enable parameter indicates to the tool whether the Dedicated PWM Output feature is enabled or disabled. 2. Programming: If the vehicle should use Dedicated PWM Output feature, set the Dedicated PWM Output Enable parameter to Enable. Dedicated PWM Output Type 1. Application: This indicates the desired Dedicated PWM Output signal type. 2. Programming: Set the Dedicated PWM Output Type parameter to get the PWM output as per desired function. Refer to Table 2-4 for types of Dedicated PWM Output Type. For example, to get PWM output as a function of Engine Speed set the Dedicated PWM Output Type parameter to SPEED.

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Table 2-4 Settings for Dedicated PWM Output Type Dedicated PWM Output Type SPEED INDICATED TORQUE NET BRAKE TORQUE ACCELERATOR PEDAL LOAD BIAS 2.7.2

Input Parameter Engine Speed ‘J1939 Indicated Torque’ Net_Brake_Torque Commanded_Accelerator_Position (Not supported)

Duty Cycle Monitor General Feature Description 1. Overview: The Duty Cycle Monitor feature allows the service tool to access data that tracks the time spent in different operating regions based on an engine speed vs. torque relationship. 2. Operation: The Duty Cycle Monitor feature allows a service tool to display in which region of the engine duty cycle (see Figure 2-8) the engine is currently operating. The feature will use two shortterm 500 hour blocks of data that can be reset using a service tool. When both 500 hour blocks are filled, the instantaneous load factor calculation will continue to be calculated and broadcast, but this data will not be stored in the short term data stores. A long term hour map will be used to store long term data. This data cannot be cleared by the service tool. Both short and long term regions will be cleared on a recalibration. The service tool graphically displays the percent of time the engine has spent in each operating region under the torque curve. One example of the benefit of this feature is that the owner/operator could use the fuel consumption information, and then access the Duty Cycle Monitor to see the current region of engine operation, and adjust the operation of the engine if possible.

Figure 2-8 Example of Duty Cycle Monitor 2.7.3

Switched Outputs Based On Sensed Parameters General Feature Description Overview: Dual outputs based on sensed parameters provide up to two independent switched outputs for OEM use. The state of each switched output can be determined by different inputs to the ECM depending on the engine platform. The ECM can provide different outputs to OEM devices if any of the inputs are above or below calibrated thresholds. Each switched output is independent of the other with respect to control parameter input and threshold settings. Each of these inputs can have a specified threshold and threshold type (over or under). Each of the switched outputs can be calibrated to either on or off after a threshold is passed. Also, each output can be calibrated to change states if any one or all thresholds are passed. The OEM may control one or two ECM outputs based on any combination of the listed inputs. For each input to be used, a threshold value is required to change the output state, and whether to trigger over the threshold or under the threshold value. The inputs available are:

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Table 2-5 Input parameters for Switched outputs feature Engine Speed Total Fueling Boost Pressure Oil Pressure Coolant Temperature Commanded Throttle OEM Temperature OEM Pressure ISC Status Intake Air Temperature Road Speed Battery Voltage OEM Switch Engine Torque

2.7.4

Engine speed in RPM Total fueling calculated in mg/stroke Boost pressure as sensed Value of oil pressure as indicated by the sensor or switch Temperature of the coolant as indicated by the sensor Percentage of throttle commanded on the engine Temperature as sensed by the optional OEM temperature sensor Pressure as sensed by the optional OEM pressure sensor Current state of PTO/ISC (active or inactive) Temperature of intake manifold in sensed Value of vehicle speed as sensed by the appropriate sensor (optional) Value of battery voltage State of the OEM supplied switch (optional) Expressed as a percentage of the actual torque output of the engine (including the frictional torque required by the base engine itself) to the net torque available at the current engine speed

Switched Outputs (Dual Output) with Engine Shutdown General Feature Description Overview: The OEM may use any of the parameters listed before for engine shutdown based on any combination of the listed inputs. Dual Output 1, Dual Output 2, and Dual Output Engine Shutdown are independent of each other, meaning an OEM can tailor the available parameters to use Dual Output 1, 2, and Engine Shutdown. For each input to be used a threshold value is required to begin shutdown and whether to trigger action over the threshold or under the threshold, and a calibrated delay time for shutdown is also required. Refer to Table 2-5 for available inputs.

2.7.5

Speed Signal to Tachometer General Feature Description 1. Overview: The Tachometer output is used to drive an external tachometer device that reports engine speed to the operator. 2. Operation: The signal that is generated is a square wave voltage with a fixed duty-cycle of 50%, which means that the signal is on for approximately half the time. The speed of the engine is represented by the frequency of the square-wave, which is linearly proportional to the engine speed. The number of pulses that is generated for every crankshaft revolution is set through a calibration.

Figure 2-9 Tachometer Signal

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Electronic Fan Clutch General Feature Description Overview: The Fan Control feature determines fan operation logic based on the feature parameters listed in Table 2-6 Electronic Fan Clutch Parameters. When enabled, the Fan output will be based on the parameter that is requesting the greatest fan on time. If for example, the Coolant Temperature was requesting a Fan-On duty cycle of 60% and the IMT was requesting a Fan-On duty cycle of 50%, then the Coolant Temperature requirement would have control and the final percent fan request would be 60%. Whenever the fan output goes ON, there is a minimum period of time that the fan remains ON (default of 30 seconds). Note: The ECM calculated fan PWM duty cycle is periodically broadcasted on J1939 PGN 65213 at a transmission rate of 1 second. The OEM may choose to read this data off the J1939 datalink to control the fan from an output other than the Cummins ECM output. Table 2-6 Electronic Fan Clutch Parameters

Item 1 2 3 4 5 6 7 8 9 10 11

Features Air Conditioner Pressure Switch Coolant Temperature Intake Manifold Temperature (IMT) Fan Manual Switch OEM Temperature 1 OEM Temperature 2 OEM Pressure 1 OEM Pressure 2 Engine Braking J1939 Percent Fan Request, PGN 57344 Charge Air Cooler (CAC) Outlet Temperature

From the parameters listed in Table 2-6 Electronic Fan Clutch Parameters, Coolant temperature and IMT are required for the fan clutch control. The software supports three different fan clutch hardware types, On-Off, Variable Speed and Closed Loop Fan. For the On-Off type, each of the analog parameters listed above has both a Fan ON threshold and a Fan OFF threshold. Whenever the parameter value is greater than the Fan ON threshold, the Fan output is turned ON. It remains ON until the parameter value drops below the Fan OFF threshold. For the Variable Speed type, each of the parameters listed above has an associated table which provides the relationship of duty cycle versus the parameter units of either temperature or pressure. The logic for the variable speed type is simply that the duty cycle output is the final percent fan request as determined by the parameters listed above. The output signal is from a source driver output. The Fan Clutch output, from the ECM, can be set up as either “High voltage output turns fan fully ON” or “Low voltage output turns fan fully ON” (Default). For Closed Loop Fan Control with Fan Speed Input, the fan is driven by the same parameters as the Variable Speed fan type. Additionally it is controlled by fan speed feedback from the built-in fan sensor, allowing the fan speed output to respond to variable conditions maintaining optimal airflow. The ECM monitors fan speed and adjusts the PWM signal duty cycle to achieve desired machine cooling needs. 2.7.7

Dual Fan Clutch General Feature Description Overview: The Dual Fan is used to provide cooling using a second fan. The ECM driver output pin supporting this feature is separate from the one used to control the ‘base fan’. However, the logic of operation of this feature is similar to that of the base fan. The control feature determines fan operation logic based on the feature parameters listed in Table 2-7.

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Table 2-7 Dual Fan Parameters Item 1 2 3 4 5 6 7

Features Intake Manifold Temperature (IMT) Manual Fan Switch OEM Temperature 1 OEM Temperature 2 AC Pressure J1939 Percent Fan Request Charge Air Cooler (CAC) Outlet Temperature

When enabled, the Dual Fan output will be based on the parameter that is requesting the greatest fan on time. The OEM can select which channels to be supported by this feature. For example, consider that the application is using OEM Temperature 1, IMT and CAT Outlet Temperature to determine the fan output. If the OEM Temperature1 was requesting a Fan-On duty cycle of 70%, the IMT was requesting a Fan-On duty cycle of 40%, and the CAC Outlet Temperature was requesting a Fan-On duty cycle of 90%, then the CAC Outlet Temperature requirement would have control and the final percent fan request would be 90%. The minimum amount of time for which the fan will remain ON can be calibrated. Note: The ECM calculated fan PWM duty cycle is periodically broadcasted on J1939 PGN 64817 at a transmission rate of 1 second. The OEM may choose to read this data off the J1939 datalink to control the fan from an output other than the Cummins ECM output. The software supports three different fan clutch hardware types: On-Off, Variable Speed and Closed Loop Fan. For the On-Off type, each of the analog parameters listed above has both a Fan ON threshold and a Fan OFF threshold. Whenever the parameter value is greater than the Fan ON threshold, the Fan output is turned ON. It remains ON until the parameter value drops below the Fan OFF threshold. For the Variable Speed type, each of the parameters listed above has an associated table which provides the relationship of percentage fan request versus the parameter units of either temperature or pressure. The percentage fan request for each of the channels is then used to select the maximum fan request which will drive the fan output. The output signal is from a source driver output. The Fan Clutch output, from the ECM, can be set up as either “High voltage output turns fan fully ON” or “Low voltage output turns fan fully ON” (Default). For Closed Loop Fan Control with Fan Speed Input, the fan is driven by the same parameters as the Variable Speed fan type. Additionally it is controlled by fan speed feedback from the built-in fan sensor, allowing the fan speed output to respond to variable conditions maintaining optimal airflow. The ECM monitors fan speed and adjusts the PWM signal duty cycle to achieve desired machine cooling needs. 2.7.8

Fan Type General Feature Description Overview: The Fan Type parameter defines the type of the fan clutch installed, allowing the ECM to configure its fan control signal. The types of fan clutches which are compatible with the Fan Control feature are described below. Fan impedance should be less than 200 Ω to prevent false Open Load (OL) faults from occurring. It may be necessary for the OEM to add an external resistor in parallel to the fan clutch input. Resistance value of 120 – 180 Ω is recommended (see Figure 2-10). a) 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. b) Variable Speed: These fan clutches can vary the fan speed over a wide range between off and full engagement. The fans can operate at the fan speed requested by the subsystem, regardless of engine speed, until locked up. A Variable-Speed fan clutch needs to be able to utilize a PWM signal of frequency defined by the Variable Speed Fan Frequency parameter as the variable speed input. These fan clutches are generally hydraulically driven and are controlled by the fluid allowed to pass through the hydraulic drive. c) Electronic Viscous without Speed Sensor: 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.

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d) Electronic Viscous with Speed Sensor: 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 to the ECM for use in a closed loop control of the fan speed. Two types are supported: Borg Warner and Horton High Frequency. e) Electronic Variable Speed without Speed Sensor: These fan clutches use the PWM Fan Control signal from the ECM to control the speed of the fan. f)

Data Link Output: These fan clutches use the SAE J1939 Data Link Requested Percent Fan Speed datalink message from the engine ECM to control the speed of the fan. It is intended for OEMs that have their own fan driver circuits and do not want to use the engine ECM fan driver output. Note: The ECM’s fan clutch driver output pin SHOULD be left open when using the Data Link Output type of fan. The Fan Control Type parameter should be set to the type of fan that is installed.

g) Reversible Fan Reversible fan can be used as a base fan which serves the dual purpose of cooling the engine as well as purging the radiator of excess debris. These fans are particularly useful in applications, such as chippers and rock crushers, susceptible to a high amount of debris which can reduce the effectiveness of the radiators. On a periodic cycle, or as requested by the operator on how the feature is configured, air flow of the fan can be reversed to help clear debris lodged in the radiator. Depending on the type of fan being used, the air flow reversal is accomplished either by changing pitch of the fan blade or the direction of rotation of the fan. This feature can also be implemented when an array of electric fan motors are used. The multiple fans can be controlled via a single PWM control signal from the ECM provided that the total current draw of the PWM signal is less than the circuit’s capability. The ECM will be able to provide a PWM control signal to at least 8 fans. When this type of implementation is used, an external resistor needs to be added by the OEM in parallel to the Electrical fan to pull enough current through the signal line so that the diagnostics would work. The value of this Resistor should be around 120-180 Ohms. Figure 2-10 is an example of the Electronic Fan control circuit and on how the external resistance needs to be added.

Figure 2-10 Electronic Fan Control Circuit Example (Spal Fan type)

The feature also supports inhibit option, where the purging operation is inhibited based on the signal from purge inhibit switch as well as maximum percent fan request as compared to the inhibit fan request threshold. The Purge cycle can be inhibited based on either the command from the Operator or Engine status. If the operator flips on the purge inhibit switch, Purge cycle won’t happen. Also if Engine condition is such that it demands a level of cooling which is above a certain threshold, the purge cycle will be overridden. In this situation, the feature will behave as a normal fan with cooling functionality. While the purge cycle is a benefit to high dust and dirt environments, the main function of the fan is still to cool the engine. The control logic for the cooling mode of the reversible fan is the same as that of the base fan used primarily to cool the engine. Maximum fan request from the enabled channels will control the fan speed. Also, percent fan request can be issued via the datalink.

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Hydraulic Fan Drive System

2.7.9

General Feature Description Overview: A hydraulic fan drive system uses pressurized hydraulic fluid to rotate a fan. The key parts of this system are: fluid, pump, motor, and a pressure control valve. Based on the maximum fan request from different sensor channels, including datalink request, ECM commands a PWM signal to the pressure control valve. The control valve acts as an interface between the hydraulic system and the ECM and controls the pressure of the hydraulic fluid and thus the fan speed. The pump is typically driven by the gear train accessory drive on the engine gear housing or through a similar pump drive on the transmission. The pump pressurizes the fluid. The fluid transmits the power in the system which rotates the fan. With these systems, fan and cooling package do not need to be in front of the engine and a wider range of fan speeds are supported. 2.7.10

Immobilizer General Feature Description Overview: This anti-Theft feature provides a method for an operator to lock the engine so that the engine cannot be operated without a valid password This feature allows for the support of vehicle security and can support any third party immobilizer controller (IMMO) that conforms to the Cummins Engine Network (CEN) Message Group. This feature can be used by OEM’s which support an immobilizer option.

2.8

Engine Protection

2.8.1

Engine Protection General Feature Description Overview: The Engine Protection System on electronic engines is designed to reduce engine damage from prolonged exposure to engine conditions outside of the normal operating range. The Engine Protection System monitors key engine parameters and logs diagnostic faults when the engine operates at a condition that is over or under the normal range for that parameter. When an Engine Protection Fault occurs, the electronic engine controller warns the operator with a dash lamp signal, and can also derate the engine. An engine derate can be based on either torque or speed, and are indexed to duration (time) and/or severity of the non-normal engine condition. In addition, the equipment manufacturer may integrate the Engine Protection Fault into their Machine Protection Strategy by applying audible alarms or disengaging the driveline. The Engine Protection System helps to prevent progressive engine damage by proactively warning the equipment operator of potentially damaging engine conditions and by derating or shutting the engine down. This will result in a potential reduction in repair costs and engine downtime. Operator training remains as an important element of the Engine Protection Strategy. Should the equipment operator elect to avoid the Engine Protection functions, engine damage can result.

2.8.2

Engine Protection - OEM Pressure, OEM Temperature and OEM Switch Input General Feature Description Overview: The OEM pressure sensor, OEM temperature sensor, and OEM switch can also be utilized to activate the Engine Protection feature. However, it requires certain customer specific information to activate this functionality. - Speed and/or Torque derate - Time based or severity based derates - Derate threshold values (Torque derate is same as the standard Torque derate value) - Shutdown threshold values (if required)

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Engine Protection – Air Intake Restriction Monitor General Feature Description Overview: The Air Intake Restriction Monitor can also be utilized to activate the Engine Protection feature. The system monitors the air filter status. Fault codes are trigged if the air filter is moderately or severely plugged. Further time-based torque derate occurs after a calibrated time elapses if the air filter is sensed severely plugged.

2.8.4

Engine Protection – Overspeed General Feature Description 1. Overview: The Overspeed Protection feature monitors the engine speed and shuts off fuel to the engine if an engine overspeed condition is detected. 2. Operation: The Overspeed Protection feature is an engine protection mechanism that monitors the engine speed and takes action when the speed reaches a certain threshold. A fault will be logged and the ECM shall record and store engine data when the fault occurs. The fueling resumes when the engine speed drops below a secondary engine speed threshold. The engine speed at which an engine overspeed condition is detected varies between engine families and is an adjustable value. Note: The interface parameter EPD Overspeed RPM Drt Log contains multiple records each containing the occurrence time of derate, the duration and the most extreme value of the input that caused the derate. A blank record indicates no derate was recorded

2.8.5

Engine Protection Shutdown Override (Refer to Section 2.14.1)

2.8.6

Water in Fuel Sensor General Description 1. Overview: The Water-in-Fuel (WIF) sensor (required for Tier 4F applications), is attached to the suction side fuel filter. The ECM turns on the warning lamp (Amber Warning Lamp in the ‘ON’ steady state) to indicate water in the filter. When the warning lamp (Amber Warning Lamp) is illuminated the vehicle driver/maintainer should release the water from the fuel filter with the drain provided at the base of the filter. Once the water has been drained and only fuel covers the WIF sensor, the ECM will turn off the Amber Warning Lamp. 2. Operation: The Water-in-Fuel Sensor feature detects the presence of water in the Water-In-Fuel collection tank. The Water-in-Fuel collection tank is located in the bottom of the fuel filter. A Water-in-Fuel sensor located in the collection tank can detect the presence of water, and warns the operator with a maintenance event on the warning lamp (at the next key-ON) if water is detected. This parameter requires installation of a special fuel filter and sensor. 3. Hardware Required: Water in Fuel Sensor

2.8.7

Air Intake Shut Off (ASO) General Feature Description Overview: The Air Intake Shut Off (ASO) valve is used for applications in the oil and gas industry to protect against combustible intake air situations. It will enable the shutoff of air intake flow during an emergency situation in order to shut down the engine in a flammable environment. This feature is available on all applications. If the ASO feature is required for the application, then a custom calibration will be needed. Reference AEB 21.140 for detailed Air Intake Shutoff Valve operation and installation requirements. Hardware Required: Air Intake Shut Off Valve Air Intake Shut Off Test Switch Air Intake Shut Off Manual Switch Air Shut Off Lamp

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Figure 2-11 CM2350 ASO Wiring Diagram 2.8.8

Injector Performance Test (IPT) General Feature Description

1. Overview: IPT, or Injector Performance Test, is a test capable of detecting changes in injector operation that can affect engine performance and reliability. This feature is available only for QSL9, QSG12 and QSX15 programs. The equipment must be stationary and not in operation mode. Once activated, this test will automatically increase and decrease engine RPM while closely monitoring fuel system response at various engine conditions. The test will automatically stop if the test successfully completes, an engine error occurs, or if the equipment being tested is operated. 2. Operation: The Injector Performance Test (IPT) algorithm gathers pressure drop measurements of HPCR type injectors at different fuel quantity and pressure using a cycle of overrides that will eventually be used to diagnose an injector based on measured pressure drops. Since this functionality is required by several applications, the IPT algorithm is intended to provide a single method by which all of these applications can integrate to their system. The IPT algorithm works closely with Injection Fueling Measurement (IFM) algorithm to request test parameters and store pressure drop measurements. The IPT test runs only when requested by service tool (INSITE) or manufacturing tool. When requesting an IPT test, the requester specifies to start/stop the test through the interface. As IPT tests each injector at different test points, it outputs a measurement of the averaged pressure drop over the test cycle. The algorithm also outputs a decision pass or fail for each injector by comparing to low and high pressure drop limits. IPT runs during engine idle conditions (when the vehicle is in still position) in order to allow it to take full control of the engine speed and fuel quantity. Before beginning to test injectors, the algorithm overrides engine speed, pressure and total fueling. Once the desired engine speed is met, IPT overrides zero fueling and requests test point to IFM to start taking measurements. Then IFM will control the IMV to completely cut off fuel to the high-pressure pump, so that no new fuel is pumped into the accumulator. With the IMV closed, the algorithm then intrusively commands a set of one or more injection pulses on one injector at a time. For each set of injections, the algorithm estimates the resulting drop in rail pressure by processing the signal from the rail pressure sensor. And each pressure drop measurement will be stored in IPT, and will be averaged over a number of test cycles to make a pass/fail decision. 3. Identify whether IPT is a good fit for the application: Please refer to Figure 2-12 to see If IPT is a good fit for the application or not.

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For IPT Verification Test procedure refer to “CEB00344, Attachment B or C - Tier 4 Final IPT Verification Test Procedure”. Figure 2-12 IPT Flow Chart Start

Is the Calibration Generic

Yes

Disable IPT

No

50% at LSI = Too high (For QSX 15) 25% at LSI = Too high (For QSL 9)

Does the Application have High Parasitic Loads

Yes

No

If Parasitic loads are too high, Can load be easily disconnected

No

Disable IPT

Yes

No Disable IPT

Yes

Is application required to run at set speeds i.e. genset or similar?

Yes

Is application sensitive to rapid engine speed changes

What is load reduced to? Does it make it below high parasitic criteria?

Yes

No

No

Is application sensitive to rapid speed change? i.e. compressor required to slowly change speed

Yes

Disable IPT

No Enable IPT

2.9 J1939 2.9.1

Multiplexing General Feature Description 1. Overview: J1939 Multiplexing is used to transfer discrete and analog I/O data over the J1939 datalink rather than through physical wires. By re-allocating physical input connections to multiplexed inputs, the system is more flexible and can accommodate a larger number of input variables. Multiplexing is most commonly employed with OEM specific control modules, thus the protocols for transferring the data must be platform independent. Note: If a parameter is multiplexed, the CM2350 ECM will not rebroadcast the value it received. 2. Operation: If the OEM sets a switch multiplexing parameter to Multiplexed and assigns the switch a source address, the ECM ignores the normal hardware input of the switch and reads the value from the J1939 datalink instead. If a given pinout supports more than one switch, the ECM only ignores signals on that pinout for the multiplexed switch.

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Multiple Unit Synchronization

2.9.2

General Feature Description Overview: The Multiple Unit Synchronization feature allows two or more engines to be controlled by a single throttle input.

2.10

Miscellaneous Features

2.10.1

Electrical System Voltage General Feature Description Overview: The ECM uses the Electrical System Voltage feature to determine the nominal vehicle electrical system voltage. This is a mandatory feature that allows the ECM to accurately compensate for various supply voltages based on a user adjustable trim that may or may not be available for selection through the tool depending on the application. The QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8, QSX15 and QSG12 engine platforms support either 12 V or 24 V systems, but require calibration support and special hardware. Contact your Cummins Application Engineer if using a 24 V system on one of these engine platforms. QSB6.7 (DOC/DPF+SCR) and QSL9 (DOC/DPF+SCR) only support 24V calibrations.

2.10.2

Multilevel Security General Feature Description 1. Overview: The multi-level security feature provides more flexibility for securing functions in the programmable memory of the ECM. This capability: − Reduces the risk of unauthorized program memory changes that can compromise the performance of the engine. − Reduces the risk of unauthorized clearing of information in the ECM, thus insuring integrity of customer data residing in the ECM. 2. Operation: The Multilevel Security feature categorizes various features, parameters, operations, and data based on different levels of access and security, for the reasons mentioned above. Depending on the category in which a particular element belongs, it may have certain protections assigned to it, such as passwords, or no provision for saving changes.

2.11 Starter Lockout 2.11.1 General Feature Description 1. Overview: This feature prevents starter engagement by opening the starter control circuit. The primary use of Starter Lockout is to prevent engagement when the engine is already running; however, this feature is intended to prevent damage to the starter by disabling its engagement in any problematic conditions. An additional function recently implemented prevents damage to the starter caused when over cranking by enforcing a cool down period following extended cranking periods. A Wait to Start Lamp will flash when the Starter cool down period is active preventing the Operator from cranking. Starter lockout can also prevent starting in conjunction with error conditions set by other features, such as the Air Shut Off feature in Section 2.8.7. 2. Operation: Starter Lockout prevents starter engagement when the engine is running. When engine speed exceeds an exit threshold, the starter is locked out and remains in this state until the engine speed returns to 0. Additionally, when the engine is in a cranking state, which indicates that the starter has been engaged but the engine has not started and is in excess of an allowable duty cycle for more than 30 seconds over any 150 second period, the engine is locked out for a cool down period (120 seconds) in order to allow the starter motor to cool off. 3. Hardware Required Starter Lockout Relay

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2.12

Engine Maintenance / Monitoring Features

2.12.1

Maintenance Monitor

CEB 00503

General Feature Description 1. Overview: The Maintenance Monitor (also Oil Change Monitor) feature measures one or more parameters which are correlated to oil wear. The feature will notify the operator using the Warning lamp when the accumulated parameter approaches the oil change interval. 2. Operation: This feature monitors the engine run time, fuel consumed, vehicle distance traveled, type of oil used, fuel in oil dilution mass and the operating oil temperature to determine when to provide the indication to the operator that it is time to change the oil. The requirements here are intended to cover both industrial and automotive needs. Four options of oil change interval calculation designed for customer to select are: 1) Automatic Mode - automatic interval calculation 2) Manual Mode for Time - manual input of engine run time 3) Manual Mode for Fuel - manual input of fuel interval 4) Manual Mode for Distance - manual input of vehicle distance interval This algorithm may be reset by tool or by a sequence of operation performed by the operator. When reset, this algorithm logs data to keep the history of OCM data resets, errors, and oil change intervals. Maintenance Monitor Reset Procedure: The Maintenance Monitor can be reset by using INSITE. A manual method to reset the Maintenance Monitor is also available.

With the Keyswitch in ON Position, lamp test sequence completed, and Engine RPM = 0, perform the following sequence of events. 1. With throttle fully depressed, cycle the Regen Switch or Service Brake Switch ON and OFF 3 times. 2. Fully release throttle. 3. With throttle fully depressed, cycle the Regen Switch or Service Brake Switch ON and OFF 3 times. 4. Fully release throttle. Steps 1-4 above must be completed within a maximum of 25 seconds. 2.12.2

Trip Information General Feature Description 1. Overview: The purpose of Trip Information is to gather and report ECM resident business information for the end user. It measures and accumulates several parameters, for example: fuel usage, engine run-time, and engine distance. There are many more parameters and events recorded. The recorded parameters can be observed with a service tool. 2. Operation: 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. Parameter Descriptions: Engine Time Offset, ECM Time Offset 1. Application: The Trip Information feature provides a selected group of data to end-users. To ensure proper information reporting, the Field user of the engine must enter the hours operated of the engine and ECM prior to enlistment of the engine into field service. 2. Programming: Before enlisting the engine to field service set the Engine Time Offset parameter to the engine run-time prior to service/ new installation of ECM, and the ECM Time Offset to the ECM runtime prior to service.

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Reset Trip Information General Feature Description 1. Overview: Reset Trip Information resets all the trip information "trip" data to zero. 2. Operation: When Reset trip information is initiated, the ECM shall reset all the trip information "trip" data to zero in any trip information parameters supported by the application. However the totals shall not be reset.

2.13

Sensors

2.13.1

OEM Temperature 1 Sensor (Auxiliary Temperature) General Description 1. Overview: This feature provides an interface with the Auxiliary Temperature 1 sensor. 2. Operation: The feature, if available, indicates the Auxiliary Temperature 1, and the voltage sensed by the ECM for this sensor. Optionally, the sensor may be multiplexed and the corresponding value may come over the J1939 datalink (Refer to Section 2.9.1 Multiplexing).

2.13.2

Auxiliary Pressure 1 Sensor (OEM Pressure) General Description 1. Overview: This feature provides an interface with the Auxiliary Pressure 1 sensor. 2. Operation: The feature, if available, indicates the Auxiliary Pressure 1, and the voltage sensed by the ECM for this sensor. Optionally, the sensor may be multiplexed and the corresponding value may come over the J1939 datalink (Refer to Section 2.9.1 Multiplexing).

2.13.3

Vehicle Speed Source General Feature Description 1. Overview: The Vehicle Speed Source feature allows the ECM to choose from several different types of vehicle speed signals and interpret them. It also allows adjustments to related parameters to correctly calculate the vehicle speed. 2. Operation: The ECM uses the parameters in this feature with inputs from the VSS to calculate the vehicle’s speed and the current gear ratio. 3. Programming Dependencies: These parameters are always in use, as this feature does not have an Enable. 4. Hardware Required: None

2.13.4

Tachograph General Feature Description Overview: The ECM uses the Tachograph signal to calculate vehicle speed if the Vehicle Speed Source Type parameter is set to Tachograph. The single-ended Tachograph signal provides transmission tailshaft speed similar to the Digital Vehicle Speed Source.

2.13.5

CAC out Temperature Sensor General Feature Description Overview: CAC (Charge Air Cooler) is used to cool engine air after it has passed through a turbocharger, but before it enters the engine. The idea is to return the air to a lower temperature, for the optimum power for the combustion process within the engine. The CAC out temperature sensor senses the output temperature of the charge air cooler.

2.14 Switches 2.14.1

Engine Protection Shutdown Override General Feature Description

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Overview: The Engine Protection Shutdown Override Switch signal controls the Engine Protection Manual Override function of the Engine Protection feature. This allows the vehicle operator to continue running the engine for a calibrated time period in order to move the vehicle to a safe stopping location. Please note that Engine Protection Override is not intended as a means of avoiding an engine shutdown for extended periods. This would constitute an abusive situation which could result in progressive damage and will void warranty. 2.14.2

Clutch Switch General Feature Description 1. Overview: The Clutch Switch feature tells the ECM if a hard-wired clutch switch is installed. 2. Operation: The Clutch switch has two positions, PEDAL PRESSED (Clutch Disengaged) and PEDAL RELEASED (Clutch Engaged). The PEDAL RELEASED position indicates a closed switch connecting the circuit to ground, and does not affect any other features. The PEDAL PRESSED position indicates an open switch disconnecting the circuit from ground. This position inhibits or exits certain operational states dependent on clutch engagement. For example, PEDAL PRESSED (clutch disengaged) will disengage engine brakes.

2.14.3

Service Brake Switch General Feature Description 1. Overview: This provides the interface for the service brake switch. This input is generally associated with Section 2.3.6 Engine Speed Cruise Control, and may not be used unless this feature is enabled. 2. Operation: This feature is enabled at the calibration level, and provides a monitor parameter for determining if the state of the service brake switch is on or off. The Service Brake switch may be multiplexed and its value obtained through the J1939 datalink (Refer to Section 2.9.1 Multiplexing).

3. OEM Components 3.1

Introduction The OEM components section is written to assist OEMs in understanding and choosing appropriate components for their applications All manufacturer part numbers are subject to change without notice. Contact a manufacturer’s representative for current part number listing.

3.2

How to Use This Section

3.2.1

Purpose This section provides specifications for OEM-supplied components that interface with the CM2350 electronic subsystems.

3.2.2

Usage OEMs typically use this document as follows: 1. Find Component Specifications: The Component List Table gives the page number where the electrical and functional description of a component may be found. 2. Find Example Components: This section lists example components, which, according to the manufacturer’s specifications, meet the requirements listed. Cummins makes no warranty of the durability or reliability of any component not manufactured by Cummins. 3. Contact Suppliers: The Supplier Contact List contains supplier contact information if purchasing from someone other than a Cummins distributor.

3.2.3

Contents

Component List The Component List section lists the following information for each component in this section: 1. Name and document page number 2. General hardware type (e.g. relay, connector, SPST switch) 3. Application Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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4. Typical usage Connectors This section describes the connectors needed to connect to the CM2350 ECM. Lamps This section describes the electronic characteristics of the OEM-supplied lamps used with the CM2350 ECM. Relays This section describes the electronic characteristics of OEM-supplied relays and solenoids used with the CM2350 ECM. Sensors This section describes the required electronic characteristics of the OEM-supplied sensors used by the CM2350 ECM. Where appropriate, an example sensor that meets the requirements is listed in this section. Switches This section describes the electronic characteristics of OEM-supplied switches used with the CM2350 ECM. Common specifications tables are provided at the end of the Switches section and referenced from those switches using the common specifications. Any switch with unique specifications will have a specifications table within that switch description. Each switch has a switch diagram showing the Open-Closed positions of the switch and listing how the ECM uses each position. Supplier Contact List Section This section provides manufacturer contacts for components listed.

3.3

Component List Table 3-1 Component List The Usage column notations indicate the following: 1. Optional (OPT): The relevant feature requires this component, but the exclusion of the component will not specifically affect engine functionality. 2. Required (RQD): Exclusion of a “Required” component precludes engine operation under the control of the ECM. Please note: Cummins does not warrant the durability or reliability of any non-Cummins related part. Component Name

Hardware Type

Application

Usage

Deutsch 2-Pin DT Connector Framatome/ Sumitomo 4-Pin Connector Deutsch HD10 Connector Delphi 96-Pin Connector

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

Framatome F934000

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

Deutsch DT Connector. 3-Pin Receptacle.

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

CONNECTORS

2-Pin Water In Fuel Sensor Connector 4-Pin Intake Air Temperature/Pressure Sensor Connector (TBAP) J1939 9-Pin datalink Interface Connector OEM 96 Pin Connector (OEM Connector “J2”) 24-Pin Crossover Connector (OEM Connector) J1939 Datalink Connectors

RQD

RQD

RQD OPT

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Hardware Type

Application

Usage

J1939 Datalink Connectors

Deutsch DT Connector. 3-Pin Plug.

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

J1939 Datalink Connectors

Deutsch DT Connector Assembly. Termination Receptacle. Packard 2-Pin Connector (Shroud)

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

Hardware Type

Application

Usage

QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

2-Pin Fuel Heater Connector

Component Name LAMPS Exhaust System Cleaning (Regen) Lamp (Refer to

Amber Incandescent or LED

CEB00502)

Diesel Exhaust Fluid Lamp (Refer to CEB00502)

Amber Incandescent or LED

High Exhaust System Temperature (HEST) Lamp (Refer to CEB00502) Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp (Refer to CEB00502)

Amber Incandescent or LED

Stop Lamp Wait to Start Lamp Warning Lamp Power on Indicator (POI) Lamp

Amber Incandescent or LED Red Incandescent or LED White Incandescent or LED Amber Incandescent or LED Amber Incandescent or LED

RQD

RQD

RQD

RQD RQD RQD OPT

RELAYS / SOLENOIDS

Intake Air Heater Relays

12 V or 24 V SPST Relays 24V SPST Relay

Idle Shutdown Relay

12 V or 24 V SPST Relay 24V SPST Relay

Fan Clutch Relay

SPST Relay

Fuel Heater Relay

SPST Relay (12 V / 50 A or 24 V / 30 A) 24V / 30A SPST Relay

QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8

RQD

QSG12

OPT

QSB6.7 (DOC/DPF+SCR), QSL9 (DOC/DPF+SCR) QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8, QSX15 and QSG12 QSB6.7 (DOC/DPF+SCR), QSL9 (DOC/DPF+SCR) QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8, QSX15 and QSG12 QSB6.7 (DOC/DPF+SCR), QSL9 (DOC/DPF+SCR)

RQD

OPT

OPT

OPT

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Component Name

Hardware Type

Starter Lockout Relay

SPST Relay

Dual Outputs Relay

SPST Relay

Standard Relay

Application QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

12 V or 24 V SPST Relays 24V SPST Relay

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8, QSX15 and QSG12 QSB6.7 (DOC/DPF+SCR), QSL9 (DOC/DPF+SCR)

CEB 00503 Usage OPT (Refer to AEB 24.53 for more information)

OPT

OPT

SENSORS Coolant Level Sensor / Coolant Level Switch

Analog sensor / Discrete Switch

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15

RQD (OPT for QSG12)

Water-In-Fuel Sensor

Analog Sensor (Filter/Connector Kit Required)

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

Analog with 2 switches

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

Analog

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

Frequency Throttle

Hall Effect Sensor

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

Accelerator Position Sensor (Remote) Dual Analog Accelerator Position Sensor Digital Vehicle Speed Sensor Input Vehicle Speed Sensor (Magnetic Pickup VSS)

Analog

OEM Temperature Sensor

Analog Sensor

OEM Pressure Sensor

Analog Sensor

Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch) Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch)

Tachograph Vehicle Speed Sensor (VSS) CAC Out Temperature Sensor

Component Name

Analog Signal Converter Hall Effect or Variable Reluctance Frequency Sensor

Signal Converter Analog Sensor

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

Hardware Type

Application

OPT OPT OPT OPT OPT

OPT OPT OPT OPT

Usage

SWITCHES Alternate Droop Switch

SPST or Tristate

Alternate Low Idle

SPST Switch

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT OPT

- APPLICATIONS -

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Component Name

Hardware Type

Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Manual (Non-mission) Exhaust System Cleaning (Regen) Initiate Switch Air Conditioner Pressure Switch Auxiliary Governor Switch

SPST Switch

SPST Switch

CC On/Off Switch

SPST Switch

Clutch Switch

SPST switch (Pedal Actuated)

Diagnostics On/Off Switch

SPST switch

Air Intake Shutoff Switch

SPST Switch

3-Position Engine Brake Level Switch Engine Brake On/Off Switch Engine Protection Shutdown Override Switch Fan Control Accessory Switch Increment/SetDecrement/Resume Switch (used with ISC, CC, LSG) ISC Switch 1/ISC Switch 2/ISC Switch 3/ISC Validation switch Parking Brake Switch

DP3T Switch (3-position) SPST Switch

SPST Switch (Momentary) SPST Switch

SPST Switch (Momentary) SPST Switch

Usage

QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSL9, QSX15

RQD

QSB4.5, QSB6.7, QSL9, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

RQD

OPT OPT OPT OPT OPT OPT OPT OPT OPT OPT

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

SPST Switch

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT

SPST Switch SPST Switch

Service Brake Switch

SPST Switch

Reversible Fan Switch

SPST Switch

3.4.1

Application

SPST Switch

Remote Accelerator On/Off Switch

3.4

CEB 00503

QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12

OPT OPT OPT OPT

Connectors 2-Pin Fuel Heater Connector

1. Overview: The Fuel Heater Connector does not connect directly to the ECM, but the OEM must provide power and ground. The fuel heater connector is located on the fuel filter head. 2. Hardware: See Table 3-2 for a 2-Pin Fuel Heater Connector example Table 3-2 2-Pin Fuel Heater Connector - Example

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Connector

Manufacturer 1

Part Number

2-Pin Fuel Heater Connector

Packard

Connector Body: 1530 0027 Terminal - 1207 7413 (10-12 AWG) Tin Wire Seal - 1201 5193 (10-12 AWG) TPA 2- 1530 0014 Connector Seal - 1530 0020

0F

Plating specified Tin

CEB 00503 Wire Gauge 10 AWG -12 V 12 AWG -24 V

1F

4-Pin Intake Air Temperature/Pressure Sensor Connector (TBAP):

3.4.2 1.

Overview: The 4-Pin Intake Air Temperature/Pressure Sensor Connector is a combination sensor for Ambient Air Temperature and Ambient Air Pressure.

2. Hardware: See Table 3-3 for a 4-Pin Intake Air Temperature/Pressure sensor Connector example. See Table 3-4 for connector pin out information. Table 3-3 4-Pin Intake Air Temperature/Pressure Sensor Connector - Example Connector

Manufacturer

Part Number

4-Pin Intake Air Temperature /Pressure Sensor Connector

Framatome

To Engine Harness: Framatome Connector 4Pin: 54200415 Terminal: 54001801RWC To Sensor: Sumitomo Connector 4Pin: 6098-0144 Wedge: 6920-0081 Yazaki Seal: 7165-0063 Terminal : 1410-0098 (Or Yazaki Terminal: 7116-1530-08)

Sumitomo/ Yazaki

Plating specified Tin

Wire Gauge 18 AWG

Gold

Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor (TBAP) Pin out Information Pin # 1 2 3 4

Pinout Type Ratiometric Analog Input Sensor Supply Resistive Analog Input ECM Return

Signal Name Ambient Air Pressure 5 V Sensor Supply Compressor Inlet Temp Sensor Return

Cummins supplies three 4-pin jumper harness kits: 10 foot TBAP Jumper part number 5256264 7 foot TBAP Jumper part number 5256263 4 foot TBAP Jumper part number 5256262 3.4.3

J1939 9-Pin Datalink Interface Connector

1. Overview: The 9-Pin Datalink Interface Connector connects electronic tools to the ECM and allows transfer of SAE J1939 data. This is a required connector that every Tier 4F Industrial Cummins engine must have for service accessibility on the OEM side. Connector installation must meet requirements defined in Section 5.3.3 J1939 Installation Information. An optional 3-pin datalink connector may also be added. 2. Hardware: See Table 3-5 for a 9-Pin Datalink Interface Connector example. Table 3-5 9-Pin Datalink Interface Connector – Example 1 2

Cummins does not warrant the durability or reliability of any non-Cummins related part. Terminal Position Assurance (TPA) – a Secondary Lock

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Connector

Manufacturer 3

Part Number

9-Pin Datalink Service Interface Receptacle Connector

Deutsch 4

HD10-9-1939P Solid Terminal: 0460-202-1631(16-20 AWG)

2F

3F

Plating specified Gold

Or Terminal Stamped & Formed: 1060-16-0144 (14-18 AWG)

CEB 00503 Wire Gauge 20 AWG ECM Power lines16 AWG

Figure 3-1 9- Pin Datalink Interface Connector

3.4.4

J1939 Datalink Connectors (3-pin connector for Engine Side Tool Port)

1. Overview: All vehicles containing an SAE J1939 backbone should have the J1939 Datalink connectors associated with the Engine side tool port; the three J1939 Datalink connector descriptions follow: a Plug, Receptacle, and a Termination Receptacle. 2. Hardware: a. Plug Hardware: The Plug connects the backbone to a node on the backbone side. There should be a Plug on the backbone at each node. This connector consists of a 3-way Deutsch DT series plug and requires a locking insert. The Plug uses gold-plated sockets. b. Receptacle Hardware: The Receptacle connects a node to the backbone on the node side. There will be a Receptacle for each node and Plug. This connector consists of a 3-way Deutsch DT series receptacle and requires a wedge lock. The Receptacle uses gold-plated pins. Termination Receptacle Hardware each ends of the backbone uses a Termination Receptacle. This preassembled connector assembly consists of a DT04-3P receptacle, blue W3S-1939 wedge lock, gold-plated pins, cavity plugs, and a 120-ohm resistor. There will be two Termination receptacles for each J1939 network. Cummins does not warrant the durability or reliability of any non-Cummins manufactured part. See Table 3-6 J1939 Datalink (3-pin) Connectors - Example

Figure 3-2 J1939 Datalink Engine Side Tool Port 3-pin Connectors 3 4

Cummins does not warrant the durability or reliability of any non-Cummins related part. Deutsch does not allow the use of connector lubricant with any of their connectors.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Table 3-6 J1939 Datalink (3-pin) Connectors - Example Connector

Manufacturer 5

J1939 Datalink Connectors

Deutsch 6

4F

5F

Part Number Plug - DT06-3S-EP09 Receptacle - DT04-3P-E008 Terminal Receptacle - DT04-3P-P006 Pin terminal Reel - 1060-16-0644 Wedge Lock - W3P-1939 (Blue) Socket terminal Reel - 1062-16-0644 Locking Insert - W3S-1939-P012 (Blue)

6F

Plating specified Gold

Wire Gauge 20 AWG

Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information Pin # A B C

Pinout Type CAN HIGH (+) CAN LOW (-) None

Color Code Yellow Green None

Please refer to Table 3-7 for J1939 connector pin out information. J1939+ (CAN_H) uses the yellow color-coded insulator and J1939- (CAN_L) uses the green color- coded insulator. All connections for connectors should utilize this color scheme to avoid any misconnections.

3.4.5

OEM 96 Pin Connector

1. Overview: The OEM 96-pin Connector mates with connector J2 on the ECM. The OEM 96 – pin Connector carries signals for CM2350 subsystem datalinks and OEM-supplied components. 2. Hardware: All Tier 4F CM2350 based Cummins engines use the OEM 96-Pin Connector. Hardware details are mentioned in Table 3-8 OEM 96 Pin Connector Specifications Note: Need to ensure that the connector is protected from paint spray when painting the engine. The paint protective box will be available in December. More details to be available in the later versions of the CEB. 5 6

Cummins does not warrant the durability or reliability of any non-Cummins related part. Deutsch does not allow the use of connector lubricant with any of their connectors.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Figure 3-3 OEM 96-Pin Connector

Table 3-8 OEM 96 Pin Connector Specifications Connector

Manufacturer 7

Part Number

OEM 96 Pin Connector

Delphi

Connector Body with added features: 13964572 Cover Lever: 15494614 or Cover Lever with Orange tab: 13964580 (recommended) Rubber boot: 13957208 (Alternative) Terminal Lock: 15494608 Terminal (20 AWG): 13627884 Terminal (18 AWG): 13627886 Terminal (16 AWG): 13627887 Cavity Plug: 15318164 Strain Relief (Bolt down adaptor): Delphi 13856709

Electricpack

Wire Tie (Black): 3822924 (Cummins P/N)

Anixter

Rubber boot: 5314919 (Cummins P/N)

3.4.6

7F

Plating specified Silver

Wire Gauge 20,18,16 AWG (See Wiring Diagram for Requirements)

24-Pin Crossover Connector

1. Overview: The 24-Pin Crossover Connector breaks out the circuits from the engine harness. The connector provides additional I/O pins to the OEM. 2. Hardware: See Table 3-9 for a 24-Pin Crossover Connector example. Table 3-9 24-Pin Crossover Connector - Example Connector

7

Manufacturer

Part Number

Plating specified

Wire Gauge

Cummins does not warrant the durability or reliability of any non-Cummins related part.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package 24-Pin Crossover Connector

Delphi

F934000

Gold

1.5 mm Cavity: Terminal - 54001627 (16-18 AWG) Plug - 54241629

CEB 00503 20 AWG Battery return / Power lines are 16 AWG

2.8 mm Cavity: Terminal – 54001803 (18-20 AWG) Plug - 54240002 Figure 3-4 24-Pin Crossover Connector

3.5

Lamps

Note: Mandatory lamps must be hardwired or multiplexed using J1939 messages. If these lamps are integrated into a Graphical User Interface (GUI) or multi-function electronic display, the panel indication must be equivalent to hardwired indicators and is clearly visible to the operator. These lamps must be easily identified by the operator. The Tier 4F Cummins engine products support the use of either an LED or an incandescent lamp (light bulb). An appropriately sized resistor should be wired in parallel with the LED to prevent the LED appearing ON when actually OFF. This can occur due to a very small leakage current through the ECM output signal that drives the lamps. A resistor on the order of 4.0-7.0 kΩ should be sufficient; verify this value for your application 3.5.1

Exhaust System Cleaning (Regen) Lamp

The Exhaust System Cleaning (Regen) Lamp notifies the operator that the Aftertreatment system is ready for Exhaust System Cleaning and needs assistance from operator to regenerate within the next several hours of engine operation. Please refer to CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp requirements. Note: The Regeneration Lamp is also named as Exhaust System Cleaning Lamp in T4F. 3.5.2

Diesel Exhaust Fluid (DEF) Lamp

The Diesel Exhaust Fluid Lamp controls a lamp or LED that alerts a vehicle operator that the DEF is low and SHOULD be replenished. Diesel Exhaust Fluid Lamp MUST be unobstructed from driver view during all operating conditions. The lamp illumination MUST be verified. Please refer to CEB00502 Aftertreatment Electronic Technical Package for lamp requirements. 3.5.3

High Exhaust System Temperature (HEST) Lamp

The High Exhaust System Temperature (HEST) lamp indicates the increase of exhaust system temperature due regeneration. Please refer to CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp requirements. 3.5.4

Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp

The Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp indicates that Exhaust System Cleaning Disabled (Inhibit) Switch is active, therefore automatic and manual (non-mission) regeneration cannot occur. Please refer to CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp requirements.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Note: The Regeneration Inhibit Lamp is also named as Exhaust System Cleaning Inhibit Lamp in T4F. 3.5.5

Stop Lamp

1. Overview: The Stop lamp displays critical operator messages and diagnostics fault codes. The OEM should prominently display the Stop lamp. All applications require the Stop lamp. If the driver receives a Stop lamp indication, the driver should cease operation of the vehicle and engine as quickly as safely possible to reduce damage to the engine. 2. Operation: The ECM illuminates the lamp for the following circumstances: serious fault detected, Engine Protection Shutdown approaching, Engine Protection Shutdown Override activated, confidence test, Aftertreatment and diagnostics. 3. Hardware: The Stop Lamp must meet the hardware requirements listed in Table 3-10. Table 3-10 Stop Lamp Specifications Item Standard Type Color Lettering Typical Voltage Minimum Luminosity Maximum Current Peak Current (Ipk) Peak Current duration 3.5.6

Requirement SAE Recommended Practice J1211 Incandescent or LED Red STOP 12 or 24 VDC 2 candle power 500 mA Steady State 5.5 A 50 msec

Wait to Start Lamp

1. Overview: The Wait to Start Lamp indicates the driver has turned the keyswitch to an engine run position, but should wait to start the vehicle. The most common reason for this is to wait for the Intake Air Heaters to complete a pre-heat cycle during cold ambient conditions. 2. Operation: The ECM illuminates the lamp during the relevant period to inform the driver that the vehicle should not yet be started. Note: Since the Intake Air Heater feature is enabled in all Tier 4F Industrial Midrange calibrations, this lamp is mandatory. 3. Hardware: The Wait to Start Lamp must meet the hardware requirements listed in Table 3-11. Table 3-11 Wait to Start Lamp Specifications Item Standard Type Color Lettering Typical Voltage Minimum Luminosity Maximum Current Peak Current (Ipk) Peak Current duration 3.5.7

Requirement SAE Recommended Practice J1211 Incandescent or LED White WTS 12 or 24 VDC 2 candle power 500 mA Steady State 5.5 A 50 msec

Warning Lamp

1. Overview: The Warning Lamp displays messages that require prompt operator attention and diagnostics messages. The OEM should prominently display the Warning Lamp. All applications require the Warning Lamp. If the driver receives a Warning Lamp indication for a Maintenance Fault, the driver should take the vehicle to a service center as soon as convenient. 2. Operation: The ECM illuminates the lamp for the following circumstances: Non-critical fault active, Idle Shutdown Approaching, Idle Shutdown Override, Confidence Test, Maintenance Faults, Water-In-Fuel, Aftertreatment and Diagnostics.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

3. 4. Hardware: The Warning Lamp must meet the hardware requirements listed in Table 3-12. Table 3-12 Warning Lamp Specifications Item Standard Type Color Lettering Typical Voltage Minimum Luminosity Maximum Current Peak Current (Ipk) Peak Current duration 3.5.8

Requirement SAE Recommended Practice J1211 Incandescent or LED Amber WARNING or CHECK ENGINE 12 or 24 VDC 2 candle power 500 mA Steady State 5.5 A 50 msec

Power on Indicator (POI) Lamp

1. Overview: The Power on Indicator lamp gives visual indication of the state of the ECM. 2. Operation: The lamp can either be set to illuminate on detection of key ON or when the keyswitch is turned off. When the lamp is set to illuminate at key on, the lamp will light-on at Key ON and will remain on until the ECM has completed its power down functions and has gone into sleep mode. Similarly, when the lamp is set to illuminate at key off, the lamp will light at Key OFF and remain on until the ECM has completed its power down. Note that this feature can be used as notification that it is OK to remove power from the ECM. 3. Hardware: The Power on Indicator Lamp must meet the hardware requirements listed in Table 3-13.

Table 3-13 Power on Indicator Lamp Specifications Item Standard Type Color Typical Voltage Minimum Luminosity Maximum Current

3.6

Requirement SAE Recommended Practice J1211 Incandescent or LED Amber Must be the same as the ECM Supply Voltage 2 candle power 500 mA Steady State

Relays

3.6.1 Fan Clutch Relay 1. Overview: The Fan Clutch Relay supplies power to or disconnects power from the fan clutch. 2. Operation: The Fan Clutch Relay may operate as a Normally Open or Normally Closed Relay as required by the application. The ECM signal to turn the Fan Clutch Relay ON may be either a high or low voltage signal. 3. Hardware: Part Specifications: The Fan Clutch Relay must meet the specifications listed in Section 3.6.5 Standard Relay. See Figure 3-6 Standard Relay Diagram. 3.6.2

Fuel Heater Relay

1. Overview: The fuel heater relay provides power to the fuel heater. Keyswitch power controls the relay, and the relay switches power to the fuel heater. 2. Operation: When the keyswitch is ON and the thermostat indicates very cold fuel, the circuit will close and power will be provided to the fuel heater element. When keyswitch is off or the thermostat indicates acceptable fuel temperature, the circuit will open and cut power from the fuel heater element.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

3. Hardware: The relay hardware depends on the vehicle system voltage. A 12 V system requires a relay with a 12 V coil and 50 AMP contacts. A 24 V system requires a relay with a 24 V coil and 30 AMP contacts. Section 3.6.5 Standard Relay section meets the specifications for the Fuel Heater Relay. This relay must be wired into the fuel heater circuit as indicated in interfaces and installation. 3.6.3

Intake Air Heater Relays

1. Overview: The ECM uses the Intake Air Heater Relay to energize the Intake Air Heater during cold weather. 2. Operation: During cold weather the ECM uses the relay to ENERGIZE the heaters and pre-heat the intake air prior to start. The ECM DE-ENERGIZES the heater during engine cranking. 3. Hardware: Part Specifications: Any Intake Air Heater Relay must match the specifications from Figure 3-5 Intake Air Heater Relay and Table 3-14 Intake Air Heater Relay Specifications. Fuse specifications should be considered for the system voltage selected. Refer to the Interfaces and Installations section for wiring recommendations for the Intake Air Heater (grid) element. Figure 3-5 Intake Air Heater Relay

Table 3-14 Intake Air Heater Relay Specifications Item Terminal Action Minimum No. of Terminals - ENERGIZE - DE-ENERGIZE Nominal Coil Voltage Maximum Coil Current Maximum Coil Induction (see Note A) Minimum Contact Rating

Requirement Normally Open Four Terminals 3-4 Closed Terminals 3-4 Open 12 VDC/24 VDC 2A 12 V Relay – 80 mJ Load Limit 24 V Relay – 260 mJ Load Limit 200 Amps Continuous for 12 V (Fuse rating of 250 Amps) 100 8 Amps Continuous for 24 V (Fuse rating of 150 Amps) 8F

Note A: The 2 A current rating for the relay must not be exceeded. The maximum coil inductance that can be tolerated is variable depending on the actual maximum current. The coil resistance should be such that (0.5 * Inductance * Current^2) never exceeds the 80 or 260 mJ limit. Example Part The following relays and fuses meet the requirements listed in Table 3-14 Intake Air Heater Relay Specifications. Cummins strongly recommends wiring a suppression diode across the coil terminals if using a relay without an integral suppression diode. Relays in Table 3-15 Example Intake Air Heater Relay Part List do not contain a suppression diode. Table 3-15 Example Intake Air Heater Relay Part List Item 12 V Relay 24 V Relay 24 V Relay 12 V Relay 24 V Relay

Manufacturer 9 AMETEK Prestolite AMETEK Prestolite AMETEK Prestolite Stancor Stancor 9F

Manufacturer Part no. SBJ-4201 SAS-4410 (100 amp) SBJ-4401 (200 amp) 586-902 120-904 (100 amp)

8

In some applications, the current rating may be higher than the specification shown. The OEM is responsible to select the intake air heater relay accordingly. 9 Cummins does not warrant the durability or reliability of any non-Cummins related part. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Stancor Bussman Bussman

CEB 00503

586-905 (200 amp) AMG-150 AMG-250

Note: The installer is responsible for procuring and mounting the Intake Air Heater power relay in a location free of road splash and also for routing battery connections through the relay contacts to the Intake Air Heater, which is shipped with the engines. The Intake Air Heater relay must not be mounted on engine. For wiring recommendations for Intake Air Heater, refer to the Global Customer Engineering (GCE) Industrial site to access the system wiring diagrams. 3.6.4

Idle Shutdown Relay

Overview: The Idle Shutdown Relay disconnects power from selected high-current vehicle systems when the Idle Shutdown feature shuts down the engine. The Idle Shutdown feature turns off the engine after a programmable time period of engine idling without interruption has been exceeded. At this time, the Idle Shutdown Relay is energized. Operation: When the relay is energized, the contacts OPEN and disconnect power from high-current devices. When the relay is not energized, the contacts are CLOSED allowing power to high-current devices. Hardware: The Idle Shutdown Relay must meet the specifications for a Normally-Closed Standard Relay as described in the Standard Relay section below. 3.6.5

Standard Relay

1. Overview: The relays described in this section will function for many of the OEM supplied relays used with the CM2350 subsystem. Where a different relay is required (e.g. Intake Air Heaters), an example relay will be supplied in the specific section (see Note A). 2. Operation: Relays can operate in a Normally-Open or Normally-Closed fashion. The Normally-Open or Normally-Closed refers to the condition of the relay terminals when power is not being supplied to the relay coil. 3. Hardware: Part Specifications: Any relay using the Standard Relay must meet the specifications in Figure 3-6 Standard Relay Diagram and Table 3-16 Standard Relay Specifications. This description uses terminal numbers on the relays for reference only; a particular relay may use a different numbering scheme. Cummins strongly recommends wiring a suppression diode across the relay coil if the relay does not contain an integral suppression diode shown in Figure 3-7 Suppression Diode notes. Figure 3-6 Standard Relay Diagram

Table 3-16 Standard Relay Specifications Item Relay Type Minimum No. of Terminals -Energized -De-Energized OEM Coil Supply Voltage Maximum Coil Current Maximum Coil Inductance (see Note B)

Requirement Normally Closed Relay Four: Terminals 3-4 Open Terminals 3-4 Closed Battery Voltage 2A 12 V Relay – 80 mJ Load Limit 24 V Relay – 260 mJ Load Limit

Normally Open Relay Four: Terminals 3-4 Closed Terminals 3-4 Open Battery Voltage 2A

Note A: Relays should not be installed in such a way to expose the contact to water intrusion or dirt which may cause electrical short circuit.

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Note B: The 2 A current rating for the relay must not be exceeded. The maximum coil inductance that can be tolerated is variable depending on the actual maximum current. The coil resistance should be such that (0.5 * Inductance * Current^2) never exceeds the 80 or 260 mJ limit.

Figure 3-7 Suppression Diode notes Example Standard Relay The specifications for the relay shown in Figure 3-8 Example Standard Relay and meet the listed requirements for a Fan Clutch Relay and a Fuel Heater Relay. Cummins makes no warranty of the reliability and durability of any non-Cummins manufactured part. The OEM can mount the relay anywhere, but Cummins recommends engine compartment or in-cab mounting. If you choose to use one of the example relays, choose the relay corresponding to the vehicle system voltage. The relay mates to any standard DIN base. Figure 3-8 Example Standard Relay shows it mating to a Packard bracket mount socket supplied with a terminal retainer. The OEM may mount this socket individually on a single stud, or interlocked with other relays. Figure 3-8 Example Standard Relay

3.6.6

Starter Lockout Relay

Overview The Starter Lockout relay prevents the starter from engaging while the engine is running by opening the starter control circuit. Operation The starter lockout relay will allow power to the starter relay or lock power out from the starter relay. The standard configuration uses a Normally Closed relay which locks out the starter. The relay opens when the engine is running. A normally open relay configuration can also be used which closes when the Ignition is ON and the engine is not running. However, a normally-open relay should be avoided as stated below. 1. In cases of low battery voltage, the ECM voltage can drop below the minimum requirement causing the starter relay to open. Once this occurs, the voltage may rise above the minimum requirement causing the ECM to re-engage the starter. This resultant cycling of the starter may cause premature starter failure. 2. Typically this occurs for the following reasons: Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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a. Extended cranking of the engine has depleted the batteries. b. Old/weak batteries in the machine. Hardware The Starter Lockout Relay must meet the specifications for an either a normally open or normally closed Standard Relay.

3.6.7

Dual Outputs Relay

Overview The Dual Outputs relays are energized/de-energized as a result of the logical function of a number of trigger parameters, and are used for the control of other devices as desired. Operation The Dual Outputs feature can drive one or both relays, Dual Outputs Relay A and/or Dual Outputs Relay B. Each relay may be used for any desired purpose, such as control of heaters, valves, etc. Each relay may respond to trigger parameters such as engine speed, engine torque, boost pressure, shaft speed, oil pressure, coolant temperature, commanded acceleration, ISC status. Each relay is configured separately and operates independently. Hardware Part Specifications: Relays can be as per the specifications mentioned in Table 3.17. Solenoids are also acceptable that meet the same coil specifications. In addition, the “Standard Relay” may be used for Switched Output Relay A or B.

Figure 3-9 Dual Outputs Relay A and B Diagram

Table 3-17 Dual Outputs Relay Specifications Item Relay Type Minimum No. of Terminals Minimum No. of States - DEENERGIZED - ENGERIZED

Requirement 1 Form C or as required by application Five: Terminals 1,2,3,4, and 5 (reference only) Two: ENERGIZED or DEENERGIZED Terminals 3-4 closed, Terminals 3-5 open Terminals 3-4 open, Terminals 3-5 closed

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Nominal Coil Voltage Maximum Coil Current Minimum Coil Resistance Maximum Coil Inductance Contact Rating

CEB 00503

12 VDC/24 VDC 2A 6 Ω @ 12 V, 12 Ω @ 24 V 130 mH OEM Responsibility

Sensors

3.7 3.7.1

Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch)

1. Overview: The Accelerator Pedal or Lever Position Sensor with Idle Validation Switch (IVS) (Primary), also known as the Single Potentiometer Throttle, is defined in CEB00549. Any Accelerator Position Sensor used with Tier 4F CM2350 products must meet the specifications defined in this CEB. 2. Operation: The Accelerator Pedal or Lever Position Sensor (w/IVS) uses a potentiometer with 2 switches (Idle ON and Idle OFF switches) to help the ECM determine when the acceleration request is non-zero. Refer to Section 2.5.2 Accelerator Pedal or Lever Settings (Single Potentiometer Throttle). Note: This cannot be used with Remote Accelerator input. 3. Hardware: Part Specifications: The Primary Accelerator Position Sensor must meet the specifications defined in CEB00549. 3.7.2

Accelerator Pedal or Lever Position Sensor (w/o Idle Validation Switch)

1. Overview: The Accelerator Pedal or Lever Position Sensor without Idle Validation Switch (IVS) (Primary or Remote), also known as the Single Potentiometer Throttle, is defined CEB00549 (Electronic Accelerator Pedal Position Performance Specification). Any Accelerator Position Sensor used with Tier 4F CM2350 products must meet the specifications defined in this CEB. 2. Operation: The Accelerator Pedal or Lever Position Sensor (w/o IVS) uses a potentiometer to help the ECM determine the acceleration request. Refer to Accelerator Pedal or Lever Settings (Single Potentiometer Throttle). 3. Hardware: Part Specifications: The Primary or Remote Accelerator Position Sensor must meet the specifications defined in CEB00549. 3.7.3

Dual Analog Accelerator Position Sensor

1. Overview: The Dual Analog Accelerator Position Sensor, also referred to as the Dual Potentiometer Throttle, is defined in CEB00549 (Electronic Accelerator Pedal Position Performance Specification). Any Accelerator Position Sensor, and used with Tier 4F CM2350 products, must meet the specifications defined in this CEB. 2.

Operation: The Dual Analog Accelerator Position Sensor uses 2 position sensors typically mounted to a pedal assembly that provide independent pedal position signals to the ECM. The ECM uses the 2 signals to validate the pedal position and control engine operation. Refer to Section 2.5.3 Dual Analog Accelerator (Dual Potentiometer Throttle) (Primary).

3. Hardware: Dual Analog Accelerator 3.7.4

Coolant Level Sensor

1. Overview: The Coolant Level Sensor is a device that determines if the proper level of coolant is maintained in the vehicle cooling system. When the coolant level is below normal, the ECM will indicate the need for maintenance at the ADD condition (for 3-level sensor) or Engine Warning for a critically low condition. 2. Operation: The Coolant Level Sensor is immersed in the coolant and exhibits a different resistance when immersed in coolant versus being out of coolant. The ECM uses this signal to light an amber warning lamp if a critically low coolant level is detected after a 10 second delay. A red lamp is then lit and the engine starts a Derate.

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3. Hardware: Part Specifications: The Coolant Level Sensor must have the electronic characteristics listed in Table 3-18 Coolant Level Sensor Specifications. For mounting instructions, see the manufacturer’s information for the sensor you have chosen that meets the voltage requirements. Reference Figure 3-10 Coolant Level Sensor Input for wiring to the ECM. When using a two level resistive sensor, place sensor between J2–35 and J2-32. Table 3-18 Coolant Level Sensor Specifications Item Source Voltage (from ECM) Source Current Voltage in fluid Intermediate Voltage (3 level only - Warning Low) Voltage out of fluid

Requirement 4.75 - 5.25 V (nominal 5 V) 15 mA maximum 0.75 - 1.75 VDC 2.0 - 3.0 VDC 3.25 - 4.25 VDC

Note that a short or open circuit will not fit the specified range for this sensor.

Figure 3-10 Coolant Level Sensor Input

3.7.5

Vehicle Speed Sensor (Digital VSS) Input

1. Overview: The ECM uses OEM-supplied values for tire revs/km and rear axle ratio, along with VSS input tailshaft speed to calculate current vehicle speed and determine proper engine response during various operating conditions. 2. Operation: The Digital Vehicle Speed Sensor supplies a positive-going pulse stream with a constant duty cycle and a variable frequency. The Digital Vehicle Speed Sensor (VSS) requires power supply and return to be provided by the ECM. To ensure the signal is accurately detected the sensor ground should be at the same level as the ECM. The single-ended minimum input voltage detection threshold for a logic high (Vih) is +3.2V as measured from the single-ended input pin and the ECM battery return pin. The maximum voltage for a logic low (Vil) is +1.65V. The Digital VSS Input exists in one of two states: High or Low. The op-amp monitors the state and provides the information to the microprocessor. The microprocessor uses the information to calculate the signal frequency and the corresponding vehicle speed. 3. Hardware Required: Vehicle Speed Sensor Specifications are listed in Table 3-19 Digital VSS Specifications. The Digital Vehicle Speed Sensor (VSS) uses a tone wheel or an existing gear to detect the RPM of the transmission output shaft (tailshaft). Table 3-19 Digital VSS Specifications Item Number of States

Requirement Two: HIGH or LOW

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CEB 00503

32 V 3.35 V 1.65 V 15 kHz

Note: There are two wire and three wire digital vehicle speed sensor options available in the market. The sensor should be wired according to the guidelines specified in the datasheet. Figure 3-11 Digital VSS - Signal

Figure 3-12 Digital VSS - Simplified Circuit

3.7.6

Vehicle Speed Sensor (Magnetic Pickup VSS)

1. Overview: The ECM uses OEM-supplied values for tire revs/km and rear axle ratio, along with VSS input tailshaft speed to calculate current vehicle speed and determine proper engine response during various operating conditions.

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2. Operation: A Magnetic Pickup VSS supplies a differential input of approximately sinusoidal AC voltage. Two wires supply this input, one designated signal (+) and one designated signal. The VSS generates one cycle for each tooth on the tone wheel. The ECM uses this value to determine the rotational speed of the transmission output shaft. This with other OEM programmed values allows the engine to determine vehicle speed for use by many features such as Broadcast of Vehicle Speed and Cruise Control. Any differential input voltage that is greater than or equal to Voltage Detection Threshold 1 and transition to 0V to a voltage of less than or equal to Voltage Detection Threshold 2 will be seen as a valid speed signal input transition. The input voltages require for detecting speed signals increases as a function of frequency. Please see Figure 3-13 for reference.

Figure 3-13 Voltage Detection Threshold – Magnetic Pickup VSS

3. Hardware: Vehicle Speed Sensor Specifications are listed in Table 3-20. The Magnetic Pickup Vehicle Speed Sensor (VSS) uses a tone wheel or an existing gear to detect the RPM of the transmission output shaft (tailshaft).

Table 3-20 Magnetic Pickup VSS Specifications Frequency (Hz) 2 200 2000 4000 8000 10000 Item Frequency Range

Voltage Detection Threshold 1 Voltage Detection Threshold 2 0.278 -0.278 0.282 -0.282 0.524 -0.524 0.930 -0.930 1.797 -1.797 2.236 -2.236 Requirement 2-10000 Hz

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Figure 3-14 Magnetic Pickup VSS - Simplified Circuit

3.7.7 Tachograph Vehicle Speed Sensor (VSS) 1. Overview: The Tachograph VSS is a vehicle speed display and recording device commonly used in Europe. The Tachograph supplies a digital signal to the ECM that defines the current vehicle speed. Then, using OEMsupplied values for number of gear teeth, the ECM can determine transmission gear ratio. Vehicle speed and gear ratio are critical parameters for numerous standard and optional electronic features. Proper installation of the Tachograph is critical for proper operation. Follow guidelines in the OEM Interfaces tech package. 2. Operation: The Tachograph generates a pulse train. The ECM can detect VSS pulses/second and pulse width. Pulse width dictates the K factor, a pulse-to-distance constant that incorporates variables such as tire size, axle ratio, and gear teeth. Vehicle km/hour is calculated using VSS pulse/second and the K factor. Tailshaft RPM is calculated using VSS pulses/ second and gear teeth/rev, which is defined by the Vehicle Setup Transmission Number of tailshaft Gear Teeth parameter. Gear ratio is calculated from tailshaft RPM and engine crank RPM. Calculations are performed as follows: Vehicle Kilometers/Hour = (VSS pulse/second) ÷ (K pulses/kilometer) × (3600 seconds/hour) Tailshaft Revs/Minute = (VSS pulses/second) ÷ (gear teeth/rev) × (60 seconds/minute) Gear Ratio = (tailshaft RPM) ÷ (crank RPM) Figure 3-15 Tachograph Output Signal High State Pulse

K Factor = 16/Pulse Width

Period

VSS Pulses/Sec = 1/Period

Low State Tachograph Output Signal

3. Hardware: The installed Tachograph must meet the specifications in Table 3-21 Tachograph Specifications. Table 3-21 Tachograph Specifications

Item

Requirement

Output Signal Type Output Signal Pulses per Kilometer Frequencies Supported Output Signal Number of States Output Signal Maximum High State Voltage Output Signal Maximum Low State Voltage Output Signal Minimum High State Voltage

Single-Ended Pulse Train 6-20 2-8500 Hz (0.1176 - 500 ms periods) Two: HIGH or LOW 5.0V 0.9 V 3.2 V

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CEB 00503

OEM Temperature Sensor

1. Overview: The OEM temperature sensor (also referred to as the Auxiliary Temperature Sensor) may be used to detect the temperature of any desired liquid or gas. The detected temperature can be used in the switched output feature to switch a device on or off, to initiate an engine shutdown, or to control a fan. Any or all of the associated features can be met at once. Installation varies according to application. 2. Operation: The OEM temperature sensor converts detected temperature into a resistance. This resistance is detected by ECM and converted into OEM temperature using a table with 21 breakpoints. Temperatures between breakpoints are calculated by linear interpolation. Therefore, the more nonlinear the basic sensor curve is, the more breakpoints you should enter to match the nonlinear curve. As shown below the OEM temperature may be used by either or both of the following features. Electronic Fan Clutch – If the fan type is variable-speed, OEM temperature is applied to a calibration table to generate a characteristic PWM duty cycle. The fan will operate at the minimum fan speed corresponding to the characteristic PWM duty cycle. If the fan type is on/off, the fan will turn on or off when OEM temperature transitions through a temperature threshold. Switched Outputs – OEM Temperature is one of several trigger parameters for three options: Output A, B, and Engine Shutdown. Each option has one or more associated temperature thresholds. Depending on OEM temperature relative to these thresholds, the OEM temperature trigger parameter is either ACTIVE or INACTIVE for each option. When the desired combination of trigger parameters is ACTIVE for the Output A option, that output driver is enabled or disabled. When the desired combination of trigger parameters is ACTIVE for Output B option, that output driver is enabled or disabled. When the desired combination of trigger parameters is ACTIVE for the engine Shutdown option and Engine Shutdown is initiated. Engine Protection – OEM Temperature can be utilized to activate engine protection. 3. Hardware: Part Specifications: Any acceptable OEM Temperature sensor must meet the electrical requirements listed in Table 3-22. See sample temperature-resistance calibration curve shown in Table 3-23 OEM Temperature Sensor Sample Calibration Table. Table 3-22 OEM Temperature Sensor Specifications Item Sensor Type Minimum No. of Terminals Temperature Range

Requirement Resistive Temperature Two: Signal and Return Based on selected temperature sensor, Maximum range: (-40 °C to 150 °C) or (-40 °F to 302 °F) 0.14 to 4.92 V Refer to Table 3-23 OEM Temperature Sensor Sample Calibration Table 1 mA

Output Voltage Range Resistance @ Temperature Maximum Output Current

Table 3-23 OEM Temperature Sensor Sample Calibration Table BP

Deg C

Deg F

Volts

R (Ohms)

R (K Ohms)

1

150

302

0.146628

169.8

0.1698

2

145

293

0.164516

191.2

0.1912

3

140

284

0.184946

215.9

0.2159

4

135

275

0.208358

244.4

0.2444

5

130

266

0.235239

277.5

0.2775

6

125

257

0.266227

316.1

0.3161

7

120

248

0.301808

361.1

0.3611

8

115

239

0.34306

414

0.414

9

110

230

0.390714

476.3

0.4763

10

105

221

0.445552

549.8

0.5498

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100

212

0.509091

637.1

0.6371

12

90

194

0.667302

865.5

0.8655

13

85

185

0.764907

1015

1.015

14

80

176

0.876735

1195

1.195

15

70

158

1.149658

1678

1.678

16

60

140

1.496676

2401

2.401

17

50

122

1.921896

3509

3.509

18

25

77

3.201075

10000

10

19

0

32

4.284409

33650

33.65

20

-25

-13

4.804497

138100

138.1

21

-40

-40

4.923314

361100

361.1

CEB 00503

Example Part: The reported temperature vs. resistance curves of these two sensors match the calibration in Table 3-23 OEM Temperature Sensor Sample Calibration Table for the OEM Temperature sensor. The sensors differ only in one using Metric hardware and the other using English hardware. The English sensor uses a 13/16-in integral hex and 9/16-18 UNF-2A thread. The Metric sensor also uses a 13/16-in integral hex and 9/16-18 UNF-2A thread. Cummins recommends OEM purchase these sensors with the OEM Temperature Sensor Kit and Mating Connector Boot. Cummins distributors sell limited quantities of both sensors. Cummins does not warrant the reliability or durability of any non-Cummins manufactured part. Figure 3-16 Example OEM Temperature Sensor

Table 3-24 Example OEM Temperature Sensor Part List Item

Manufacturer

English Sensor Only English Sensor + O-Ring Metric Sensor Only Metric Sensor + O-Ring Mating Connector Mating Connector Socket Mating Connector Boot

Hi-Stat Cummins Hi-Stat Cummins Packard Metri-Pack 150 Series Packard Ell-Tron

Manufacturer Part No. * 8316-202 3865312 8316-201 3085185 1216 2197 1212 4076 3656057

Cummins Part No. 3865323 3865312 3085198 3085185

3656057

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* These part numbers can change without notice, please check with the manufacturer. OEM Temperature Sensor Kit The kit shown in Figure 3-17 OEM Temperature Sensor Kit is an example of mounting the OEM Temperature Sensor (non-metric example of the sensor mentioned above). The OEM should mount the sensor vertically with the connector on the bottom, for maximum protection. Cummins distributors sell limited quantities of the kit. The kit consists of an L-bracket, jumper harness, and sensor with optional O-ring. The L-bracket mounts directly to the vehicle frame, and provides a boss that accepts the sensor. The jumper harness mates to the sensor, and to a breakout connector located on the OEM engine harness. Figure 3-17 OEM Temperature Sensor Kit

Table 3-25 Example OEM Temperature Sensor Kit Part List Item Manufacturer Manufacturer Part No.* Cummins Part No. Kit Cummins 3407500 3407500 L-Bracket Only Cummins 3329222 3329222 Harness Only Cummins 3329224 3329224 Replacement Sensor Cummins 3865312 3865312 Mating Connector Deutsch DT04-2P 3616616 Mating Connector Pin Deutsch 1060-16-0144 3658431 Mating Connector Wedge Deutsch W2P 3616614 * These part numbers can change without notice, please check with the manufacturer. 3.7.9

OEM Pressure Sensor

1. Overview This feature provides the capability of using an OEM controlled pressure sensor, and interfacing the sensor with the engine controls. 2. Operation: The OEM can use a pressure sensor to read any desired pressure in the system, and input that pressure reading into the Cummins ECM. The ECM reads this pressure through a dedicated analog input, on which the OEM sensor would be connected. The OEM can also choose to multiplex this OEM pressure input, i.e. send the pressure value to the ECM over J1939 datalink instead of using the ECM input pin. Once the ECM reads the OEM pressure sensor, the ECM can take one or more of the following actions: Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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1) Derate the engine speed and/or torque for engine protection. In addition, an engine protection shutdown may also be commanded. The OEM can specify the pressure thresholds under or over which the Derate/shutdown should take place, along with the associated delay and warning periods. 2) A change in the pressure read by the ECM can be used to change the state of a discrete output of the ECM. This output’s state can be changed exclusively because of OEM pressure OR in conjunction with several other engine parameters. In addition, an engine shutdown can also be commanded. See features Switched (Dual) Outputs Based on Sensed Parameters and Switched (Dual) Outputs with Engine Shutdown for more details. 3) If the application uses the electronic fan clutch feature, then the fan operation can be controlled from the OEM pressure read by the ECM. If an ON/OFF type fan is used, the fan can be turned ON when the OEM pressure goes over a specified threshold. If a variable speed fan is used, then the duty cycle of the fan output signal can be modulated as a function of the OEM pressure. 3. Hardware Required: Auxiliary Pressure Sensor or Datalink 3.7.10

Water-In-Fuel Sensor

1. Overview: The Water-In-Fuel (WIF) Sensor detects the presence of water in the fuel filter. The sensor consists of two conductivity probes in the bottom of the fuel filter. 2. Operation: When the conductivity probe indicates a conductivity change consistent with water, the ECM lights the Warning Lamp at next Key-ON to indicate the potential that there may be water in the fuel. The Water-In-Fuel (WIF) Sensor is connected to the Cummins supplied engine wiring harness at Connector C5. These two pins are connected to J2-62 (return) and J2-13 (signal) of the ECM. 3. Hardware: Fleetguard manufactures an integrated WIF sensor and fuel filter, which meets the specifications for Tier 4F CM2350 based Industrial Cummins engines. The sensor mates to a Deutsch DT series connector and requires gold contacts and a special wedge lock. Use the Fleetguard sensor or the electronic equivalent.

Connector Water In Fuel Connector to Sensor

Table 3-26 Water-In-Fuel Sensor (Example) Part Number Plating specified Deutsch Connector Body: DT06-2S-P012 Gold (Enhanced Seal) Terminal: 1062-16-0144 Wedge: W2SA-P012 (A Key)

Manufacturer

Wire Gauge 18 AWG

Figure 3-18 Fuel Filter with Water-In-Fuel Sensor

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Table 3-27 Fuel Filter with Water-In-Fuel Sensor, Part List Item Manufacturer Manufacturer Part No.* Cummins Part No. Mating Connector Deutsch DT06-2S 3616615 Mating Connector Wedge Deutsch W2SA 3658856 Mating Connector Socket Deutsch 1062-16-0144 3658430 WIF Sensor/Filter head Fleetguard FH23029 Fuel Filter Element Fleetguard FS19557 * These part numbers can change without notice, please check with the manufacturer. Table 3-28 WIF Sensor electronic specifications Required resistance across sensor >= 4.94M Ohms 68.8k Ohms 4.94M Ohms 2.63k Ohms 68.8k Ohms <= 2.63k Ohms

Operating condition Out-of-range high Normal operation Water-in-fuel detected Out-of range-low 3.7.11

CAC Out Temperature Sensor

1. Overview: CAC (Charge Air Cooler) is used to cool engine air after it has passed through a turbocharger, but before it enters the engine. The idea is to return the air to a lower temperature, for the optimum power for the combustion process within the engine. The CAC out temperature sensor senses the output temperature of the charge air cooler. 2. Operation: The CAC out temperature sensor converts detected temperature into a resistance. This resistance is detected by ECM and converted into CAC out temperature using a table with breakpoints. Temperatures between breakpoints are calculated by linear interpolation. Therefore, the more nonlinear the basic sensor curve is, the more breakpoints you should enter to match the nonlinear curve. 3. Hardware: Part Specifications: Any acceptable CAC out Temperature sensor must meet the electrical requirements listed in Table 3-29 CAC Out Temperature Sensor Specifications Table 3-29 CAC Out Temperature Sensor Specifications Item Sensor Type Minimum No. of Terminals Temperature Range

Requirement Resistive Temperature Two: Signal and Return Based on selected temperature sensor, Maximum range: (-40 °C to 150 °C) or (-40 °F to 302 °F) 0.16 to 4.91 V Refer to Table 3-30 CAC Out Temperature Sensor Sample Calibration Table 1 mA

Output Voltage Range Resistance @ Temperature Maximum Output Current

Table 3-30 CAC Out Temperature Sensor Sample Calibration Table BP

Deg C

Deg F

Volts

R (Ohms)

R K Ohms

1

150

302

0.163584

190

0.19

2

140

284

0.196545

230

0.23

3

130

266

0.253311

300

0.3

4

120

248

0.324422

390

0.39

5

110

230

0.41598

510

0.51

6

100

212

0.539584

680

0.68

7

90

194

0.700116

915

0.915

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80

176

0.912836

1255

1.255

9

70

158

1.187206

1750

1.75

10

60

140

1.535128

2490

2.49

11

50

122

1.953855

3605

3.605

12

40

104

2.432705

5325

5.325

13

30

86

2.946042

8060

8.06

14

25

77

3.200879

10000

10

15

20

68

3.448392

12490

12.49

16

10

50

3.898859

19900

19.9

17

0

32

4.266007

32660

32.66

18

-10

14

4.539156

55340

55.34

19

-20

-4

4.726546

97120

97.12

20

-30

-22

4.846487

177400

177.4

21

-40

-40

4.917903

336600

336.6

CEB 00503

Table 3-31 Example CAC out Temperature Sensor Part Cummins Part Manufacturer Part No. * No. CAC out Temperature Sensor Cummins 4088833 4088833 * These part numbers can change without notice, please check with the manufacturer.

Item

Manufacturer

Note: Cummins distributors sell limited quantities of this sensor. Cummins does not warrant the reliability or durability of any non-Cummins manufactured part. 3.7.12 Fan Speed Sensor (Digital) Input 1. Overview: The ECM uses the digital fan speed sensor to calculate the speed of the cooling fan during closed loop Fan clutch control operations. There are two dedicated fan speed sensor pins – J1-21 and J1-19. J1-21 is reserved specifically for a sensor with the external pull-up while J1-19 is used for a sensor requiring the pull-up inside the ECM. For proper fan speed readings, ensure that the correct pin is being used corresponding to your fan speed sensor type. 2. Operation: The Digital fan speed sensor outputs a positive square wave pulse stream with a constant duty cycle and variable frequency. It requires a power supply for 3-wire type and a return to be provided by the ECM. The sensor ground should be at the same level as the ECM ground to ensure that readings are accurate. The minimum threshold for detecting a logic high is +3.35 V between the sensor input pin and the ECM battery return. The maximum threshold for a logic low detection is +1.65 V. The output of the fan speed sensor to the ECM is either high or low. An Op Amp in the ECM monitors this input and provides the information to the microprocessor which uses the information to calculate the signal frequency and corresponding fan speed. 3. Hardware Required: The Fan speed sensor specifications are listed in Table 3-33. Table 3-32 Digital Fan Speed Sensor Specifications Item Number of States V ih (maximum) V ih (minimum) V iL (maximum) Maximum Frequency

Requirement Two: HIGH or LOW 32 V 3.35 V 1.65 V 15 kHz

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Note: There are two wire and three wire digital fan speed sensor options available in the market. The sensor should be wired according to the guidelines specified in the datasheet. The figure below shows the output signal from the fan speed sensor to the ECM.

Figure 3-19 Switch Diagram Examples

Type 1 (J1-21) Sensor Pin Configuration (for 3-pin Hall-Effect sensor)

Type 2 (J1-19) Sensor Pin Configuration (for 2-pin Hall-Effect sensor)

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Switches

3.8 3.8.1

Switch Conventions

1. Overview: This section uses standardized switching definitions. The document describes each switch with two features: configuration and characteristics. Switch Configuration The number of poles and number of throws on a switch determine the configuration. The number of electrically independent switch contacts affected by one switch movement determines the number of poles. The number of switch positions resulting in an electrical contact determines the number of throws. The document uses a convention for each prose descriptions and symbol illustrations. Descriptions Word definitions indicate the number of poles with ‘X’ P, and the number of throws with ‘X’ T. The number determines the prefix (‘S’ for single, ‘D’ for double, 3, 4, etc.). For example, SPDT identifies a single-pole, double-throw switch. Symbols Pictures use a dashed line between switch wipers to indicate poles. The number of connected wipers equals the number of poles. The number of output terminals (a closed circle attached to an open numbered circle) to which a switch wiper may connect determines the number of throws. The wiper with the greatest number of throws determines the number of throws for the entire switch. Figure 3-20 Switch Diagram Examples

3.8.2

Switch Specifications

Switch Type A SPST On-Off Switch Table 3-33 Type “A” Switch (SPST Toggle) Specifications Item Switch Type Minimum No. of Terminals State 1 State 2 Contact Resistance (Closed) Contact Resistance (Open) Nominal Current Nominal Voltage

Requirement SPST On-Off Two: Terminals 1 & 2 (Numbers used for Reference) Latched Action: Terminal 1-2 Closed Latched Action: Terminal 1-2 Open < 10 Ohms > 50k Ohms 10 mA Battery Voltage

Switch Type B SPST (On)-Off Switch and SPST On-(Off) Switch Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications Item Switch Type Minimum No. of Terminals State 1

Requirement SPST (On)-Off Two: Terminals 1 & 2 (Numbers used for Reference) Momentary Action: Terminals 1-2 Closed

SPST On-(Off) Two: Terminals 1 & 2 (Numbers used for Reference) Latched Action: Terminals 1-2 Closed

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Latched Action: Terminals 1-2 Open Contact Resistance (Closed) < 10 Ohm Contact Resistance (Open) >50 k Ohm Nominal Current 10 mA Nominal Voltage Battery Voltage 3.8.3

CEB 00503

Momentary Action: Terminals 1-2 Open < 10 Ohms >50k Ohms 10 mA Battery Voltage

Switch Characteristics

1. Overview: The contact type and action of the switch determine the switch characteristics. Whether the switch makes or breaks an electrical contact determines the contact type. Whether the operator flips a switch to a given position (latched) or must hold it momentarily and release (momentary) determines the switch action. Descriptions Words define latched contact by On or Off, and momentary contact with parenthesis. Thus, On-Off-(On) indicates a switch with a latched On/Off, and a momentary On position available. Symbols Diagrams define contact where a switch meets a filled circle or filled triangle connected to a numbered open circle. The circles indicate latching action, and the triangles indicate momentary action. See Figure 3-20 Switch Diagram Examples. 3.8.4

Alternate Droop Switch

1. Overview: The Alternate Droop switch selects different droop characteristics for the High Idle Governor feature or the All Speed Governor (ASG) feature or both. This is desirable when the machine is transitioning to a different mode of operation, for example from loading to hauling. 2. Operation: The switch may be a two-position switch or a three-position (tri-state) switch (see Figure 3-21). The three-position switch will be connected to an ECM pin configured for analog input signal. Each position corresponds to a calibrated droop percentage. Optionally, the switch value may also be multiplexed and thus coming over the J1939 datalink (Refer to Section 2.9.1 J1939 Multiplexing). 3. Hardware: The transition may be performed by any dedicated switch contacts, including a relay or a manual operator switch. Installation depends on the type of switch that is used (See Figure 3-21). Part Specifications: The Alternate droop switch must meet the specifications listed in Table 3-35 Alternate Droop Switch Specifications.

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Figure 3-21 Alternate Droop Switch Diagram

Table 3-35 Alternate Droop Switch Specifications Item Switch Type Minimum No. of Terminals Three: BASE DROOP, ALTERNATE DROOP2 and ALTERNATE DROOP3 Terminal 2 Open - ALTERNATE DROOP2 - ALTERNATE DROOP3 Contact Resistance (Closed) Contact Resistance (Open Nominal Current Contact Material

3.8.5

Option 1 SPST Contacts Two: Terminal 1 and Terminal 2 (reference only) Two: BASE DROOP and ALTERNATE DROOP2 Terminals 1-2 Open Terminals 1-2 Closed NA < 10 Ohms > 50k Ohms 10 mA Gold Flash

Option 2 SPDT Contacts (Tri-State) Three: Terminal 1, 2 and 3 (reference only)

Terminals 1-2 Closed Terminals 2-3 Closed < 10 Ohms > 50k Ohms 10 mA Gold Flash

Alternate Low Idle Switch

1. Overview: The Alternate Low Idle Switch selects between Normal Low Idle and Alternate Low Idle to determine the engine’s low idle speed when operating on the Low Speed Governor. 2. Operation: The Alternate Low Idle Switch has two positions: Normal Low Idle or Alternate Low Idle. The Alternate Low Idle Switch utilizes transition logic at key-on based on the calibration. 3. Hardware: Alternate Low Idle may be selected by any dedicated switch contacts, including a relay or a manual operator switch. Part Specifications: The Alternate Low Idle switch must meet the specifications listed in Table 3-36 Low Idle Switch Specifications.

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Table 3-36 Low Idle Switch Specifications Item Switch Type Minimum No. of Terminals Minimum No. of States - LOW IDLE - ALTERNATE LOW IDLE Contact Resistance (Closed) Contact Resistance (Open) Nominal Current Contact Material

Requirement SPST Contacts Two: Terminal 1 and Terminal 2 (reference only) Two: LOW IDLE and ALTERNATE LOW IDLE Terminals 1-2 Open Terminals 1-2 Closed < 10 Ohm > 50k Ohms 10 mA Gold Flash Figure 3-22 Alternate Low Idle Switch Diagram LOW IDLE

2 1

ALTERNATE LOW IDLE

3.8.6

Constrained Operation Curve Switch

Please refer to CEB00346 (Machine Constrained Engine Operation – Installation requirements) and CEB00550 (Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed / J1939 Control Features) for further details on the usage of this feature. 3.8.7

Switch Applications Air Conditioner Pressure Switch

1. Overview: The Air Conditioner Pressure switch detects air conditioner refrigerant pressure relative to a pressure threshold defined by the switch. The switch causes the main engine-cooling fan to respond to the needs of the air conditioning system. The Fan Control feature uses the switch when the OEM enables the Fan Control Air Conditioner Pressure Switch feature. Refer to 2.7.6 Electronic Fan Clutch. 2. Operation: The Air Conditioner Pressure switch has two positions, Open or ‘PRESSURE HIGH’ and Closed or ‘PRESSURE NOT HIGH’. The PRESSURE HIGH position causes the normally closed switch to open the circuit, activating the fan at full speed. The PRESSURE NOT HIGH position connects the circuit to ground, and sends no run signal to the fan due to air conditioner refrigerant pressure. However, the fan may still run in response to some other need such as high coolant temperature. 3. Hardware Part Specifications: The SPST On-(Off) Air Conditioner Pressure Switch must match the diagram in Figure 3-22 Air Conditioner Pressure Switch and the electronic specifications listed in Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications. The OEM typically uses a pressure-activated switch, and tees it into the high-pressure side of the air conditioner refrigerant system.

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Figure 3-23 Air Conditioner Pressure Switch

Auxiliary Governor Switch 1. Overview: The Auxiliary Governor Switch activates the Auxiliary Speed Governor or the Auxiliary Pressure Governor; depending on which feature is enabled in the calibration. The Auxiliary Speed Governor controls the speed (RPM) of the engine to keep an output shaft at a constant speed. The Auxiliary Pressure Governor controls the speed of the engine to maintain a constant pressure of an auxiliary pressure input. 2. Operation: The Auxiliary Governor Switch has two positions: OFF and ON. The OFF position indicates an open switch disconnecting the circuit from ground. When the switch is in the OFF position, the engine fueling is controlled by a standard governor. The ON position indicates a closed switch connecting the circuit to ground. When the switch is in the ON position, the engine fueling is controlled by the Auxiliary Speed Governor or the Auxiliary Pressure Governor; depending on which feature is enabled in the calibration. 3. Hardware: The Auxiliary Governor may be selected by any dedicated switch contacts, including a relay or a manual operator switch. Part Specifications: The Auxiliary Governor Switch must meet the specifications listed in Table 3-37 Auxiliary Governor Switch Specifications. The switch should meet the configuration in Figure 3-23 Auxiliary Governor Switch Diagram. Table 3-37 Auxiliary Governor Switch Specifications Item Switch Type Minimum No. of Terminals Minimum No. of States - Auxiliary Governor Inactive - Auxiliary Governor Active Contact Resistance (Closed) Contact Resistance (Open) Nominal Current Contact Material

Requirement SPST Contacts Two: Terminal 1 and Terminal 2 (reference only) Two: OFF and ON Terminals 1-2 Open Terminals 1-2 Closed < 10 Ohms > 50k Ohms 10 mA Gold Flash

Figure 3-24 Auxiliary Governor Switch Diagram 2

1

1: ON 2: OFF

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Cruise Control (CC) On/Off Switch 1. Overview: The CC On/Off switch operates the following features: Cruise Control or MUS. 2. Operation: The switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the circuit to ground. The OFF position indicates an open switch opening the circuit. Functions activated at each switch position vary according to the current engine and vehicle conditions. 3. Hardware: A SPST toggle or rocker switch next to the Set/Resume switch is typically mounted on the dash panel or steering wheel for driver convenience. The switch should meet the configuration in Figure 3-25 Cruise Control On/Off Switch. Figure 3-25 Cruise Control On/Off Switch 2 1

1: ON 2: OFF

Example Part - The specifications of this switch match the electrical requirements of an SPST On-Off switch for Cummins engines shown in Table 3-33 Type “A” Switch (SPST Toggle) Specifications. Clutch Switch 1. Overview: The Clutch Switch detects the position of the clutch pedal. 2. Operation: The switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the circuit to ground. The OFF position indicates an open switch opening the circuit. 3. Hardware: Standard switch. 4. Part Specifications: The normally open SPST Off-(On) Clutch Switch must meet the requirements in Figure 3-26 Clutch Switch Diagram and Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications. Figure 3-26 Clutch Switch Diagram

Diagnostics On/Off Switch 1. Overview: The Diagnostics On/Off operates the Diagnostics feature of the engine. Please refer to External Diagnostic Tools. 2. Operation: The Diagnostics On/Off switch consists of a standard SPST switch with two positions: ON or OFF. The OFF position indicates an open switch disconnecting the circuit from ground. The ON position indicates a closed switch connecting the circuit to ground. The Diagnostic switch enables flashing of faults codes through the warning lamp. Please refer to External Diagnostic Tools for further details. 3. Hardware: Standard switch. Part Specifications: The OEM usually mounts an SPST On-Off manual switch on the vehicle dashboard for this switch. The Diagnostics switch must meet the configuration in Figure 3-27 Diagnostics On/Off Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Figure 3-27 Diagnostics On/Off Switch

Air Intake Shut Off (ASO) Test Switch 1. Overview: The Air Intake Shut Off Test switch operates the Air Intake Shut Off Valve on the engine. 2. Operation: The Air Shut off Test switch consists of a standard SPST switch with two positions: ON or OFF. The OFF position indicates an open switch disconnecting the circuit from ground. The ON position indicates a closed switch connecting the circuit to ground. The Air Intake Shut Off Test switch enables a relay that turns on the Air Shutoff Valve shutting off intake air to the engine. Please refer the Air Shut Off section in this CEB Section Air Intake Shut Off (ASO) for further details. 3. Hardware: Standard switch. Part Specifications: The OEM usually mounts an SPST On-Off manual switch on the vehicle dashboard for this switch. The Air Intake Shut Off Test switch must meet the configuration in Figure 3-28 Air Intake Shut Off Test Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.

Figure 3-28 Air Intake Shut Off Test Switch

Air Intake Shut Off (ASO) Manual Switch 1. Overview: The Air Intake Shut Off Manual switch operates the Air Intake Shut Off Valve on the engine regardless of engine speed. 2. Operation: The Air Shut Off Manual switch consists of a standard SPST switch with two positions: ON or OFF. The OFF position indicates an open switch disconnecting the circuit from the Battery Voltage. The ON position indicates a closed switch connecting the circuit to Battery Voltage which energizes a relay that directly turns on the Air Shut Off Valve shutting off intake air to the engine. Please refer the Air Shut Off section in this CEB Section Air Intake Shut Off (ASO) for further details. 3. Hardware: Standard switch. Part Specifications: The OEM usually mounts an SPST On-Off manual switch on the vehicle dashboard for this switch. The Air Intake Shut Off Manual switch must meet the configuration in Figure 3-28 Air Intake Shut Off Manual Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.

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ON

ASO Manual Switch

1 - OFF 2 - ON

2 1 OFF

Figure 3-29 Air Intake Shutoff Manual Switch

Engine Brake Level Switch (Not available on QSF3.8, QSF4.5, QSF6.7, & QSG12) 1. Overview: The Engine Brake Level Switch regulates the maximum engine braking level usable by any feature in the ECM. The Engine Brakes allow the engine to absorb torque from the vehicle and slow the vehicle down. The engine braking level is regulated by the Variable Geometry Turbocharger and any cylinder compression brake installed on the engine. The installation of an auxiliary exhaust pipe type engine brake is not allowed on Tier 4F engines. This functionality is provided by the Variable Geometry Turbocharger or Exhaust Throttle. 2. Operation: The Engine Brake Level Switch is only used on engine models with compression brakes installed. It is not required with VGT braking or Exhaust Throttle because they provide 1 level of braking, On (full braking request) or Off. The engine brake level switch is used to select between 3 levels of braking, High (full capability), Medium, and Low. The brake level switch should be configured in series with the Engine Brake On/Off switch. Engines with compression brakes should use a SPST On/Off switch with a second High/Med/Low 3 position switch (see the 3-position engine brake level switch diagram below). Engines with VGT braking or Exhaust Throttle will only use the SPST On/Off switch (see the engine On/Off switch diagram below). Devices requesting engine braking via the J1939 datalink will override these requested levels. 3. Hardware: On/Off Switch, Engine Brake Level Switch, Engine Brake hardware, Datalink (optional). Engine Brake On/Off Switch (Not available on QSF3.8) 1. Overview: The Engine Brake On/Off switch enables the operation of the engine VGT brake or Exhaust Throttle as well as the engine compression brakes. Engines with compression Engine Brakes use this switch in series with the Engine Brake Level Switch. 2. Operation: The Engine Brake On/Off switch has two switch positions, ON and OFF. The ON position indicates a closed switch connecting the circuit to ground, permitting engine brake engagement when commanded by the Engine Brake feature. The OFF position indicates an open switch and circuit, disengaging Engine Brakes and preventing future braking engagement. J1939 devices may still engage Engine Brakes with this switch OFF. 3. Hardware: The Engine Brake On/Off switch must meet the configuration of Figure 3-30 or Figure 3-31 Engine Brake Switch Configuration and specifications in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.

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Figure 3-30 Engine Brake Switch Configuration (Compression Braking)

Figure 3-31 Engine Brake Switch Configuration (VGT Braking, Exhaust Throttle) Engine Protection Shutdown Override Switch 1. Overview: The Engine Protection Shutdown Override Switch allows the driver to delay engine shutdowns when a condition more critical than engine destruction exists during the engine shutdown warning period initiated by the Engine Protection Feature. OEMs typically install the switch for transit vehicles that use the Engine Protection Shutdown feature. 2. Operation: The normally open Engine Protection Override Switch has two positions: PRESSED and RELEASED. The PRESSED position indicates a CLOSED switch, while the RELEASED position indicates an OPEN switch. When the operator cycles the switch, the ECM resets the shutdown timer to 30 seconds. Refer to 2.14.1 Engine Protection Shutdown Override for additional details. 3. Hardware: The OEM should use a prominent momentary push button for this SPST (On)-Off switch. The switch must conform to the configuration of Figure 3-32 Engine Protection Shutdown Override (Momentary) Switch and the specifications in Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications.

Figure 3-32 Engine Protection Shutdown Override (Momentary) Switch Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Fan Control Accessory Switch 1. Overview: The Fan Control Accessory Switch permits fan operation activated by any switch or vehicle condition the OEM specifies. The OEM may wire several switches together as Fan Control Accessory Switches, any of which could activate the fan. Note that the fan may also operate independent of this switch due to some other vehicle condition specified elsewhere in the ECM (e.g. high coolant temperature). OEMs typically use the switch to engage the main cooling fan for: a manual switch, transmission oil temperature, or other fluid temperature. OEMs must enable the Electronic Fan Clutch feature (refer to Section 2.7.6) for this switch to apply. 2. Operation: The Fan Control Accessory switch has two switch positions, ON and OFF. The ON position indicates an open switch and circuit, and the ECM operates the fan at full speed. The OFF position closes the circuit to ground, and the ECM sends no signal to the fan due to this switch. However, the ECM may still run the cooling fan due to some other condition, like high coolant temperature. 3. Hardware: The Fan Control Accessory may be selected by any dedicated switch contacts, including a relay or a manual operator switch. Part Specifications: The Fan Control Accessory Switch specific hardware varies by application. A temperature switch in a fluid line or a switch on the dashboard could fulfill the requirements for this switch. Regardless of exact hardware, the switch must meet the configuration of Figure 3-33 Fan Control Accessory Switch Diagram and specifications in Table 3-33 Type “A” Switch (SPST Toggle) Specifications. Figure 3-33 Fan Control Accessory Switch Diagram

Increment/Decrement (Intermediate Speed Control and Low Speed Governor) or Set/Resume Switch (Cruise Control) 1. Overview: The Increment/Decrement - Set/Resume Switch operates the following features on a single installation: Diagnostics (5.2.2) Engine Speed Cruise Control (2.3.6), Vehicle Speed Cruise Control (2.3.7), ISC/ Industrial PTO (2.3.9), and Adjustable Low Idle Speed (2.4.4). The selected feature depends on engine and vehicle conditions. 2. Operation: The three-position Increment/Set - Decrement/Resume switch has the following positions: 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 OEM switch programming strategy. Figure 3-32 Increment/Decrement – Set/Resume Switch Diagram briefly illustrates the possible switch operations. Terminal numbers are shown for illustration. 3. Part Specifications: The OEM usually installs a manual switch in the dashboard next to the Engine Speed CC/ISC On/Off switch for this switch. Any switch used must meet the specifications listed in Table 3-38 Increment/Decrement – Set/Resume Switch Specifications.

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Figure 3-34 Increment/Decrement- Set/Resume Switch Diagram

Table 3-38 Increment/Decrement - Set/Resume Switch Specifications Item Switch Type Minimum No. of Terminals Minimum No. of States -SET/COAST (pressed up) -NEUTRAL (released) -RESUME/ACCEL

Requirement SP3T (On)-Off-(On) Three: Terminals 1, 2, and 3 (reference only) Three: INCREMENT/DECREMENT/COAST, NEUTRAL, or SET RESUME/ACCEL (Set/Coast Strategy) Momentary Action: Terminals 1-2 Closed, Terminals 2-3 Open Latched Action: Terminals 1-2 Open, Terminals 2-3 Open Momentary Action: Terminals 1-2 Open, Terminals 2-3 Closed

Contact Resistance (Closed) Contact Resistance (Open) Nominal Current Nominal Voltage

< 10 Ohms > 50k Ohms 10 mA Battery Voltage

ISC Switch 1/ISC Switch 2/ISC Switch 3/ISC Validation switch 1. Overview: The ISC Switch 1, ISC Switch 2, ISC Switch 3(or ISC Validation) switches are associated with the Intermediate Speed Control feature (refer to Section 2.3.9). 2. Operation: Each switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the ECM input to ground. The OFF position indicates an open switch opening ECM input. 3. Hardware: The ISC switches are selected by any dedicated switch contacts, including a relay or a manual operator switch. Part Specifications: The OEM usually mounts the ISC Switch 1, ISC Switch 2, ISC Switch 3 (or ISC Validation Switch) on the dashboard as a manual switch. The switch must meet the specifications in Figure 3-35 ISC Switch and Table 3-33 Type “A” Switch (SPST Toggle) Specifications. Figure 3-35 ISC Switch

Parking Brake Switch 1. Overview: The Parking Brake Switch is part of the Cruise Control and Vehicle Speed parameter group, and detects the position of the parking brake. 2. Operation: The switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the circuit to ground. The OFF position indicates an open switch opening the circuit. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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3. Hardware: Part Specifications: The normally open SPST Off-(On) Brake Switch must meet the requirements in Figure 3-36 and Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications. Figure 3-36 Brake Switch Diagram

Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch 1. Overview: The Exhaust System Cleaning (Regen) Disabled (Inhibit) switch disallows any automatic or manual (non-mission) regeneration of the diesel particulate filter. This may be used by operator to prevent regeneration when the machine is operating in a hazardous environment and the OEM is concerned about high temperature. 2. Operation: This switch is mandatory. Please refer to CEB00502 for details of operation. 3. Hardware: The Exhaust System Cleaning Disabled (Inhibit) Switch must meet the specifications listed in Table 3-33 Type “A” Switch (SPST Toggle) Specifications. This switch can be hardwired or multiplexed using J1939 datalink messages. Please refer to CEB00502 for details. Figure 3-37 Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram Regen Permit 2 1

Regen Inhibit

Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram Manual (Non-Mission) Exhaust System Cleaning (Regen) Initiate Switch 1. Overview: The Exhaust System Cleaning (Regen) Initiate switch initiates a manual (non-mission) regeneration of the particulate filter when the machine is in non-mission condition and DPF soot levels are high enough to allow regeneration. HEST Lamp will be illuminated during the entire regeneration. 2. Operation: This switch is mandatory. Please refer to CEB00502 for details of operation. 3. Hardware: The OEM should use a momentary push button type switch for this SPST (On)-Off switch. The switch must conform to the specifications listed in Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications. This switch can be hardwired or multiplexed using J1939 datalink messages. Please refer to CEB00502 for details. Figure 3-38 Manual (Non-Mission) Exhaust System Cleaning Initiate Switch Diagram

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Remote Accelerator On/Off Switch 1. Overview: The Remote Accelerator On/Off switch engages and disengages the Remote Accelerator feature. When enabled, the Remote Accelerator feature (refer to 2.5.4) allows engine control from a remote location. 2. Operation: The OEM must enable the Remote Accelerator feature (refer to 2.5.4) for this switch to operate. Each switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the ECM input to ground. The OFF position indicates an open switch opening ECM input. 3. Hardware: Part Specifications: The OEM typically installs a manual switch mounted on a remote panel adjacent to the Remote Accelerator Position Sensor for this switch. The switch must conform to the specifications in Figure 3-39 Remote Accelerator On/Off Switch and Table 3-33 Type “A” Switch (SPST Toggle) Specifications. Figure 3-39 Remote Accelerator On/Off Switch

Service Brake Switch 1. Overview: The Service Brake Switch detects the position of the service brake pedal. Many features, such as Engine Speed Cruise Control and ISC, use this information to help determine state transition logic. For example, Engine Speed Cruise Control disengages when the operator applies the service brake. 2. Operation: The Service Brake 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 and inhibits or exits certain operational states incompatible with service brake engagement. 3. Hardware: Part Specifications: The normally closed SPST On-(Off) Service Brake Switch must meet the requirements of Figure 3-40 Service Brake Switch Diagram and Table 3-34 Type B Switch (SPST (On)-Off & SPST On(Off)) Specifications. OEMs typically use a normally-closed pressure-activated switch tied into the air brake line for the Service Brake Switch. Figure 3-40 Service Brake Switch Diagram

Coolant Level Switch 1. Overview: The Coolant Level Switch determines if the coolant level has dropped to the critical level in the vehicle cooling system. When the coolant level is below that warning level, the ECM will indicate the condition by lighting the lamp and setting the applicable fault code. 2. Operation: The Coolant Level Switch is installed in the coolant tank at a desired depth. The Coolant Level Switch uses 2 states, Normal Level and Low Level. Depending on the Output resistance at Pin J2-35 and J232 the normal and low coolant level are defined. Please refer to Table 3-39 Coolant Level Switch Specifications to check for the switch specifications. The ECM uses this signal to light the lamp if a critically low coolant level is detected after a designated delay.

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3. Hardware: Part Specifications: The Coolant Level Switch must have the specifications listed in Table 3-39 Coolant Level Switch Specifications. For mounting instructions, see the manufacturer information for the switch chosen that meets the electrical requirements. Refer to Figure 3-41 Coolant Level Switch Input for wiring to the ECM and Figure 3-42 for Coolant level Switch Equivalent circuit. Table 3-39 Coolant Level Switch Specifications Item Type of States Output Resistance (Normal Level) Output Resistance (Low Level) Nominal Current

Requirement Normal Level, Low Level 135-150 Ohms 2565-2835 Ohms 9 mA at normal level, 1.5 mA at low level

Figure 3-41 Coolant Level Switch Input

Figure 3-42 Coolant Level Switch Equivalent Circuit

Reversible Fan Purge/Inhibit Switch

1. Overview: The Reversible Fan Purge/Inhibit switch enables or disables the Reversible Fan Purge/Inhibit Feature. Please refer to Reversible Fan section for more information on how the feature works. 2. Operation: The Reversible Fan Purge/Inhibit switch consists of a standard SPST switch with two positions: ON or OFF. The OFF position indicates an open switch disconnecting the circuit from ground. The ON position indicates a closed switch connecting the circuit to ground. 3. Hardware: Standard switch. Part Specifications: The OEM usually mounts an SPST On-Off manual switch on the vehicle dashboard for this switch. The reversible fan purge/inhibit switch must meet the configuration in Figure 3-43 Reversible Fan Purge/ Inhibit Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.

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Figure 3-43 Reversible Fan Purge/ Inhibit Switch 2 1

3.9

1: ON 2: OFF

Suppliers Table 3-40 Supplier Contact List Casco Products Corporation 380 Horace St. PO Box 5421 Bridgeport, CN 06610-0241 http://www.cascoproducts.com/ Ladd Industries –Deutsch Connector Products 4849 Hempstead Station Drive Kettering, OH 45429 Phone: 1-800-223-1236 http://www.laddinc.com/ Ell-Tron Mfg. Co. PO Box 416 Vanderbilt, MI 49795 http://www.elltron.com/

Cutler-Hammer Newark Electronics (800) 463-9275 http://www.ch.cutlerhammer.com/ http://www.newark.com/ Electronic Hardware http://www.ehcknobs.com/ http://www.newark.com/ (800) 752-1680

Hi-Stat Stoneridge North American Sales 2350 Franklin Road, Suite 200 Bloomfield Hills, MI 48302-0385 (248) 332-2280 http://www.histat.com/

Delphi Connection Systems P.O. Box 431 Warren, OH 44486 (330) 759-6000 http://www.delphi.com/connect/e connectors/automotive/ Electroswitch Electronic Products 2010 Yonkers Rd. Raleigh, NC 27604 (888) ROTARYS http://www.electro-nc.com/ Robert Shaw Siebe Fluid Systems 14109 Atlanta Laredo, TX 78046 (956) 717-3835

Siemens Newark Electronics (800) 463-9275 http://www.siemens.com/ http://www.newark.com/

Stancor/White-Rodgers 9797 Reavis Rd St Louis, MO 63123 (314) 865-8799 http://www.stancor.com/

Wabash Technologies 1375 Swan Street P.O. Box 829 Huntington, IN 46750-0829 (219) 356-8300 http://www.wabashtech.com/

Amtek/Prestolite Switch 2220 Corporate Drive Troy, OH 45373 (937)440-0843 http://www.powerandswitchprodu cts.com M.C.S. Accelerator Pedals Inside U.S. Arens Controls Company, LLC 855 Commerce Parkway Carpentersville, IL 60110-1721 847-844-4700 (Telephone) 847-844-4791 (Fax) email: [email protected] web: www.arens.com

Teleflex Industrial 640 N. Lewis Road Limerick, PA 19648 (610) 495-7011 http://www.TeleflexMorse.com

Williams Controls 14100 SW 72nd Avenue Portland, OR 97224 503-684-8600 http://www.wmco.com

M.C.S. Accelerator Pedals Outside U.S. M.C.S. Rue du Doyenne, 32 B-1180 Brussels-Belgium Tel : +32-2-345.18.10 Fax: +32-2-343.94.23 e-mail: [email protected] web: www.mcs-belgium.com

BorgWarner Inc World Headquarters 3850 Hamlin Road Auburn Hills, MI, USA 48326 Web: http://www.borgwarner.com/ 248.754.882 (Telephone)

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4. Interfaces and Installation 4.1

Introduction This section gives details regarding the CM2350 pins and wiring. Installation requirements and guidelines are also included.

4.1.1 Requirements Summary In order for the Cummins electronic control subsystem to function properly and to provide acceptable product reliability and durability, a total systems approach must be followed when engineering the complete control system, including all critical components, into the vehicle/machine interface. These Installation Requirements serve to support the design specifications of a reliable system. Please refer to Installation Specifications Requirements Summary table. Conductor requirements: Wire insulation type TXL (per SAE J1128) Individual lead 20 AWG stranded, unless noted: - Power supply: 16 AWG stranded - Doser pins and Key switch: 18AWG stranded - Intake Air Heaters: 2 AWG or 6 AWG stranded (depending on system voltage) - Fuel heater: 10 AWG or 12 AWG stranded (depending on system voltage) EMI considerations: - Twisted leads: Tachometer, primary accelerator, remote accelerator, and variable ISC feature - Twisted leads: J1939 datalink - Common ground plane: continuous shields grounded one end only - Terminals on OEM connector (24 Pin Crossover), including serial datalink connectors, must be gold-plated. Harness routing requirements: -

-

-

-

Mounted adjacent to vehicle frame rail. No routing over sharp edges. Bend radius at least 4x bundle diameter. Bends begin at least 7.6 cm (3 in) from connector backshell. Connectors mounted horizontally. Open connectors plugged and sealed. Harness supports and wire ties at least 7.6 cm (3 in) from connector backshell. The connector wire seal and insulation type must provide an adequate seal from dirt and moisture intrusion when the wire is inserted through the connector seal. Connector failures such as water intrusion and pin fretting are known to happen caused by improper wire insulation outside diameter and wires that are not routed straight for a minimum distance from connector. Follow the connector manufacturer’s recommendations for insulation outside diameter and bend radius. For additional protection against moisture intrusion and vibration, the use of a Backshell, boot or similar protective connector accessory, if available, is recommended. For any component with wiring approaching from above, make sure to provide a drip loop to help prevent water intrusion. ECM to Vehicle Connect Procedure: ECM power and control interface connects must be made prior to connection to vehicle battery supply. Battery (-) connects are required prior to making the Battery (+) connects. Keyswitch must not be turned on prior to completing all battery connects. ECM is not to be energized outside of the vehicle system unless using a factory-approved power supply device. Service datalink: 9-pin Deutsch. Preferrably located in vehicle cab if vehicle cab exists. Datalink Device Power Connects: When connecting other devices/tools to the ECM via serial datalinks (J1939), the devices must share a common connection to Battery (-). The external device power supply grounds must also share the common connection to Battery (-). ECM positive power wiring must be 16 AWG if 380 cm (150 in) or less. If longer than 150 inches, it must have a resistance of .02 Ohms or less. Vehicle chassis must be connected to battery ground in only one location, either at the battery or at a common ground location.

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-

CEB 00503

ECM I/O wiring must provide adequate vibration and moisture intrusion protection and provide a low impedance circuit to the ECM. Intake Air Heaters and wiring must meet specifications, and be wired as shown in the Wiring Diagrams. For wiring recommendations for Intake Air Heater, refer to the Global Customer Engineering (GCE) Industrial site to access the system wiring diagrams located at the following links: QSB Tier 4F and QSL Tier 4F. All 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. The vehicle ignition keyswitch must be directly connected to the ECM with no other switches or relay contacts between the keyswitch and the ECM unless reviewed and approved by Cummins.

-

An ECM Return must not exceed 6 Amps. Single-ended (digital) signals must be grounded to the same reference as the ECM.

-

Multiplexed systems must meet the standards in Section 5.3.

All lamps must be wired through the accessory position on the Keyswitch. The lamps can be multiplexed and are also available with the DM1 message.

4.2

How to use this section

4.2.1 Purpose This document defines OEM-accessible electrical connections on the CM2350 electronic subsystem. It also gives recommendations for the installation of the components along with wiring details. 4.2.2 Usage OEMs typically use this document as follows: Specific Feature/Option Wiring. The Pin Mapping section defines wiring locations and references the page and section describing the appropriate signal for specific features. Wiring Electronic Specifications. The vehicle wiring must meet the electronic specifications described in the pinout Specifications section for proper engine operation. Wiring Guidelines. The Installation Specifications section provides wiring guidelines. 4.2.3

Content

Wiring diagrams This section provides the wiring diagrams for the CM2350 Industrial Application for Tier 4F. Pinout Mapping Guide This section one table describing the pin maps for both CM2350 electronic subsystems. The Pinout Mapping Tables provide: a. Pin number b. Pinout type c. Signal name d. Applications typically using the signal Note: The OEM should not wire an input signal to the ECM, which is being controlled by the J1939 data bus. ECM Pin Specifications by Type This section contains an entry for each ECM pin type to which the OEM connects. Each entry contains one or more of the following sections: Overview paragraph, Operation paragraph, and Specifications table. a. Overview. This paragraph describes the function and purpose of the pin and describes typical OEM interface circuitry and connection guidelines. The OEM vehicle harness must meet these requirements to ensure reliable operation of the pin. b. Operation. This paragraph provides a functional description of the pin interface circuit as required for proper wiring design. c. Specifications Table. This table provides circuit performance requirements that dictate minimum electrical requirements for any circuit connected to the ECM pin. The OEM vehicle harness must meet these requirements to ensure reliable operation. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Installation Specifications This section provides guidelines for the installation of vehicle wiring harnesses and other subsystems that affect the CM2350 electronic subsystems.

4.3

Wiring Diagram

The OEM Wiring Diagram is located on the Global Customer Engineering (GCE) portal Industrial Markets Tier 4F engine platform. Note: Circlets showing wire groupings ( ) on the wiring diagram indicate that the wires need to be twisted together. Wires should be twisted at a rate of one full twist per inch from sensor to as close to the ECM as possible, to reduce electrical noise on these wires. Cummins recommends using twisted pairs for the following circuits: injectors, relays and actuators, motors, hall effect and variable reluctance sensors, datalink circuits, accelerator pedal sensors, as well as thermocouples. Table 4-1: Recommendations on Twisting Circuits Circuit Throttle Variable Reluctance (VR) and Hall Effect (HE) Sensor (e.g., engine speed & position) Temperature - thermistor Temperature - thermocouple Pressure Sensor Knock Sensor Injectors Motorized Actuators PWM Drivers Battery Power Datalink Tachometer

4.4 4.4.1

Recommendation Twisted Twisted None Twisted None None Twisted Twisted Twisted None Twisted Twisted

ECM Pin Mapping Guide J2 OEM 96-Pin Connector for QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8 and QSG12 Table 4-2 Industrial CM2350 96-pin Mapping (QSB, QSL, QSX, QSF and QSG) Pin #

Signal Name

ECM Pin Type

01 BATTERY SUPPLY (+)

02

Battery Supply (+)

DEF LOW LAMP

Low Side driver

SPARE 03

DEF LINE HEATERS RELAY CONTROL

Low Side driver

SPARE 04 SPARE 05 KEY SWITCH

06

DEF SUPPLY MODULE PUMP MODE/TEMPERATURE DRIVER

Current Monitor (I-MON) Key Switch

Low Side driver

PUMP RPM CONTROL SPARE

Application/Availability MUST be used On All Applications MUST be used On All Applications except QSF3.8<75hp Available on QSF3.8<75hp MUST be used On All Applications except QSF3.8<75hp Available on QSF3.8<75hp Available On All Applications MUST be used On All Applications MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications MUST be used On QSG12 Available on QSF3.8<75hp

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name

ECM Pin Type

Application/Availability

Low Side driver

MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications Available On QSG12, QSF3.8<75hp

DEF SUPPLY MODULE HEATER RELAY 07 SPARE 08 OEM SENSOR SUPPLY 09 PEDAL POSITION 1 SENSOR SUPPLY 10 PEDAL POSITION 1

11 MANUAL FAN/AC PRESSURE SWITCH

12

CRUISE CONTROL SET/DECREMENT SWITCH

13 WATER IN FUEL DEF TANK LEVEL 14 SPARE 15

16 SPARE

SPARE UL2 TEMPERATURE SENSOR SIGNAL

18 OEM Press 2 CRUISE CONTROL RESUME/INCREMENT SWITCH

20 ISC3/ISC VALIDATION SWITCH 21 J1939 (+) DATALINK 4 22 J1939 (+) DATALINK 1

23

Exhaust System Cleaning (Regen) Lamp SPARE

Switch (pull to ground) Switch (pull to ground) Analog Input Pull-up (49.9 K Ohms) Analog Input Pull-up (1K Ohms) and Analog Input Pulldown (23.75 K Ohms)

Analog Input Pulldown (47.5 K Ohms) Analog Input Pulldown (47.5 K Ohms)

DEF PRESSURE SENSOR (PUMP MODULE)

19

Sensor Power Standard On All Applications Supply: 5V Sensor Power Standard On All Applications Supply: 5V Analog Input Pulldown Standard On All Applications (47.5 K Ohms) Available On All Applications Note: Only one input can be physically wired. If customer wants to use both inputs to drive the fan, then other input needs to be multiplexed through J1939.

Available On All Applications MUST be used On All Applications Available On All Applications except QSF3.8<75hp Available on QSF3.8<75hp

Available On All Applications Analog Input Pull-up except QSF3.8<75hp. (1k Ohms) Available on QSF3.8<75hp

DEF TANK TEMPERATURE SPARE

17

CEB 00503

MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications Available On QSG12, QSF3.8<75hp

Available On QSB4.5, Analog Input Pull-up QSB6.7, QSL9, QSX15, (100k/1.1M Ohms) QSF3.8 Applications MUST be used On QSG12 Analog Input Pulldown Available On All Applications (47.5 K Ohms) Switch (pull to Available On All Applications ground) Switch (pull to Available On All Applications ground) CAN Data link SPARE On All Applications MUST be used On All CAN Data link Applications MUST be used On All Applications except Low side PWM QSF3.8<75hp Available on QSF3.8<75hp

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name

ECM Pin Type

25 BATTERY SUPPLY (+) 26 BATTERY SUPPLY (+) 27 BATTERY SUPPLY (+) 28 BATTERY SUPPLY (+) 29 SPARE 30 TACHOMETER 31 DIGITAL VSS SIGNAL 32 OEM SENSOR RETURN 33 PEDAL POSITION 1 RETURN 34 SPARE COOLANT LEVEL / COOLANT LEVEL SWITCH

36 Reversible Fan Pitch Sensor 37 SPARE

38

DEF HEATER1: PRESSURE LINE SPARE

39

DEF HEATER2: BACKFLOW LINE SPARE

40

DEF HEATER3: SUCTION LINE SPARE DPF DELTA PRESSURE

41 SPARE

SPARE 42 DPF OUT PRESSURE

Application/Availability

Analog Input Pull-up Available On All Applications (5.62K Ohms) MUST be used On All Battery Supply (+) Applications MUST be used On All Battery Supply (+) Applications MUST be used On All Battery Supply (+) Applications MUST be used On All Battery Supply (+) Applications Key Switch Available On All Applications

24 CAC OUT TEMPERATURE

35

CEB 00503

Tachometer Output Hall Effect Sensor (47.5 K Ohms) Sensor Supply Return Sensor Supply Return Analog Input Pull-up (1k/101k Ohms) Analog Input Pull-up (330 Ohms)

Available On All Applications Available On All Applications Standard On All Applications Standard On All Applications Available On All Applications MUST be used On All Applications

Analog Input Pull-down Available on all Applications (47.5 K Ohms)

Analog Input Pull-up Available On All Applications (1k/101k Ohms) Analog Input Pull-up MUST be used On All Applications except (1k Ohm), Switchable (1k/101k QSF3.8<75hp Ohm) Available on QSF3.8<75hp Analog Input Pull-up (1k Ohm), Switchable (1k/101k Ohm) Analog Input Pull-up (1k Ohm), Switchable (1k/101k Ohm)

MUST be used On All Applications except QSF3.8<75hp Available on QSF3.8<75hp MUST be used On All Applications except QSF3.8<75hp

Available on QSF3.8<75hp MUST be used On QSX15, QSG12, QSL9 (DOC/DPF+SCR) and QSB6.7 Analog Input Pull(DOC/DPF+SCR) Applications down Available On QSB4.5, QSB6.7 (47.5K Ohms) (DOC+SCR), QSL9 (DOC+SCR), QSF3.8 Applications Available On QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8 Analog Input PullApplications down MUST be used On QSX15, (47.5K Ohms) QSG12, QSL9 (DOC/DPF+SCR) and QSB6.7 (DOC/DPF+SCR) Applications

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name

ECM Pin Type

43 IDLE VALIDATION 2 OFF IDLE SWITCH 44 IDLE VALIDATION 1 ON IDLE SWITCH

Switch (pull to ground) Switch (pull to ground)

45 J1939 (-) DATALINK 4

CAN Data link

46 J1939 (-) DATALINK 1

CAN Data link

47 OEM SWITCH/MUS SW 3

Switch (pull to ground)

Exhaust System Cleaning (Regen) Inhibit 48 Lamp

Low side PWM

SPARE 49 BATTERY RETURN (-)

Battery Return (-)

50 BATTERY RETURN (-)

Battery Return (-)

51 BATTERY RETURN (-)

Battery Return (-)

52 BATTERY RETURN (-)

Battery Return (-)

DEF DOSING INJECTOR VALVE LOW (-) 53

54

UL2 DEF DOSING INJECTOR VALVE LOW SPARE DEF PUMP MOTOR RETURN/FAN RETURN

PWMINJ(-)

Application/Availability Available On All Applications Available On All Applications SPARE On All Applications MUST be used On All Applications Available On All Applications MUST be used On All Applications except QSF3.8<75hp Available on QSF3.8<75hp All applications MUST be used On All Applications MUST be used On All Applications MUST be used On All Applications MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications MUST be used On QSG12

ECM Return (general)

UL2 PUMP MOTOR RETURN/FAN RETURN

CEB 00503

Available on QSF3.8<75hp MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8 Applications MUST be used On QSG12

Hall Effect Sensor Available On All Applications (47.5 k Ohms) Analog Input Pull-up 56 OEM TEMPERATURE Available On All Applications (5.62K Ohms) TANK HEATER RELAY/DEF REVERTING Available On All Applications ECM Return VALVE except QSF3.8<75hp 57 (general) SPARE Available on QSF3.8<75hp 55 FREQUENCY THROTTLE 1

58 SPARE

VR Sensor Input

Available On All Applications

59 VEHICLE SPEED LO

VR Sensor Input

Available On All Applications

60 VEHICLE SPEED HI

VR Sensor Input ECM Return (Sensor) ECM Return (Switch / Temp / Level) Analog Input Pulldown (47.5 K Ohms) Analog Input Pulldown (47.5 K Ohms) Analog Input Pull-up (5.62K Ohms)

Available On All Applications MUST be used On All Applications MUST be used On All Applications

61 PEDAL POSITION 2 RETURN 62 OEM SWITCH/OEM SENSOR (RETURN) 63 REMOTE THROTTLE/VARIABLE ISC

64 PEDAL POSITION 2 65 SPARE

Available On All Applications MUST be used On All Applications Available On All Applications

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name

ECM Pin Type

CEB 00503

Application/Availability

66 ISC 2

Switch (pull to ground)

Available On All Applications

67 REMOTE ACCEL ON/OFF SWITCH

Switch (pull to ground)

Available On All Applications

ENGINE BRAKE SWITCH 1/ MUS SWITCH 2

Switch (pull to ground)

Available On All Applications

AIR SHUT OFF VALVE TEST SWITCH

Switch (pull to ground)

Available On All Applications

68

69

REVERSIBLE FAN PURGE / INHIBIT SWITCH AXG SWITCH/MUS ENABLE/PARKING 70 BRAKE SWITCH

Switch (pull to ground) Switch (pull to ground)

71 RED STOP LAMP

Low side driver

72 AMBER WARNING LAMP

Low side driver

73 BATTERY RETURN (-)

Battery Return (-) High Side On/Off Driver High Side On/Off Driver High Side On/Off Driver

AIR SHUT OFF VALVE 74 DUAL OUTPUT B IDLE SHUTDOWN RELAY 75

INTAKE_AIR_HEATER_RELAY (IAH)

ETHER INJECTION SOLENOID (EIS) 75 INTAKE_AIR_HEATER_RELAY (IAH) 76

IAH/ASO/SLO/BRAKE LAMP/EIS RETURN

High Side On/Off Driver High Side On/Off Driver High Side On/Off Driver ECM Return (general)

DEF DOSING INJECTOR VALVE HIGH (+) 77

UL2 DEF DOSING INJECTOR VALVE HIGH SPARE 78 FAN CLUTCH RELAY/SOLENOID

PWMINJ(+)

High Side Driver

High Side Driver UL2 PUMP MOTOR SUPPLY SPARE DUAL FAN CLUTCH RELAY

80

Available On All Applications MUST be used On All Applications MUST be used On All Applications MUST be used On All Applications Available On All Applications Available On QSX15 and QSG12. Available as Option on All Applications. MUST be used On All QSB6.7, QSL9, QSB4.5, QSF3.8 Applications. Available on QSX15 Available on All QSG12 Applications. Standard On All Applications MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications MUST be used On QSG12

DEF PUMP MOTOR SUPPLY 79

Available On All Applications

High Side Driver DUAL OUTPUT A / DUAL FAN CLUTCH RELAY

Available on QSF3.8<75hp Available On All Applications MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications MUST be used On QSG12 Available on QSF3.8<75hp Available On QSB4.5, QSB6.7, QSL9, QSF3.8 Applications Available On QSX15 and QSG12

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name

ECM Pin Type

IDLE SHUTDOWN RELAY

DEF REVERTING VALVE 81

High Side Driver SPARE

82 DEF TANK HEATING RELAY/VALVE

High Side On/Off Driver

83 STARTER LOCKOUT RELAY

High Side On/Off Driver

84

SCR LINE HEATERS CURRENT MONITOR 1 of 2

Current Monitor (I-MON)

SPARE

85

SCR LINE HEATERS CURRENT MONITOR 2 of 2

Current Monitor (I-MON)

SPARE 86 ENGINE BRAKE SELECTOR SWITCH 2 EXHAUST SYSTEM CLEANING (REGEN) 87 INHIBIT SWITCH

Switch (pull to ground) Switch (pull to ground)

SPARE ENGINE PROTECTION SHUTDOWN OVERRIDE SWITCH AIR SHUT OFF VALVE POSITION 89 SWITCH CRUISE CONTROL/PTO ON/OFF 90 SWITCH/MUS COMP

Switch (pull to ground) Switch (pull to ground) Switch (pull to ground)

DIAGNOSTIC SWITCH/ EXHAUST 91 SYSTEM CLEANING (REGEN) INITIATE SWITCH

Switch (pull to ground)

CLUTCH/SERVICE BRAKE PEDAL/MUS SW1

93 ALTERNATE LOW IDLE SWITCH 94 ISC 1 95

HIGH EXHAUST TEMPERATURE LAMP

Switch (pull to ground) Switch (pull to ground) Switch (pull to ground) Low side driver

SPARE 96 WAIT TO START LAMP

Application/Availability Available as Option on All Applications. Available On QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 Applications Available On QSG12, QSF3.8<75hp MUST be used On All Applications except QSF3.8<75hp MUST be used when Cummins branded starter is used MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications Available On QSG12, QSF3.8<75hp MUST be used On QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8>75hp Applications Available On QSG12, QSF3.8<75hp Available on QSL9 and QSX15 Available On QSB4.5, QSB6.7, QSL9, QSF3.8>75hp, QSX15 and QSG12 Applications Available on QSF3.8<75hp

88

92

CEB 00503

Low side driver

Available On All Applications Available On All Applications Available On All Applications Available On QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12 Applications Available On All Applications Available On All Applications Available On All Applications Available On All Applications except QSF3.8<75hp Available on QSF3.8<75hp MUST be used On All Applications

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CEB 00503

OEM 24-pin Crossover Connector Table 4-3 Industrial CM2350 24-pin Mapping (QSB, QSL, QSF, QSX and QSG) Pin #

Signal Name

ECM Pin

1

SPARE VS 7 SUPPLY 12V

2

SPARE VS 7 RETURN J1-56

J1-80

J1-67

SPARE

J1-41

RETURN 103

J1-30

SPARE_SWITCH

J1-52

RETURN 102

J1-33

SPARE AFT PUMP RELAY FDBK

J1-91

DUAL OUTPUTA

J1-06

SPARE

J1-43

OEM PRESSURE

J1-88

DUAL OUTPUTB

J1-08

SPARE

J1-68

SPARE POWER ON INDICATOR (POI) LAMP

J1-06

Analog Input Pull-up (5.62KOhms /156 Hz) High Side driver

J1-76

Low side PWM

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications

CAN Data link

Available On QSX15, QSG12 Application

4

6

7

8

Application/Availability

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, Sensor Supply Return QSX15, QSG12 Applications Analog Input Pull-down Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 (47.5K Ohms) Applications Analog Input Pull-up Available On QSX15, QSG12 Applications (1K Ohms) Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 ECM Return (general) Applications Switch (pull to Available On QSX15, QSG12 Application ground) Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 ECM Return (general) Applications Available On QSX15 Application Analog Input Pull-up Available on QSG12 Application (5.62K Ohms)

SPARE 3

5

ECM Pin Type Sensor Power Supply: 12V

J1939 DATA LINK 3 (-) J1-94 SPARE HALL

J1-32

High side driver

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15 Application

Analog Input Pull-up (1K Ohms) Analog Input Pull-down Available On QSG12 Application (47.5K Ohms) High Side driver

Hall Effect Sensor

9

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15 Application Available On QSG12 Application

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15, QSG12 Application

J1939 DATA LINK 3 (+) J1-70

CAN Data link

10

AUX GOV SPEED

J1-20

Hall Effect Sensor

11

FAN SPEED (HORTON) J1-21

Hall Effect Sensor

OEM TEMPERATURE 2

Analog Input Pull-up (5.62K Ohms)

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSG12 Applications

Analog Input Pull-up (5.62K Ohms) Analog Input Pull-down (47.5K Ohms) Analog Input Pull-up (5.62K Ohms) Analog Input Pull-up (5.62KOhms/156 Hz)

Available On QSX15 Application

12

J1-64 SPARE OEM PRESSURE

J1-88

SPARE

J1-92

SPARE

J1-68

POWER ON INDICATOR (POI) LAMP

J1-76

13

14

15

HSG DROOP SWITCH J1-89

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15, QSG12 Application Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15, QSG12 Application

Low side PWM Analog Input Pull-up (5.62K Ohms)

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Pin #

Signal Name SPARE

16

J1-43

SPARE PUMP RPM FDBK SPARE

17

ECM Pin

J1-32 J1-41

SPARE PRESSURE SIGNAL

J1-87

ECM Pin Type

CEB 00503

Application/Availability

Analog Input Pull-up (1K Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Ohms) Applications Available On QSX15 Application Hall Effect Sensor Available On QSG12 Application Hall Effect Sensor Analog Input Pull-up (1K Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Ohms) Applications Analog Input Pull-up (1K Available On QSX15 Application Available On QSG12 Application Ohms)

21

SWITCHED_BATTERY NA J1939 (-) DATA LINK 2 J1-93

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, High Side driver QSX15, QSG12 Applications Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, Hall Effect Sensor QSX15, QSG12 Applications Analog Input Pull-down Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 (47.5K Ohms) Applications NA Available On QSX15 Application Available On QSG12 Application CAN Data link

22

J1939 (+) DATA LINK 2 J1-69

CAN Data link

J1939 (-) DATA LINK 2 J1-93

CAN Data link

SWITCHED_BATTERY NA

NA Analog Input Pull-up (5.62K Ohms) NA

18

SPARE

J1-40

19

DEDICATED PWM

J1-13

20

FAN SPEED

J1-19

SPARE

J1-37

23

24

SPARE

J1-91

BATTERY_RETURN

NA

Analog Input Pull-up (5.62K Ohms)

Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15, QSG12 Applications Available On QSB4.5, QSB6.7, QSL9 and QSF3.8, QSX15 Applications Available On QSG12 Application Available On QSB4.5, QSB6.7, QSL9 and QSF3.8 Applications Available On QSX15, QSG12 Application

Pin Specifications by Type

4.5 4.5.1

5V Sensor Voltage Source

Overview One 5 V Sensor Voltage Source output pin provides supply voltage for ratiometric and resistive analog sensors. The 5V Sensor Voltage Source pin receives its voltage from an independent 5 V power supply within the ECM. Table 4-3 5 V Sensor Voltage Source Specifications Item Units Pin Voltage 5 V ± 5% Maximum Current 5V Sensor 200 mA Maximum Ripple Voltage 100 mV p-p 4.5.2

Switch (pull to ground) Input Overview The pull-to-ground type of switch input detects the state of an OEM-supplied switch. Dashboard toggle or rocker switches with either an ON/OFF or momentary operation are generally this type of devices, such as Cruise Control or Engine Brake Selector Switches. One contact of the OEM supplied switch connects to the relevant switch input pin of the ECM, and the other end of the switch connects to the ECM Return input pin. There are two types of pull-to-ground switch inputs: Type I and Type IV. The Type I switches are typically used for Parking Brake Switch, OEM Switch, MUS Switch, Cruise Resume and Increment Switch, Intermediate Speed Control Switch, Idle Validation On/Off Switch. The rest of the switch inputs are Type IV. Type I Switch (Pull-to-Ground) Input Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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Operation The Type I pull-to-ground switch Input exists in one of two states: Closed (Grounded) or Open (Not Grounded). In the Open state, the input pin is pulled up to the 5VDC source through a pull-up resistor inside the ECM. The Closed state of the switch provides the current return path from the 5VDC source to the ground. Figure 4-1 Type 1 Switch (Pull-to-Ground) Input Simplified Circuit

Table 4-4 Type I Switch (Pull-to-Ground) Input Specifications

Item Requirement Operational States Two: OPEN or CLOSED Nominal Current with Switch Closed 7-14 mA Maximum CLOSED Resistance* ≤ 125 Ω Minimum OPEN Resistance* ≥ 50 kΩ Maximum Low Voltage* 0.9 VDC Minimum High Voltage* 3.8 VDC Maximum High Voltage* 5.25 VDC *The resistance and voltage are measured from the ECM Switch input pin to the ECM Return (dedicated return for switch return) pin. Type IV Switch (Pull-to-Ground) Input

Operation The Type IV pull-to-ground switch Inputs are interfaced to a MSDI interface IC. The switch input exists in one of two states: Closed (Grounded) or Open (Not grounded). In normal operation, the switch sources a current from the battery supply and the input voltage is compared with an internal reference voltage to determine the state of the switch, Open or Closed. The IC then communicates the state of the switch to the microprocessor. Figure 4-2 Type IV Switch (Pull-to-Ground) Input Simplified Circuit

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Table 4-5 Type IV Switch (Pull-to-Ground) Input Specifications Item Requirement Operational States Two: OPEN or CLOSED Nominal Current with Switch Closed 1.8-18 mA Maximum CLOSED Resistance* 125 Ω Minimum OPEN Resistance* 50 kΩ Maximum Low Voltage* < 3.7 VDC Minimum High Voltage* 3.7 VDC Maximum High Voltage* ECM Battery Input Voltage *The resistance and voltage are measured from the ECM Switch input pin to the ECM Return (dedicated return for switch return) pin. 4.5.3

APS1 (Accelerator Position Sensor 1) Supply Voltage (5 V) and Return

Overview The APS1 5 V Supply is a dedicated supply to the accelerator position sensor and provides voltage for the APS1 Ratiometric Analog Input. The APS 5 V Supply receives its voltage from an independent 5VDC power supply within the ECM. The APS1 Return is a dedicated return for the APS1 signal. Note: Specifications for the Accelerator Position Sensor are defined in CEB00549 except as noted. Operation APS1 5 V Supply provides voltage to the sensor whenever the ECM is powered with the keyswitch in the ON state. Table 4-6 APS1 5 V Supply Specifications Item Output Voltage Maximum Current Maximum Ripple Voltage 4.5.4

Units 5 VDC ± 5% 34 mA 100 mV p-p

ECM Return

Overview ECM Return pins isolate components from engine block and chassis grounds and improve the CM2350 operation. The Pressure Sensor Return should be dedicated to sensors and not have any switches or relays return to it. Relays and solenoids should return on the output return pin. The Switch and Temperature Sensor Return should be dedicated to switches and not have relays returned to it. To minimize the number of wires going into the cab, the Tachometer driver may return on the Switch and

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Temperature Sensor Return pin. This is the only exception to this return being dedicated to switches and temperature sensors. All other OEM Components whose signals initiate in the ECM should return on one of the OEM sensor return pins. All returns to the ECM should be isolated from chassis and engine block grounds to prevent voltage offsets and ground loops that may damage the ECM. Note: For proper operation, follow the requirements in the Installation Specifications section. 4.5.5

ECM Power (Battery+) and ECM Return (Battery-)

Overview Five ECM Power (Battery+) pins and five ECM Return (Battery-) pins exist on the 96 pin OEM connector (J2). These pins supply primary power to the CM2350 subsystem. The 30 A maximum Ignition On current is the maximum the ECM will demand in a non-transient condition. Note: This is a critical interface; special connection requirements must be followed. Table 4-7 ECM Supply (+) and Return Specifications

4.5.6

Item Supply Voltage Maximum Ignition-On Current Maximum Ignition-Off Current (Dormant Mode)

Requirement 11-32 VDC (12 V and 24 V nominal) 30 A (for 12 V and 24 V systems) < 10 mA

Maximum Circuit Resistance, battery-ECM-battery round trip

0.040 Ohms

Ratiometric Analog Input

Overview The Ratiometric Analog Input detects the signal from an OEM-supplied ratiometric sensor, such as an accelerator position or particulate filter delta pressure sensor. Operation The APS1 5 V voltage supply provides power to the ratiometric sensor whenever the ECM is powered and Ignition is ON. This generates a voltage signal from the ratiometric sensor, which is applied to the Analog Input. An Analog to Digital (A/D) converter measures the sensor voltage relative to ECM ground and supplies this reading to the ECM. Since the A/D converter is also ratiometric, any variation in the supply voltage going to the sensor is also being applied to the A/D. The effects from voltage variations are therefore cancelled and the resulting signal is proportional only to the measured variable.

Figure 4-3 Ratiometric Analog Input Simplified Circuit Table 4-8 Ratiometric Analog Input Specifications

4.5.7

Item Resolution

Requirement 5 mV

Maximum Current

100 µA

Input Voltage Range

0-5 VDC +/- 5%

Resistive Analog Input Overview Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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The Resistive Analog Input detects the signal from an OEM-supplied resistive sensor. These two-wire resistive sensors provide a continuously variable resistance that represents a measured analog parameter like temperature. One side of the sensor connects to the input and the other side connects to the ECM Return. Operation The ECM provides current through the pull-up resistor whenever the ECM Ignition is ON. This results in a voltage drop between the pull-up resistor and the sensor. An “A/D” converter measures the voltage drop across the sensor relative to ECM ground and provides this measured value to the ECM. Figure 4-4 Resistive Analog Input Simplified Circuit

Table 4-9 Resistive Analog Input Specifications

4.5.8

Item Resolution Maximum Current through pull-up resistor

Requirement 5 mV 0.9 mA

Maximum Voltage

5 +/- 5%

Voltage Range

0-5 VDC

Keyswitch Input

Overview Engine operation and proper function of the CM2350 electronic subsystem require proper connection of the Keyswitch. The Keyswitch input differs electrically from other switches in the CM2350 because the Keyswitch is on a Pull-down instead of a pull-up resistor. Operation The Switched Input exists in one of two states: Key-On (@ Vbatt+) or Key-Off (@ 0 volts). The Keyswitch position dictates the input state as follows: - Key-On When the Keyswitch closes; the battery provides nominal current through the input and the 1-2k Ohms pull-down resistor. The voltage provided to the op-amp negative shown in will be greater than the reference voltage under normal conditions, turning the op-amp off. The ECM commands the Key-On state after the op-amp remains off for the Key-On time. - Key-Off When the Keyswitch opens; the voltage provided to the op-amp negative in Figure 4-5 Switched Pull-down Input Circuit will be less than the reference voltage, turning the op-amp on. The ECM commands the Key-Off state when the op-amp remains on for the Key-Off time.

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Figure 4-5 Switched Pull-down Input Circuit

Table 4-10 Switched Pull-down Input Specifications Item Number of States

Requirement Two: KEY ON or KEY OFF

Nominal Current Maximum Key-On Source Voltage Minimum Key-On Source Voltage Maximum Key-Off Source Voltage

1 A @ 12 V, 60 mA @ 24 V 32 V 6.0 V 4.0 V

4.5.9

Switched Sink Driver Output

Overview The Switched Sink Driver Output controls the engine diagnostic indicator lamps/LEDs (OEM load). One side of the lamp/LED connects to the output and the other side connects to a voltage source, usually the vehicle battery through the accessory position of the machine Keyswitch. Note: When using an LED with the switched Sink Driver Output it may be necessary to wire an appropriately sized resistor in parallel with the LED to prevent the LED appearing ON when it’s actually OFF. This may occur due to a small leakage current through the ECM circuitry which controls the output. A resistor on the order of 4.0-7.0k Ohms should be sufficient. This value should be verified for each application. Operation The Switched Sink Driver Output signal exists in one of two states: SINK (low impedance) or OFF (high impedance). An ECM-controlled transistor switch controls these states as follows: - Sink State When in the SINK state current is allowed to flow, energizing the Lamp/LED (OEM load). Voltage can be measured at the output pin with respect to ECM ground. When the transistor switch is closed, load current is present through the output pin. - Off State When in the OFF state current flow stops, de-energizing the Lamp/LED (OEM load). When the transistor switch is opened, minimal output current is still present through the pull-down resistor.

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CEB 00503

Figure 4-6 Switched Sink Driver Output Simplified Circuit Table 4-11 Switched Sink Driver Output Specifications Item Operational States Maximum Voltage Sink Maximum Current (Non-Inductive Load) Minimum Load Resistance Maximum Load Resistance Maximum Load Capacitance Maximum Inrush Current Maximum Leakage Current 4.5.10

Requirement Two: SINK or OFF 1V Sink State 500 mA @ 12 V, 1 A @ 24 V 2.5 Ohms @ 12 V, 5 Ohms @ 24 V 20k Ohms 5 nF 6.0 A for 20 msec 100 µA for 12 V (260 µA for 24 V)

Switched Source Driver Output

Overview The Switched Source Driver Output controls a bi-state or PWM type OEM-supplied load/actuator. These drivers typically operate the relays in the CM2350 subsystem. One side of the OEM load/actuator connects to the output, and the other side connects to an ECM Return (General). Operation The Switched Source Driver Output exists in one of two states: SOURCE or OFF. A microprocessor-controlled transistor switch determines these states as follows. - Source State When in the SOURCE state, current is allowed to flow, energizing the solenoid/relay. When the solid-state switch closes, it provides current, energizing the OEM Load. - Off State When in the OFF state current flow stops, de-energizing the OEM load. When the solid-state switch is open, the ECM has a very small leakage current through the solid-state switch and the OEM Load resistance. This leakage current level will not exceed 400 µA.

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Figure 4-7 Switched Source Driver Output Simplified Circuit

Table 4-12 Switched Source Driver Output Simplified Specifications Item

Requirement

Operational States Number of Modes Nominal Voltage On Maximum Leakage Current Maximum Current

Two: SOURCE or OFF Two: 2-STATE or PWM Vbatt+ +/- 0.5 volts 10 mA 2A

Minimum Load Resistance

6 Ohms @ 12 V, 12 Ohms @ 24 V

Maximum Load Resistance (non-inductive load)

7.75k Ohms

Maximum Load Capacitance (non-inductive load)

5 nF

Frequency Range (PWM)

2-200 Hz or On/Off

4.5.11

Tachometer Sink Driver Output

Overview The Tachometer Sink Driver Output drives a low-current non-inductive OEM-supplied load. OEMs use this output to drive a Tachometer with a pulse stream based on engine RPM. Operation The Tachometer Driver Output contains a single solid-state switch configured to operate as a sink output driver. The on state (Sink state) allows current to flow through the solid-state switch, the internal pull-up resistor and the external OEM resistor R1. When the solid-state switch is off, current is sourced to the OEM load resistor R2 by the internal and external pull-up resistors.

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Figure 4-8 Tachometer Source Driver Output Simplified Circuit

Table 4-13 Tachometer Source Driver Output Specifications Item

Requirement

Operational States

Two: SOURCE or SINK

Number of Modes

One: PWM

Minimum Source Voltage (@ Maximum Source Current)

4.0 volts

Maximum Source Current

5 mA

Maximum Load Resistance

1100Ω

Maximum Sink Voltage (@ Maximum Sink Current)

0.5 volts

Maximum Sink Current

5 mA

Frequency Range

2-8500 Hz

4.5.12

Intake Air Heaters (Grid Heaters)

The Intake Air Heater system is a mandatory requirement for the Tier 4F Industrial Midrange products and is used to aid in starting during cold temperatures and to reduce white smoke after such a start. The system consists of a heater element that is controlled by the ECM via a high current relay. Refer to Section 2.6.2 for additional details about this feature. Note: Intake Air Heaters are optional for QSG12. Warning: Do Not Use Ether with Grid Heaters – Improper use of Ether and Grid Heaters may cause explosion and severe injury. Note: The installer is responsible for procuring and mounting the Intake Air Heater power relay in a location free of road splash and also for routing battery connections through the relay contacts to the Intake Air Heater, which is shipped with the engines. The Intake Air Heater relay must not be mounted on engine. It is recommended that the OEM procure and install a heavy duty solenoid switch with the following characteristics: - 12 & 24 VDC SPST (as an example: Ametek Prestolite switch SBJ-4201 for 12 V and SBJ-4401 for 24 V)) - 200 amps steady state continuous current rating - Break current 200 amps - 600 Amp In rush capability - Water resistant For wiring recommendations for Intake Air Heater, refer to the Global Customer Engineering (GCE) Industrial site to access the system wiring diagrams or see below.

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4.5.13

CEB 00503

Power and Ground Requirements

Overview ECM power must be maintained until all these three conditions are met a) key off, b) engine stopped as indicated by engine rpm, and c) vehicle stopped as indicated by vehicle speed signal. ECM power must be maintained for 100 seconds after key off (70 seconds for QSG 12), to ensure proper storage of power down information and for proper completion of DEF Purge Cycle. - If the Power On Indicator (POI) feature is implemented on the application, this lamp can be used to notify the operator when it is safe to disconnect power from the ECM. - Failure to provide the ECM proper power-down time will result in a fault code 1117. - For applications that require purging after key off, failure to provide the ECM proper power-down time would allow DEF to remain in the DEF lines making it susceptible to freezing damage. Circuit Resistance The entire ECM power circuit resistance must not exceed 0.040 ohms (from battery positive to ECM back to battery negative). Alternator Grounding The Alternator must not be grounded through the engine block. The alternator should be grounded directly to the battery negative (preferred) or to the starter negative. Refer to AEB 24.53 for alternator grounding requirements. Vehicle Chassis Grounding The vehicle chassis should be grounded at only one location, preferably near the battery negative terminal. Vehicle accessory circuits must not use the engine block ground stud for a connection point or path back to Battery (-). System Grounding Requirements Ground loops and electrical noise are sources of numerous problems with today's electronic engines. For example, a high current device such as an alternator can inject electromagnetic interference (EMI) through the cylinder block back through the ECM, which is case-grounded to the block to shunt radio frequency noise. Other examples are relays that switch at high speeds introducing high frequency noise into the cylinder block, which can introduce noise into the ECM. High-Current Accessory Grounds Alternators and other engine accessories greater than 10 amps should be grounded directly to the battery negative terminal. This is a requirement. Refer to AEB 24.53 for alternator grounding requirements. Cylinder Block as Ground The engine block represents a very large capacitance to system ground, which makes it a highly effective RF shunt. Therefore, many devices, including the engine ECM, prefer to shunt RF noise to the engine block. However, if the block contains current-induced voltage noise, it can become a point of noise entry for devices using it as a RF shunt. It is acceptable to use the engine block as a return for devices that are powered continuously. For devices that switch on and off rapidly, the return should route to starter or battery negative. Starter Ground Refer to AEB 24.53 for starter grounding requirements Frame Returns

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Cab and chassis components should have common ground points to reduce ground loops. Frame ground returns are often a source of problems and should be avoided. The frame ground alternative adds more resistance to a return circuit. The vehicle chassis must be grounded to either the engine block grounding stud or to the battery negative, but not to both. The grounding of the vehicle chassis to one and only one of the two recommended locations is a requirement. Cummins requires a braided grounding strap for this purpose. ECM Ground The ECM should be grounded to an engine block grounding stud provided for this purpose. The ECM Negative Power Return (Ground) must be connected to the engine block and from the engine block directly back to the battery return with a resistance of 20 milliohms or less. This is a requirement. Minimum wire size The preferred method of connecting the ECM power supply to the batteries is by maintaining the required number of stranded 16 AWG wires over the entire length of the connection (see each engine family wiring diagram). Due to time degradation, cold-start requirements, and high-frequency impedance constraints, wire size smaller than 16 AWG will not meet the requirements. If power supply length is longer than 380 cm (150 in), it must have a resistance 20 milliohms or less. Total circuit resistance must not exceed 40 milliohms, but 10 milliohms is desirable. This circuit resistance limit includes the OEM-supplied circuit protection system and any switches or interconnects. Note: It is acceptable to use a larger gauge wire from the power source (battery or buss bar) before splicing into the 16 AWG wires at the ECM 96 pin connector provided the ECM power and ground circuit meets the total resistance requirement as specified. ECM Power Supply Connection Proper operation of the engine requires proper connection of the ECM to the battery. 1. ECM to Vehicle Connection Procedure: The following elements are requirements for connecting ECM power to vehicle power: a. All ECM power and I/O connections must be made before connecting the vehicle batteries into the vehicle electrical system. Ensure the 96 pin OEM connector is fully inserted by lightly pulling back on the connector. b. The Battery (+) connection to the ECM must be connected after the Battery (-) connection and disconnected before the Battery (-) connection. c. The ECM must be connected to the battery only when the keyswitch is OFF. d. The ECM should never be powered from a source outside the vehicle chassis, unless using a device specifically approved by Cummins. 2. Direct Battery Connection (Positive side): Utilizing one of the two following recommended procedures is a requirement: a. The OEM must connect the positive connections of the ECM directly to the battery. This ensures the ECM always receives at least minimum voltages, and minimizes interference from other electric circuits and electronic devices. b. Or a low impedance bus system directly connected to the batteries is also acceptable. 3. Battery Disconnect Switch: The ECM must not be connected to a battery disconnect device unless dictated by statutory regulation. The ECM power must be connected directly to battery power. In installations where the OEM desires a battery disconnect for end user convenience it is recommended to install one as shown in the figure below which maintains direct connection of the ECM power to the battery. Where battery disconnects are required please consult your application engineer for proper steps to ensure the issues mentioned in Item 5. Engine Power-down are avoided.

Figure 4-9 Battery Disconnect Switch 4. Vehicle Battery Disconnection: If the following procedure is not followed when disconnecting the Vehicle Battery, fault codes and undesirable operation may result. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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a. Ensure ECM has power after Key off for at least 100 seconds (70 seconds for QSG 12). Failure to provide the ECM proper power-down time will result in a fault code 1117. b. Disconnect the POSITIVE Battery Cable. c. Disconnect the NEGATIVE Battery Cable. d. Disconnect ECM Power and I/O connectors. Note: If a device is required that removes battery power to the ECM, it must be installed on the positive circuit. The device should remove battery voltage from all devices. The use of a positive side disconnect reduces the possibility of ground loops that could damage the ECM or other vehicle electronic devices. 5. Engine Power-down: The Engine Control Module has operational data such as fault history and engine run time information that needs to be stored when its switched power is removed (keyswitch turned off). In order to ensure this data will be properly stored, the ECM requires the unswitched battery supply be maintained for at least 100 seconds (70 seconds for QSG 12) following the removal of the switched power (keyswitch power). In addition, J1939 datalink requests issued after the keyswitch has been deactivated can corrupt the data storage. Consequently, all J1939 datalink requests/commands should be inhibited following deactivation of the keyswitch power. Fusing The OEM must protect the engine ECM with OEM-supplied circuit protection (fuses) in the power supply harness. Cummins recommends the use of fuses rather than circuit breakers. The OEM-supplied circuit protection will open the circuit in case of a reverse polarity connection. 4.5.14 Switch and Sensor Grounding Requirements and Recommendations All switches and sensors that are wired directly to the ECM must be referenced to an ECM switch return line. These components use inputs that are susceptible to electrical and voltage level reference offsets that can be introduced through the signal return path. Follow these guidelines when designing the machine wiring. Inductive Load Sharing When used as a switch return, an ECM switch return must never be used to return unsuppressed inductive loads. Relay coils on the same circuit as a switch should be avoided. However, if a relay is used, it should contain an electrical noise suppression diode. This is a requirement. This will isolate electrical noise from the return line, which can impair the reliability of a switch or sensor input. Note: The Tachometer Output may be returned on the ECM Return (Switch) as described in the Tachometer Output signal section. This is the only exception to relays returning on the ECM Return (Switch) or ECM Return (Sensor) pins. Sensor Dedication When used as a return for certain analog sensors (i.e. pressure, temperature, or APS), an ECM return line should be dedicated solely to that sensor. Ratiometric and resistive ECM inputs are very sensitive, even a small change in voltage drop will affect the detected parameter. The use of these isolated sensor returns as shown in the wiring diagrams is a requirement. Isolation An ECM switch return line must be kept isolated from vehicle chassis and engine block ground returns. This is a requirement. This will prevent undesirable ground loops from occurring. Sourcing An ECM switch return line must not be used to return any voltage that has not been sourced from the ECM. This is a requirement. This will prevent overloading of the ECM. Star Ground For switch panels that contain critical switches such as the Alternate Droop switch, it is good practice to establish a "star" ground fed by dual redundant ECM switch returns. A proper star ground will have a separate return to each switch. When designed in this manner, a single-point open-circuit return fault will result in the loss of no more than one switch. Accelerator Position Sensor The Accelerator Position Sensor #1 (APS1), also referred to as Accelerator Pedal, Primary Accelerator Pedal and Single Potentiometer Throttle, requires a dedicated return and must be returned to the designated APS#1 return. Accelerator Position Sensor #2 (APS2), also referred to as Dual Analog Accelerator and Dual Potentiometer Throttle, requires a dedicated return to the APS#2 return. The Remote Throttle can be combined with other sensor returns on the ECM Return (Sensor) or ECM Return (Switch). Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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ECM Input (sensors/switches) Generally for CM2350 the returns are grouped as follows: - Switch and Temperature returns are grouped together on the same return. - Pressure returns are isolated to pressure sensor return. - Accelerator Position Sensor #1 is dedicated to the Accelerator Position Sensor #1 return (see Section 3.7.1). - Accelerator Position Sensor #2 is dedicated to the Accelerator Position Sensor #2 return (see Section 3.7.2). These guidelines will minimize voltage offsets on the sensor circuits and help to avoid fault causing conditions. The OEM Wiring Diagram depicts these recommended signal return groupings and connections. APS#1 and APS#2, Supply, Signal and Return circuit wiring harness and connector resistance must not exceed 10 ohms for each circuit. ECM Outputs (relays/solenoids) ECM outputs should be returned to the appropriate ECM Return (see Wiring Diagram), in order to avoid shifts or noise in the ground, which could result in unwanted fault conditions. The loads should be balanced to avoid exceeding the nominal 6.0 A rating of the return circuit. The wiring diagram depicts these recommended signal returns. Maximum Current An ECM Return (General) must not return more than 6.0 Amps. 4.5.15

Solenoid Grounding Requirements Solenoids and relay coils that are wired directly to the ECM must be referenced to an ECM solenoid return. If an ECM solenoid return is used, follow these guidelines when designing the machine wiring. Inductive Load Sharing When used as a solenoid return, an ECM solenoid return must not be used as a return for critical components such as switches or sensors. Guidelines for these components are more extensive as detailed in the previous paragraphs. The loads should be balanced to avoid exceeding the maximum 6.0 Amp rating of any given ECM return. This is a requirement.

Isolation An ECM solenoid return must be kept isolated from machine chassis ground. This will prevent undesirable ground loops from occurring. 4.5.16

Datalink Grounding 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 device/adapter are at the same ground potential.

4.5.17

Temperature Specifications The Engine Control Module can operate in temperatures of -40 °C to 85 °C and can be stored in temperatures from -40 °C to 105 °C. When the engine is operating, the engine and ECM electronics will generate heat so the engine may operate at temperatures less than -40 °C but the electronics may not function to start the engine if the ECM and sensors are below -40 °C. Note: Maximum mounting foot temperature of 85 °C / air 105 °C with fuel cooling and maximum mounting foot temperature of 95 °C /air 95 °C without fuel cooling.

4.5.18

Keyswitch (Ignition) Requirement Proper connection of the keyswitch to the ECM is critical for proper operation of the engine. The keyswitch signal must be continuously present for the engine to operate. A momentary loss of this signal can cause undesirable ECM resets, stall the engine and cause fault codes. The following paragraphs define the requirements for the Ignition signal. Sourcing The Keyswitch must be connected directly to the ECM; there must be no switches or relay contacts between the Keyswitch and the ECM Keyswitch input. Any engine shutdown systems designed to interrupt keyswitch power must have a Cummins application review completed and approved for that system. The

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keyswitch must ensure battery voltage is removed from the ECM’s Keyswitch input when the keyswitch is moved from the Ignition position to the OFF or Accessory positions. The Keyswitch must maintain battery voltage to the ignition input while transitioning between and while in the Crank position. It should be noted that utilizing the keyswitch signal or an Alternate Stop Switch signal does not guarantee the engine will shutdown under all circumstances. Additional engine shutdown methods may be required depending on the engine application, engine operation or engine operating environment (Ref: CEB00314 KTA38GCSLB Industrial Natural Gas Setup Procedure for Commissioning for additional Air Shutdown devices – May be applicable in environments where combustible vapors are present). Fusing The keyswitch signal must be fused independently, so that an electrical short due to some other component does not affect voltage at the ECM keyswitch input. The fuse should be sized to provide an adequate signal to the ECM. A 5 amp fuse is typically used to do this; however, the Ignition input will draw less than 60 mA. Inductive Load Sharing The keyswitch signal must not share its circuit with unsuppressed inductive loads. This is a requirement. Relay coils or DC motors (fans) on the same circuit should be avoided. However, if a relay is used, it should contain an EMI suppression diode. This will isolate noise that impairs the reliability of the key-switch input.

4.6

OEM Installation Requirements

4.6.1

OEM Harness and Harness Routing

Wire Shielding Cummins does not support wire shielding on board the CM2350 for Tier 4F products. To support J1939-11, the shield is connected to the block at the grounding stud. Wire Selection Wire selection is critical for proper operation of the engine. Follow these guidelines when designing the OEM wiring harness. 1. Wire Size - Cummins recommends 20 AWG TXL or equivalent wiring for all applications except where noted. The wiring should be large enough to form a good seal when inserted into a connector. The following list shows items that vary from this gauge and type, but in specific applications there may be other wires that should be larger. a. ECM power - 16 AWG or greater. Requirement. b. Chassis-block connection - Size should be sufficient to eliminate potential differences in the application. Cummins requires using a braided grounding strap. c. Intake Air Heaters See Section 4.3 Wiring Diagram. The sizes for installing this vary from 2 AWG to 6 AWG. d. Fuel heater - 10 AWG on 12 V systems, 12 AWG on 24 V systems. e. Doser and Key Switch -18 AWG requirement. 2. Twisted Pairs – The wires are twisted at a rate of one twist per inch. There are several inputs and outputs that are required to use twisted wire pairs to minimizing EMI. Some examples are Speed signals inputs; PWM outputs; and frequency throttle. Refer to the wiring diagram to see all the wires that are required to be twisted. This is a requirement. 3. Twisted Triplets - There are three sets of twisted-triplet wires. The wires are twisted at the rate of one twist per inch and are used with the Primary Accelerator, Remote Accelerator, Dual Analog Accelerator, and Variable ISC option of the Intermediate Speed Control (ISC) feature. This is a requirement. 4. Datalinks - A separate cable must be used on the J1939 datalink. Refer to SAE J1939/11 and J1939/13 for detailed specifications on the datalink wire requirements. 5. Contacts and Connectors: The connection points of the OEM wiring harness must be adequately protected from vibration and moisture intrusion. This is a requirement. The design practices and manufacturing methods for typical 12- and 24-volt systems are not adequate when the subsystem operates with low signal level electronics on some circuits. Follow the guidelines in the following paragraphs. 6. Datalinks - Gold plating is required for the OEM 24-Pin Crossover connector terminals and any J1939 datalink connections. 7. Switches - The Tier 4F CM2350 Industrial electronic subsystem recommends that all switch contacts (except keyswitch) be gold flashed to ensure reliable switching at low voltages and currents. Ring terminals may be either solder dipped or tin-plated.

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8. Connectors - Chassis-mounted connectors should be environmentally sealed and, at a minimum, be tinplated or nickel-plated. A lubricant 10, 11 should be applied to connector terminal surfaces as an added safeguard for use with tin-plated or nickel-plated contacts to reduce the risk of fretting corrosion. In the cab area, tin plating should be on wire-to-wire and wire-to-switch interconnections. This is a minimum requirement. 9. Recommended Plating - A detailed review of the termination and connector uses is to be conducted with the connector supplier. A sample of typical connector supplier recommendations for plating subsystems used in low current signal applications is shown in the Recommended Plating Systems table. Additional information may be found in CES 98187. 10 F

11F

Table 4-14 Recommended Plating Systems Table Surface Plating Gold, cobalt hardened 120-200 Knoop 50-80 micro-inches

Underplating Nickel, matte 180-300 Knoop 80-110 micro-inches

Terminal material Brass

Tin, Matte 30-120 micro-inches <250 micro-inches/pair

Nickel, matte 50-120 micro-inches

Brass

10. Plating Systems Not Recommended - The following plating systems are not recommended: Tin with >250 micro-inches per terminal pair (male + female interface), gold with underplating barrier, brass, silver, or copper. 11. Dissimilar Metals - The use of dissimilar metals for any terminal pair (male + female interface) is not recommended. Use of dissimilar metals will cause galvanic corrosion, resulting in terminal pitting and premature circuit failure. 12. Throttle Circuit - It is recommended that the connector terminal between the base throttle pedal and ECM be gold plated. This recommendation also applies to the remote accelerator circuit and the variable ISC throttle circuit. 13. OEM Sensor Circuit - It is recommended that the connector terminals between the OEM temperature sensor and the ECM and between the OEM pressure sensor and the ECM be gold plated. Protective Covering The protective covering for the OEM wiring harness should have high abrasion and cut resistance, continuous temperature capability to 125 °C (257 °F) and intermittent temperature capability to 150 °C (302 °F). The material should also have high chemical resistance to fuel, engine oil and engine coolant. The harness covering should not strain the wire or the wire seal at the connector and typically should be terminated approximately 1/2 inch from the connector shell. While convoluted tubing, woven braid, or over foamed are all recommended as protective coverings, over foaming the harness at the ECM provides strain relief at the 96 pin connector preventing terminals from backing out of ECM connectors. 1. Convoluted Tubing - If convoluted conduit is selected, nylon material should be specified. The material should be split lengthwise and have drainage provisions for fluids. Conduit ends should be secure to prevent unraveling. 2. Woven Braid - If woven braid is selected, the material should consist of a nylon core with a vinyl covering. The covering should be a minimum of 12 picks per inch and a tight, non-slip covering over the cables should be provided. The braid tail should be secured to prevent unraveling. Harness Routing and Support 10

11

Bosch does not allow its electrical connectors to be lubricated. The Bosch DEF Supply Module and DEF Dosing Module connectors must not be lubricated. The NOx sensors’ ECU connector terminals should not be lubricated because these sensors are required to “breathe”. Lubricant can clog the sensor’s vent path causing sensor failure.

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The physical routing and support of the OEM wiring harness should minimize strain in the wire seals and of 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.

4.6.2 Harness Boot Requirements The figure below shows the installation sequence of the rubber boot to the 96-pin connector.

Figure 4-10: 96-way ECM connector rubber boot installation

The installation of the Rubber Boot will provide protection from grit and other foreign material from restricting movement for the locking lever. Accessing the ECM connector can be done by clipping off the wire tie at the rear and folder the boot sides. Installation is done the same way, but in reverse order. The wire tie secures and prevents the boot from falling off during use.

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"For programs that the OEM's receive the 96-way connector boot and wire tie in a kit (Example: QSF3.8), the provided parts are to be installed on the Cummins engine wiring harness J1-96 way connector." 4.6.3 Remote Mount ECM For applications using remote mount ECM refer to “CEB00505, Remote Mount ECM Installation RequirementsCM2350” and “ AEB 24.53, Cummins Branded Starters, Alternators and Fuel Shut-Off Solenoids-Industrial Applications Requirements” for more details. 4.6.4

OEM Connector Grounding and Strain relief

Figure 4-11: OEM Connector Grounding and Strain relief 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 ft-lb – 7.38 ft-lb). Always fully seat the clamp between the ECM towers before tightening the captive screws.

Figure 4-12: 96-way ECM connector mounting with Clamps installed

4.6.5 Welding Requirements Welding on the engine or engine mounted components is not recommended. Cummins requires disconnecting all ECM connectors from ECM and power supply connectors to the engine block prior to any vehicle welding. Note: The ground strap connected to the ECM must be removed before welding can be done. Attach the welder ground Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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cable no more than 0.61 meters (two feet) from the part being welded. Never connect the ground cable of the welder to the ECM.

4.6.6

Miscellaneous Notes Oil Pressure Sensor

QSL and QSX engines use oil pressure sensors with a variable output range, while the QSB engines use oil pressure switches which indicate only sufficiency of oil pressure. Note: The harness for the QSB6.7 engine is configured for both an oil pressure sensor and oil pressure switch connector. Zip ties requirements If zip ties are needed to secure wiring harnesses, make sure that the zip ties are fastened to the harness convolute (or loom) and not directly on wires. Fastening zip ties directly on wires can lead to wire damage, intermittent shorts, fault codes, and engine damage. Figure 4-13 shows the way zip ties were fastened directly on wires.

Figure 4-13 Zip ties fastened directly on wires

Figure 4-14 shows the damaged wire #2 on the jumper harness caused due to fastening zip ties directly on wires.

Figure 4-14: Damaged wire caused due to fastening zip ties directly on wires

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5. Datalinks and Diagnostics 5.1

Introduction

The Datalink and Diagnostics section contains information on how to design and interface with the SAE 1939 datalink. It includes the diagnostic codes supported by the CM2350 based engines as well as the J1939 messages supported. Note: The SAE 1939 documentation will take precedence unless indicated in the following documentation. All required engine fault lamps must be hardwired or multiplexed using J1939 messages. If J1939 messages are being used there must be a panel indication that is equivalent to hardwired indicators that are clearly visible to the operator and is easily identified. An amber lamp indicates warning; a red lamp indicates engine stop or engine failure, with the (red) stop warning lamp being the highest severity fault level. Note that the amber and red lamps interact with the Aftertreatment system (see CEB00502) and as a redundant fault notification system. The Wait to Start lamp indicates the driver has turned the key switch to an engine run position, but should wait to start the vehicle. 5.1.1

J1939 Physical Layer Table 5-1 Network Topology Parameters Table

Parameter Bus Length (L)

Network Specification Maximum Units SAE J1939-11 40 m SAE J1939-15 40 m Node Stub Length SAE J1939-11 1 m (S) SAE J1939-15 3 m Number of Nodes SAE J1939-11 30 SAE J1939-15 10 1) Diagnostic Stub SAE J1939-11 0.66 m Length (Sd) SAE J1939-15 2.66 m Diagnostic Tool SAE J1939-11 5 m Cable Length (St) SAE J1939-15 5 m Terminating SAE J1939-11 120 (Nominal) Ohms Resistor (R) SAE J1939-15 120 (Nominal) Ohms Shield SAE J1939-11 Required SAE J1939-15 Not Required 1) At a given time, the maximum number of nodes that can be connected to the backbone is 10 and up to 30 nodes, per the specification, ‘may be connected by varying the inter-stub spacing to avoid the effects of reflections’.

Figure 5-1 J1939-11/15 Network Topology

J1939 interconnect pins for the CM2350 Tier 4F products must be gold plated (per CES 98187).

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Recommendations

Use of a diagnostic switch in the cab. To reduce the chance of electrical noise affecting the datalink, it is recommended that the wires not be placed adjacent to circuits with extremely high current loads or switching currents. It is recommended that the installer design flyback diodes on all relays to prevent system noise issues. When developing a new device that will interact with our engine via the J1939 datalinks, it is strongly recommended that you contact your application engineer.

Diagnostics

5.2

5.2.1 Advanced Diagnostics Advanced diagnostics are included to make the engines straightforward to repair and service. examination of a fault or maintenance condition can occur through onboard or offboard systems.

Diagnostic

Onboard Diagnostics 1. Extensive fault detection fault capability within the ECM 2. Flash out of fault codes 3. Fault lamps located on the cab dash to indicate warning/stop Offboard Diagnostics INSITE a windows-based PC service tool for Cummins CM2350 based Tier 4F engines. It is used to help troubleshoot and repair the engines. This tool is capable of doing diagnostics and programming. 5.2.2

Diagnostics

Fault Detection: Faults are detected while the Keyswitch is on, during the operation of the machine itself. If a fault becomes active (currently detected) at this time, a fault is logged in memory and a snapshot of engine parameters is logged. In addition, certain faults may illuminate the warning lamp (amber) or the stop lamp (red). 1. Flash Out of Fault Codes: Fault flash out mode can be entered through the use of a diagnostic switch or the accelerator pedal. The diagnostic switch or clutch brake switch may also be multiplexed on the J1939 datalink. a. Entering Diagnostic Mode: 1. To enter the fault flash out the keyswitch must be on with the engine not running. 2. When a diagnostic switch is used to enter the mode, the ECM will automatically flash the first fault code after the switch is turned on. The diagnostic increment/ decrement is used to sequence forward or backwards through the active faults. If the increment/decrement switches are not present, each active fault shall flash out twice, wrapping around to the first fault code at the end. 3. To enter fault flash out mode using the accelerator pedal, the pedal must be cycled from less than 30% to more than 70% 3 times within 5 seconds. Once in diagnostic mode, cycling the accelerator pedal will sequence forward through the active faults. b. Flashing of Fault Codes: 1. The diagram below depicts the pattern of the fault code flash out scheme as indicated by the stop lamp. A blink is equivalent to the stop lamp being on for 0.5 seconds, and off for 0.5 seconds. A pause between fault code digits has duration of 2 seconds.

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Figure 5-2 Example Fault Code Sequences

2. Fault Lamps: The CM2350 controller systems use up to 7 indicator lamps: the Stop, Warning, Wait-tostart, HEST, Exhaust System Cleaning (Regen), DEF Low and Exhaust System Cleaning (Regen) Inhibit. If the Keyswitch is turned on but the diagnostic switch remains off, the indicator lamps will illuminate for approximately two seconds and then go off, one after the other, to verify they are working and wired correctly. They all go on and then go off one at a time, at an interval of approximately 0.5 seconds each. -

Warning Lamp - The warning lamp provides important operator messages. These messages require timely operator attention. The warning lamp is also used to delineate diagnostics fault codes.

-

Stop Lamp - The stop lamp provides critical operator messages. These messages require immediate and decisive operator response. The stop lamp is also used to flash out diagnostic fault codes. It is possible, through OEM wiring, to configure the system to use the red/stop lamp for Engine Protection Faults. This is done through wiring the red lamp to both the red/stop lamp input and the Engine Protection lamp input on the ECM. Wait-to-Start Lamp - The wait-to-start lamp indicates that the pre-start intake manifold heater warm-up sequence is active. A Cummins supplied grid heater will automatically heat the intake manifold based on the Intake Manifold Temperature when needed prior to engine starting. Intake manifold heating improves engine starting in cold temperatures and reduces white smoke. See CEB00502 Aftertreatment Electronic Technical Package for lamps related to aftertreatment (Exhaust System Cleaning (Regen), DEF Low and Exhaust System Cleaning (Regen) Inhibit).

-

-

5.2.3 External Diagnostic Tools INSITE is the windows-based PC service/programming/diagnostic tool for Cummins CM2350 based engines for Tier 4F. It is used to help troubleshoot and repair the engines with extended fault diagnostics and processing power. INSITE allows the user to view active and inactive faults and clear the inactive faults. It provides a monitor function that allows the service technician to monitor measured parameters, actuator status and some calculated values. It also provides the technician with the capability to turn on certain drivers such as the grid heaters and lift pump as well as running diagnostic tests such as single cylinder cutout. Currently, INSITE capability is different for each. Detailed descriptions of such tests are mentioned in Electronic Control Features and OEM Adjustments.

5.3

Serial Communications

5.3.1 CM2350 Controller Serial Communications The intent of this section is to provide information pertaining to application of the CM2350 controller’s serial communications interface to Tier 4F off-highway platforms. The acronym form for the controller is ECM (engine control module) except for SAE references, which use the acronym ECU (electronic control unit). The contents of this part of the technical package are divided into two broad categories. The first category caters to OEMs who are involved in building machines; therefore installing datalinks is their primary concern. This category provides information on cables, connectors and it lists datalink devices that have been tested by Cummins as being compatible with the CM2350 ECM. The second category captures information to be used by OEMs and component suppliers who design datalink devices that will interface with the ECM. This category has details pertaining to message support, parameter characteristics, network utilization, and diagnostics. 5.3.2 Introduction Datalinks provide the means for electronic devices on the machine to interact with each other. Some typical functions performed are sharing of sensor data, sharing of calculated information, allowing subsystems (e.g. engine, Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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transmission, etc.) to influence each other’s operation, communication of subsystem operation state. Datalinks also provide a means for on and off board diagnostic work to be done. The CM2350 controllers have been designed with four independent serial communications ports. All four ports provide access to SAE J1939, only the ports on OEM harness are available to the OEM. There is no support for SAE J1587/J1708/J1922. SAE J1939 datalink is a high-speed network for machines that operate at 250K baud. It is capable of supporting control, information sharing, diagnostics, multiplexing, and proprietary communications. The J1939 (physical layer) datalink uses a differential line driver circuit and allows a maximum bus length of 40 meters. The network can have a maximum of 30 node connections at a given time. The J1939-15 network can have a maximum of 10 node connections and up to 30 nodes1) at a given time. J1939 datalinks on the engine controller are active within 1 second when the machine key-switch is turned on. 5.3.3 J1939 Public Datalink Installation Information This section provides information required by those involved in installing J1939 datalinks on their machines. Refer to Section 4 Interfaces and Installation for more details. Please note that only J1939-11, J1939-13 and J1939-15 are supported. J1939: To install J1939 datalink on a machine, it is important to understand the requirements relating to cabling and connectors. The following section provides details on both. It also provides information on some suppliers to procure cabling and connectors. Cabling: 1. Backbone It is a linear bus with a maximum length of 40 meters (approximately 131 feet). At a given time, the maximum number of nodes (electronic controllers) that can be connected to the backbone is 30. Note that B and B MATE (STYLE 2 Keying) is the backbone and termination connector keying, where B is the receptacle and B MATE is the plug. For J1939-11 compliance, the backbone is a twisted shielded pair with a drain and requires passive termination resistors at each end of the network. The J1939-11 topology is typically used for automotive/ on highway applications and their trailers as well as some off-highway ‘Industrial’ equipment and agricultural equipment and implements. Please refer to Figure 5-3 Typical J1939 Topology for Off-Highway Applications. For J1939-15 compliance, the backbone is an un-shielded twisted pair and requires terminating resistor same as J1939-11 at each end of the network. 1) At a given time, the maximum number of nodes that can be connected to the backbone is 10 and up to 30 nodes, per the specification, ‘may be connected by varying the inter-stub spacing to avoid the effects of reflections’. This physical layer eliminates the need for shield required in J1939-11. The J1939-15 topology is typically used for automotive/ on-highway applications and their trailers as well as off-highway ‘Industrial’ equipment, and agricultural equipment and implements. 2. Stub Refer to table 5-1 for physical layer specifications of SAE J1939-11 and SAE J1939-15. 3. Shield Electrical connection to the shield is achieved by the drain wire at bus connection points for the nodes (electronic controllers) and at the main bus interconnects. Also note that the shield should be grounded only at one point with a connection to the battery negative. Although the shield does not provide coverage in the area where connections are made to the linear bus or at the stub connector (read section below for details) locations, it is connected electrically to the next segment of the shielded cable, and provides sufficient coverage to provide the necessary electromagnetic compatibility (EMC) improvements. Shield termination is not applicable to the J1939-15 physical layer.

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Connections:

1. Engine Connection: The engine controller can be connected to the backbone by a three pin unshielded connector called stub connector. This is illustrated by the manner in which the electronic control unit 1 (ECU 1) is connected to the backbone in Figure 5-3 Typical J1939 Topology for Off-Highway Applications. The sub connector has a special keying (SYLE 1 Keying) and is shown in Figure 5.3. As “A” and “A” MATE, where “A” MATE is the mating half. For a connection type as shown for ECU 1, one of the three pins is used to pass the drain wire through to the mating half (A MATE) of the stub connector in order to allow the electrical continuity of the shield to be maintained. Two other alternatives for connecting electronic controllers to the backbone as supported by SAE J1939 are shown in the same figure. It should be noted that the connection of ECU 2 provides the best case EMC improvement (i.e. shortest possible stub). 2. Diagnostic Connections: The diagnostic connector is a 9-pin Deutsch which provides a connection to J1939 ‘Type 1’ and ‘Type 2’ datalinks as well as pin-outs such as a second CAN network connection is available for OEM device datalink, unswitched power, and ground (see Figure 5-3 Typical J1939 Topology for Off-Highway Applications). Refer to Table 5-1 for maximum allowed distance specifications of Diagnostics connections. For the heavy-duty and Midrange vehicles, the SAE J1939-13 preferred location of the connector is in the cab area or controls panel (air compressors do not have a cab for example) on the driver’s side and should be easily accessible for service engineers. For the construction and agricultural equipment, SAE J1939-13 preferred location for the connector bus is behind the operator’s seat or under the dash and should be labeled as diagnostics connector for easy identification. 3. Bulkhead Connection: The J1939 datalink may be routed through the OEM bulkhead connector. To reduce the chance of electrical noise affecting the datalink, it is recommended that the wires not be placed adjacent to circuits with extremely high current loads or switching currents. It is recommended that the installer design flyback diodes on all relays to prevent system noise issues. 5.3.5 CUMMINS Engine Network The Engine/Aftertreatment Communication Network is used for Cummins emission devices only (VGT, Engine Out NOx sensor, Tailpipe NOx sensor, DEF quality sensor and DOC/DPF/SCR temperature Sensors). It does not support the Public J1939 messages. See OEM Wiring Diagram for the connection details. OEM is required to provide the terminating resistors.

5.3.6

J1939 Cable and Connector Suppliers

J1939 Cable and Connector Suppliers J1939 compatible connectors and cabling are now available through many local and national distributors. For application information and to locate distributors in your area, contact the following companies: Connectors Deutsch Industrial Products Division 37140 Industrial Avenue Hemet, CA 92543 Phone: (714) 929-1200 (909) 765-2250 Fax: (714) 652-9784 http://www.deutschipd.com/Products/products.html Deutsch Distributor Ladd Industrial Sales Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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1-800-223-1236 Cabling Belden Wire and Cable Company 2200 U.S. Highway 27 South P.O. Box 1980 Richmond, IN 47345 Phone: 800-235-3361 Fax: (765) 983-5737 http://www.belden.com/

Champlain Cable Corporation 12 Hercules Drive Colchester, Vermont 05446 Phone: 1-800-451-5162 http://www.champcable.com/

BICC Brand-Rex Ltd. Viewfield Industrial Estate Glenrothes Fife KY6 2RS Scotland Phone: +44 (0) 1592 772124 Fax: +44 (0) 1592 775314 http://www.brand-rex.com/

Waytec Inc. P. O. Box 690 Chanhassen, MN 55317 Phone: 800-328-2724 Fax: 800-858-0319 Local: 952-949-0765 http://www.tycoelectronics.com/ http://www.raychem.com/

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Figure 5-3 Typical J1939 Topology for Off-Highway Applications The points intended to be emphasized: 1).

Backbone-twisted pair (shielded on J1939-11 only) with a drain wire and a maximum length of 40 meters (approximately 131 feet). It has termination resistors at each end. The figure illustrates a linear topology.

2).

Stub – maximum length of 1 meter (approximately 3.3 feet)

3).

Four Types of Connectors: i. A- Stub Connector (Receptacle STYLE 1 Keying A MATE: Mating Half of Stub Connector (Plug) ii.

B: Backbone (Receptacle)

(through)

Connector STYLE 2 Keying

B MATE: Mating Half of Backbone Connector (Plug)

4). i.

iii.

Diagnostic Connector – Deutsch 9 pin

iv.

J1939 backbone passing through the OEM bulkhead connector

Three possible ways of connecting ECUs to backbone: ECU 1 is connected to backbone via a stub connector (A-A MATE)

ii.

ECU 2 has the stub receptacle at the module

iii.

ECU n has the stub cable wired directly to the OEM connector

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Figure 5-4 Typical J1939-15 Topology using J1939-11 connector for Off-Highway Applications The points intended to be emphasized: 1).

Backbone- Un-shielded twisted pair (UTP) with a maximum length of 40 m (approximately 131 ft). The backbone does not have shield terminal and is terminated at each end with a 120 Ohm terminating resistor.

2).

Stub – maximum length of 3 meter (approximately 9.8 feet).

3).

Types of Connectors: The type of connectors is not specified for J1939-15, recommendation is to use connectors meeting requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document, the shield wire shall not be used and a sealing plug will be installed. Diagnostic Connector type will be same as described in SAE J1939-13.

Possible way shown of connecting ECUs to back bone 4).

i.

ECU connected to the network via a stub connector meeting Connector Electrical Performance Requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document, the shield wire shall not be used and a sealing plug should be installed.

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Figure 5-5 ECM Connector Plate - CM2350

5.3.7 Messages Supported on CM2350 modules This section details the J1939 industry standard messages that are supported by the CM2350 controller. Parameter characteristics for messages sent on J1939 are also listed. Note: SAE J1939 documents are available to organizations for a fee at http://www.ihs.com/ 5.3.8 Messages Supported on J1939 Table 5-1 lists all J1939 PGNs and parameters that are supported on all CM2350 based Industrial engine platforms. This data was obtained primarily from J1939-71, J1939-73, and J1939-21. Please read the following section, “Key to Messages Supported on J1939 Table”, in order to understand the contents of the table. 5.3.9 Key to Messages Supported Column 1 lists the SAE PGN number.

on J1939 Table

Column 2 lists the SAE defined PGN names. Also, SA/DA refers to the Source Address/Destination Address and listing of SAE defined PGN numbers given. As an example, the combination of PGN 00000–TSC1 and Trans (3)/Engine (0) should be interpreted as TSC1 is sourced from the Transmission (J1939 address 3) and received by Engine (J1939 address 0). Also note that any PGN can be requested by any source with a J1939 address. Where this is not true, the specific addresses have been listed. Some PGNs are not completely defined in SAE J1939-71, -73, or -21. They are denoted with a superscripted asterisk “*”. Please refer to the notes at the end of the table for details. Column 3 lists the update rate of the PGN in CM2350 controller Columns 4 & 5 shows the Byte and Bit location. See SAE J1939 examples below for additional information. Column 6 indicates which Cummins defined category the parameter falls in. Cummins has identified six categories of J1939 capability. They are: -

Powertrain Control (PT) - The powertrain control category comprises of parameters exchanged between the engine and devices such as transmission.

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-

Information Sharing (IS) - This category has parameters pertaining to general engine operation. These parameters can be broadcast as well as be provided upon request from a remote system, e.g. engine coolant temperature, engine oil pressure, etc.

-

Diagnostics (DG) - This category comprises of parameters that are used to convey fault information, have capability to command system tests, access test results, clear active and inactive diagnostic trouble codes and access emissions related active diagnostic trouble codes separately from other diagnostic trouble codes (DTCs).

-

Multiplexing (MX) - What is Multiplexing - J1939 Multiplexing is sending or receiving of input and output control commands using J1939 datalink instead of individual hard wires. The enables for multiplex parameters are service trims and can be adjusted via Service Tools. The source address from which the parameter is multiplexed is also Service Tool trimmable.

-

General (G) - All other nonproprietary J1939 requirements that are not covered in the other 5 categories are grouped under General. For example: Acknowledgment (ACK/NACK), Transport Protocol.

-

Service/Proprietary (SP) - This category comprises J1939 messages that can be used to convey proprietary information, e.g. PGN for Proprietary A.

Please note that there are cases where the parameter may belong to more than one category. For example Parameter “engine Derate Switch” belongs to both IS/MX. Column 7 lists the parameters within the PGN. Columns 8 describe parameter support for CM2350 based Tier 4F engines. TX - means that the parameter is transmitted from the engine; RX - means that the engine receives the parameter NA - An entry NA means that the parameter is not supported. TX/RX - Support of a J1939 parameter listed as both TX/RX, means the following: 1. Under a non-multiplexed case, the parameter value is transmitted (TX) from engine. 2. Under a multiplexed case, the parameter value is received (RX) by engine. The broadcast of certain J1939 Parameters shall be dependent upon the override trims for those parameters. These trims can only be changed (enabled/disabled) prior to the power up sequence. When the overrides have been enabled, J1939 Parameters for those System Names shall be broadcast with N/ A (112 for switches and FF16 for analog values.) Note: Multiplexing – if the hardwire is still attached to the ECM for that particular switch/sensor and the parameter is set to be multiplexed, the ECU will ignore the hardwire input. The following examples are for the purpose of helping the user of this document to better understand the data in Table 5-1“Messages Supported by J1939”.Please consult SAE J1939-71, J1939-73 or J193921 documentation for additional information.

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Figure 5-6 Example of SAE J1939 Byte/Bit Numbering Convention: SAE Definition

Byte 1

Byte 2

Byte 3

8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8

6 5 4 3 2 1

Byte 8 8 7 6 5 4 3 2 1

Figure 5-7 Example: PGN 61444 (00F004) Electronic Engine Controller 1 - EEC1

18F00400

F8 70 AF 80 3E 00 0F 7D SPN 2432 Engine Demand - % Torque SPN5L 1675 Engine Starter Mode

5L 1483 Source Address of Controlling Device for Eng. Control SPN SPN 190 Engine Speed SPN 513 Actual Engine - % Torque SPN 512 Driver’s Demand Engine - %Percent Torque SPN 899 Engine Torque Mode; SPN 4154 Actual Engine -% Torque High Resolution Bits 7-0 = Source Address = Engine (0) Bits 23-16 = PF = F0 Bits 15 - 8 = PS = 04 Bits 28-26 = Priority = 0b110 = 6 Bit 25 = EDP = 0, Bit 24 = DP = 0

PGN = 00F004; PGN = Electronic Engine Controller 1

Below are explanations on how to determine the values of Byte #3 and Bytes #4 & 5 from the PGN 61444 example above: Byte 3, or Actual Engine Percent Torque, is 1 byte in length and has a hexadecimal (HEX) value of ‘AF’. To determine the Actual Engine Percent Torque, convert the (HEX) ‘AF’ value to a decimal (DEC) value, and apply the resolution of 1% / bit, -125% offset (J1939-71): AF (HEX) = 175% (DEC) 175% * 1 % (resolution) - 125% (offset) = 50% The value of the Actual Engine Percent Torque in this example is 50% (DEC)

Byte 4 & 5, or Engine Speed, is 2 bytes in length. The hexadecimal (HEX) value for Byte 4 = ’80’ and for Byte 5 = ‘3E’. Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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It is very important when computing values of parameters that contain more than one byte, to begin with the Most Significant Byte (MSB) and end with the Least Significant Byte (LSB). Therefore, bytes 4 & 5 will be ‘swapped’ (since 5 is the MSB), to get the HEX value ‘3E80’. To determine the Engine Speed, convert the (HEX) ‘3E80’ value to a decimal (DEC) value, and apply the resolution of 0.125 rpm / bit, 0 offset (J1939-71): 3E80 (HEX) = 16000 (DEC) 16000 * 0.125 = 2000 RPM The Engine Speed in this example is 2000 RPM (DEC) The following explanation and example is for Transport Layer Protocol Data Transfer When 9 up to 1785 data bytes are needed to express a given Parameter Group, the communication of this data is done in multiple CAN Data Frames. Thus, the term multipacket is used to describe this type of Parameter Group Number. When a particular Parameter Group has 9 or more data bytes to transfer, the “Transport Protocol Function” is used. The Transport Protocol Function’s Connection Management capability is used to set up and close out the communication of the multipacket Parameter Groups. The Transport Protocol Data Transfer capability is used to communicate the data itself in a series of CAN Data Frames (packets) containing the packetized data. Additionally, the Transport Protocol Function provides flow control and handshaking capabilities for destination specific transfers. See Section 5.10 in SAE J1939-21 for more details. Parameter Groups that are defined as multipacket only use the transport protocol when the number of data bytes to send exceeds eight. EXAMPLE: The following illustrates the message format for the DM1 message. Given: a=lamp status b=SPN c=FMI d=CM and OC Message form will be as follows: a,b,c,d,b,c,d,b,c,d,b,c,d....etc. In this example, the transport layer protocol of SAE J1939-21 will have to be used to send the information because it requires more than 8 data bytes. Actually, any time there is more than one fault the services of the transport layer protocol will have to be used.

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Table 5-2 Messages Supported on J1939 Note: When an ‘a.’ or ‘b.’ is shown in the ‘Bit’ column, be aware that Transport Layer Protocol Data Transfer is used. Transport Layer Protocol Data Transfer is used in this case if over 2 different value combinations are broadcast starting with Byte 2 then repeating ‘ab, ab, ab…’ for as many times as indicated in Byte 1 (see PGN 64912). SPN

Parameters

QSB 4.5

QSL9

QSX 15

QSF 3.8

QSG 12

PT

695

RX

3-4

PT

696

1) Engine Override Control Mode A) Override disabled (00) B) Speed control (01) (See Engine Requested Speed /Speed Limit below (4)) C) Torque control (10) (See Engine Requested Torque/Torque Limit below (5)) D) Speed/torque limit control (11) (Refer to 4 & 5 below) 2) Engine Requested Speed Control Conditions

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

1

5-6

PT

897

3) Override Control Mode Priority

RX

RX

RX

RX

RX

RX

2-3

1-8

PT

898

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

3349

4) Engine Requested Speed/Speed Limit 5) Engine Requested Torque/Torque Limit 6) TSC1 Transmission Rate

4

1-8

PT

518

5

1-3

PT

NA

NA

NA

NA

NA

NA

5

4-8

PT

3350

7) TSC1 Control Purpose

NA

NA

NA

NA

NA

NA

6

1-4

PT

4191

RX

RX

RX

RX

RX

RX

8

1-4

PT

4206

8) Engine Requested Torque High Resolution 9) Message Counter

RX

RX

RX

RX

RX

RX

8

4-8

PT

4207

10) Message Checksum

RX

RX

RX

RX

RX

RX

1-4

1-8

DG

1634

1) Calibration Verification Number

5-20

1-8

DG

1635

2) Calibration ID

1

1-2

G

988

1) Trip group 1

TX, RX TX, RX RX

TX, RX TX, RX RX

TX, RX TX, RX RX

TX, RX TX, RX RX

TX, RX TX, RX RX

TX, RX TX, RX RX

1

3-4

G

989

2) Trip group 2 - Proprietary

RX

RX

RX

RX

RX

RX

2

1-8

G

1584

3) Service component ID

RX

RX

RX

RX

RX

RX

3

1-2

None

1211

4) Engine build hours reset

NA

NA

NA

NA

NA

NA

3

3-4

None

3600

NA

NA

NA

NA

NA

NA

1

1-2

DG

639

5) Steering straight ahead position reset 1) J1939 Network #1, Primary vehicle network

NA

NA

NA

NA

NA

NA

1

7-8

DG

1230

2) Current Data Link

RX

RX

RX

RX

RX

RX

2

7-8

DG

1231

3) J1939 Network #2

NA

NA

NA

NA

NA

NA

3

7-8

DG

1235

4) SAE J1939 Network #3

NA

NA

NA

NA

NA

NA

4

5-8

DG

1236

5) Hold Signal

NA

NA

NA

NA

NA

NA

1

1-8

IS/MX

986

1) Requested Percent fan speed

RX

RX

RX

RX

RX

RX

2-3

1-8

None

1691

NA

NA

NA

NA

NA

NA

4

1-2

None

1684

NA

NA

NA

NA

NA

NA

4

3-4

None

1682

NA

NA

NA

NA

NA

NA

4

5-6

None

1714

2) Cab Interior Temperature Command 3) Auxiliary Heater Coolant Pump Request 4) Battery Main Switch Hold Request 5) Operator Seat Direction Switch

NA

NA

NA

NA

NA

NA

4

7-8

None

1856

6) Seat Belt Switch

NA

NA

NA

NA

NA

NA

PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

0

Torque/Speed Control

0.01 s

1

1-2

1

Message #1 – TSC1 TSC1 to Engine

Trans(3) / Engine(0) ABS(11) / Engine(0) ASR(33) / Engine(0)

54016 J1939 -73 56832

Calibration Information DM19

On Request

Reset

As needed

Any / Engine (0) Any / Global (255)

57088

DM13 Stop/Start Broadcast

As needed

Any / Engine (0) Any / Global (255) 57344

Cab Message #1 Any / Engine(0)

1.0s

QSB 6.7

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59392 J1939 -21

Message Name SA/DA

Acknowledgm ent Message Engine(0) / Any

Update Rate

As Needed

Byte

Bit

Use

SPN

Parameters

QSB 4.5

5

1-2

None

1655

NA

5

3-4

None

1654

5

5-6

None

1653

6

1-2

IS/MX

3695

6

3-4

IS/MX

3696

6

5-6

None

1666

6

7-8

None

1656

7

1-4

None

1683

7

5-6

None

1685

7 Vehicle Limiting Speed Governor Decrement Switch 8) Vehicle Limiting Speed Governor Increment Switch 9) Vehicle Limiting Speed Governor Enable Switch 10) Aftertreatment Regeneration Inhibit Switch 11) Aftertreatment Regeneration Force Switch 12) Automatic Gear Shifting Enable Switch 13) Engine Automatic Start Enable Switch 14) Auxiliary Heater Mode Request 15) Request Engine Zone Heating

7

7-8

None

1686

16) Request Cab Zone Heating

8

1-8

None

2596

1

1-8

G

2541

2

1-8

2542

17) Selected Maximum Vehicle Speed Limit 1) Control Byte =0; Positive Acknowledgement a) Group Function

5

1-8

3290

1

1-8

2541

2

1-8

2544

5

1-8

3291

1

1-8

N/A

2

1-8

2546

5

1-8

3292

1

1-8

2541

2

1-8

2548

3

1-8

3293

b) PGN being acknowledged 2) Control Byte =1; Negative Acknowledgement a) Group Function

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX RX TX RX NA

TX RX TX RX NA

TX RX TX RX NA

TX RX TX RX NA

TX RX TX RX NA

TX RX TX RX NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

b) PGN being acknowledged 3) Control Byte =2; Access Denied a) Group Function b) PGN being acknowledged 4) Control Byte =3; Cannot respond a) Group Function b) PGN being acknowledged

59904 J1939 -21

Request PGN Any / Engine(0)

As Needed

1-3

1-8

G

2540

1) PGN being requested

RX

RX

RX

RX

RX

RX

60160 J1939 -21

Transport Protocol-Data Transfer Any/Engine (0)

On Request

1

1-8

G

2572

1) Sequence Number

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

2-8

1-8

2573

2) Packeted Data

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

2556

1) Control Byte, identifies CM message type

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

2557

2) Total Message Size, number of bytes 3) Total Number of Packets

TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX

Any/Retarder (41) Engine (0)/Any 60416 J1939 -21

Transport ProtocolConnection Management Any / Engine(0) Any/Retarder (41) Engine (0)/Any

As Needed

0-15

G

91785 2-255

2558

1

2560

4) Parameter Group Number of Packeted message

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

60928 J1939 -81

Address Claimed ACM

At Powerup and as required

1

1-8

G

2837

Identity Number (LSB)

TX/ RX

2

1-8

G

2837

Second byte of identity number

3

1-5

G

2837

3

6-8

G

4

1-8

5

Claim: Retarder(15) or (41) / Global (255) Claim: Engine (0) / Global (255) Cannot Claim: Null (254) / Global (255)

61441

61442

Electronic Brake Controller 1 EBC1

0.1s

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

Most significant 5 bits of Identity Number

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

2838

Least significant 3 bits of Manufacturer Code

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

G

2838

Manufacturer code (MSB)

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

1-3

G

2840

ECU Instance

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

5

4-8

G

2839

Function Instance

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

6

1-8

G

2841

Function

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

7

2-8

G

2842

Vehicle System

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

8

1-4

G

2843

Vehicle System Instance

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

8

5-7

G

2846

Industry Group

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

8

8

G

2844

Arbitrary Address Capable

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

1

1-2

none

561

1) ASR engine control active

NA

NA

NA

NA

NA

NA

1

3-4

none

562

2) ASR brake control active

NA

NA

NA

NA

NA

NA

IS

1

5-6

none

563

3) Anti-lock braking (ABS) active

NA

NA

NA

NA

NA

NA

Engine(0) / None

1

7-8

none

1121

4) EBS brake switch

NA

NA

NA

NA

NA

NA

2

1-8

none

521

5) Brake pedal position

NA

NA

NA

NA

NA

NA

MX

3

1-2

none

575

6) ABS offroad switch

NA

NA

NA

NA

NA

NA

OEM Specified/ None

3

3-4

none

576

7) ASR offroad switch

NA

NA

NA

NA

NA

NA

3

5-6

none

577

8) ASR “hill holder” switch

NA

NA

NA

NA

NA

NA

3

7-8

none

1238

9) Traction control override switch

NA

NA

NA

NA

NA

NA

4

1-2

none

972

10) Accelerator interlock switch

NA

NA

NA

NA

NA

NA

4 4

3-4 5-6

none MX

971 970

NA RX

NA RX

NA RX

NA RX

NA RX

NA RX

4

7-8

MX

969

5

1-8

none

973

11) Engine derate switch 12) Auxiliary engine shutdown switch 13) Remote Accelerator enable switch 14) Engine retarder selection

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

6

1-2

none

1243

15) ABS fully operational

NA

NA

NA

NA

NA

NA

6

3-4

none

1439

16) EBS red warning signal

NA

NA

NA

NA

NA

NA

6

5-6

none

1438

NA

NA

NA

NA

NA

NA

6

7-8

none

1793

17) ABS/EBS amber warning (lamp) signal (powered vehicle) 18) ATC/ASR information signal

NA

7

1-8

none

1481

8

1-2

none

8

3-4

none

8

5-6

1

1

Transmission Message #1 – ETC1

0.01s

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

2911

19) Source address of controlling device for brake control 20) Halt Brake Switch

NA

NA

NA

NA

NA

NA

1836

21) Trailer ABS status

NA

NA

NA

NA

NA

NA

none

1792

22) ABS trailer warning lamp state

NA

NA

NA

NA

NA

NA

1-2

PT

560

1) Transmission Driveline engaged

NA

NA

NA

NA

NA

NA

3-4

PT

573

2) Transmission Torque converter lockup engaged (If converter lockup is sensed, Eng Brakes will not engage. If transmission is automated send a zero(0))

NA

NA

NA

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 136 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

SPN

Parameters

QSB 4.5

PT

574

3) Transmission Shift in process

NA

1-8

PT

191

4

1-8

none

522

4) Transmission Output shaft speed 5) Percent clutch slip

5

1-2

PT

606

5

3-4

PT

607

6-7

1-8

none

8

1-8

none

1

1-2

PT

1

3-4

1

5-6

1

7-8

PT/M X PT/M X PT

MX

2

1-8

OEM Specified/Non e

3

1-8

4

1-8

5

Message Name SA/DA

Update Rate

Trans(3)/none

61443

EEC2 Electronic Engine Controller #2 PT

0.05 s

Engine(0) / None

61444

EEC1 Electronic Engine Controller #1

Engine Speed depende nt

Engine(0) / None

61450

64721 J1939 -73

Engine Gas Flow Rate

DM53 – Active Service Only Diagnostic Trouble Codes Engine(0) / None

0.05 s

On Request

Byte

Bit

Use

1

5-6

2-3

PT/M X PT

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

6) Engine momentary overspeed enable 7) Progressive shift disable

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

161

8) Transmission Input shaft speed

NA

NA

NA

NA

NA

NA

1482

NA

NA

NA

NA

NA

NA

558

9) Source address of Controlling Device for Transmission Control 1) AP 1 low idle switch

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

559

2) AP kick down switch

TX

TX

TX

TX

TX

TX

1437

3) Road Speed Limit Status

TX

TX

TX

TX

TX

TX

2970

4) Accelerator pedal 2 low idle switch 5) Accelerator pedal position 1

NA

NA

NA

NA

NA

NA

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

91 92

6) Engine percent load at current speed

974

1-8

PT/M X None

7) Remote Accelerator pedal position 8) Accelerator pedal position 2

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

6

1-2

PT

2979

TX

TX

TX

TX

TX

TX

6

5-6

IS

5399

TX

TX

TX

TX

TX

TX

7

1-8

PT

3357

TX

TX

TX

TX

TX

TX

8

1-8

PT

5398

TX

TX

TX

TX

TX

TX

1

1-4

PT

899

9) Vehicle acceleration rate limit status 10) DPF Thermal Management Active 11) Actual maximum available engine - Percent Torque 12) Estimated pumping – Percent Torque 1) Engine torque mode

TX

TX

TX

TX

TX

TX

1

5-8

PT

4154

TX

TX

TX

TX

TX

TX

2

1-8

PT

512

3

1-8

PT

4-5

1-8

6

1-8

7

1-4

PT

1675

8

1-8

PT

2432

1-2

1-8

IS

2659

3-4

1-8

IS

132

1

1-2

DG

987

1

3-4

DG

1

5-6

DG

1

7-8

2

1-2

2 2

29

TX

TX

TX

TX

TX

TX

513

2) Actual engine - percent torque high resolution 3) Drivers demand engine-percent torque 4) Actual engine - percent torque

TX

TX

TX

TX

TX

TX

PT

190

5) Engine speed

TX

TX

TX

TX

TX

TX

none

1483

6) Source Address of Controlling Device 7) Engine Starter Mode

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

8) Engine Demand – Percent Torque Engine Exhaust Gas Recirculation (EGR) Mass Flow Rate Engine Inlet Air Mass Flow Rate

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

624

Protect Lamp Status (maintenance lamp) Amber Warning Lamp Status

TX

TX

TX

TX

TX

TX

623

Red Stop Lamp Status

TX

TX

TX

TX

TX

TX

DG

1213

Malfunction Indicator Lamp Status

NA

NA

NA

NA

NA

NA

DG

3041

Flash Protect Lamp

NA

NA

NA

NA

NA

NA

3-4

DG

3040

Flash Amber Warning Lamp

TX

TX

TX

TX

TX

TX

5-6

DG

3039

Flash Red Stop Lamp

TX

TX

TX

TX

TX

TX

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 137 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

64722 J1939 -73

Message Name SA/DA

DM54 Previously Active Service Only Diagnostic Trouble Codes

Update Rate

On Request

Any / Engine(0)

64800

64892

Aftertreatment 1 Diesel Oxidation Catalyst

0.50 s

Diesel Particulate Filter Control 1

1.0 s and on change

Byte

Bit

Use

SPN

Parameters

QSB 4.5

2

7-8

DG

3038

NA

3

1-8

DG

1214

4

1-8

DG

1214

5

1-5

DG

1215

Flash Malfunction Indicator Lamp (MIL) SPN, 8 least significant bits of SPN (most significant at bit 8) SPN, second byte of SPN (most significant at bit 8) Failure Mode Identifier

5

6-8

DG

1214

6

1-7

DG

6

8

DG

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

1216

SPN, 3 most significant bits (most significant at bit 8) Occurrence Count

TX

TX

TX

TX

TX

TX

1706

SPN Conversion Method

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

1

1-2

DG

1

3-4

DG

Note 1: If more than one fault code is active, Transport Protocol will be used to broadcast this message. In this case, bytes 3-6 will repeat for each active fault code. Note 2: This PGN broadcasts information about active service only fault codes. 987 Protect Lamp Status NA (maintenance lamp) 624 Amber Warning Lamp Status TX

1

5-6

DG

623

Red Stop Lamp Status

TX

TX

TX

TX

TX

TX

1

7-8

DG

1213

Malfunction Indicator Lamp Status

NA

NA

NA

NA

NA

NA

2

1-2

DG

3041

Flash Protect Lamp

NA

NA

NA

NA

NA

NA

2

3-4

DG

3040

Flash Amber Warning Lamp

TX

TX

TX

TX

TX

TX

2

5-6

DG

3039

Flash Red Stop Lamp

TX

TX

TX

TX

TX

TX

2

7-8

DG

3038

NA

NA

NA

NA

NA

NA

3

1-8

DG

1214

TX

TX

TX

TX

TX

TX

4

1-8

DG

1214

TX

TX

TX

TX

TX

TX

5

1-5

DG

1215

Flash Malfunction Indicator Lamp (MIL) SPN, 8 least significant bits of SPN (most significant at bit 8) SPN, second byte of SPN (most significant at bit 8) Failure Mode Identifier

TX

TX

TX

TX

TX

TX

5

6-8

DG

1214

6

1-7

DG

6

8

DG

TX

TX

TX

TX

TX

TX

1216

SPN, 3 most significant bits (most significant at bit 8) Occurrence Count

TX

TX

TX

TX

TX

TX

1706

SPN Conversion Method

TX

TX

TX

TX

TX

TX

Note 1: If more than one fault code is active, Transport Protocol will be used to broadcast this message. In this case, bytes 3-6 will repeat for each active fault code. Note 2: This PGN broadcasts information about previously active service only fault codes. 4765 Aftertreatment 1 Diesel Oxidation TX Catalyst Intake Gas Temperature 4766 Aftertreatment 1 Diesel Oxidation TX Catalyst Outlet Gas Temperature 3697 Diesel Particulate Filter Lamp TX Command

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

TX

NA

NA

NA

NA

NA

TX

NA

TX

TX

NA

TX

TX

NA

TX

1-2

1-8

IS

3-4

1-8

IS

1

1-3

IS/MX

2

1-2

None

3699

2

3-4

IS

3700

2

3

5-7

1-2

IS

IS

3701

3702

Diesel Particulate Filter Passive Regeneration Status Diesel Particulate Filter Active Regeneration Status

NA

Diesel Particulate Filter Status

NA

Diesel Particulate Filter Active Regeneration Inhibited Status

NA

NA

TX

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 138 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

3

3-4

IS

3703

Diesel Particulate Filter Active Regeneration Inhibited Due to Inhibit Switch

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to Clutch Disengaged Diesel Particulate Filter Active Regeneration Inhibited Due to Service Brake Active

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to PTO Active

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to Accelerator Pedal Off Idle

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to Out of Neutral

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to Vehicle Speed Above Allowed Speed Diesel Particulate Filter Active Regeneration Inhibited Due to Parking Brake Not Set Diesel Particulate Filter Active Regeneration Inhibited Due to Low Exhaust Gas Temperature

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to System Fault Active

NA

Diesel Particulate Filter Active Regeneration Inhibited Due to System Timeout Diesel Particulate Filter Active Regeneration Inhibited Due to Temporary System Lockout Diesel Particulate Filter Active Regeneration Inhibited Due to Permanent System Lockout Diesel Particulate Filter Active Regeneration Inhibited Due to 2Engine Not Warmed Up Diesel Particulate Filter Active Regeneration Inhibited Due to Vehicle Speed Below Allowed Speed Diesel Particulate Filter Automatic Active Regeneration Initiation Configuration Exhaust System High Temperature Lamp Command

NA

Diesel Particulate Filter Active Regeneration Forced Status

NA

SCR System Cleaning Lamp Command

TX

SCR System Cleaning Status

TX

3

3

4

4

4

4

1.0 s and on change

1-2

3-4

5-6

7-8

IS

IS

IS

IS

IS

3704

3705

3706

3707

3708

3709

1-2

None

3710

5

3-4

IS

3711

5-6

IS

3712

5

7-8

None

3713

6

1-2

None

3714

6

3-4

None

3715

6

5-6

IS

3716

6

SCR System Cleaning

7-8

IS

5

5

64586

5-6

7-8

IS

3717

7

1-2

None

3718

7

3-5

IS/MX

3698

7

6-8

IS

4175

1

2

3

1-3

3-4

1-2

IS/MX

IS

IS

6915

6916

6917

SCR System Cleaning Inhibited Status

NA

NA

NA

QSB 6.7

CEB 00503 QSL9

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

NA

NA

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

QSX 15

QSF 3.8

QSG 12

TX

NA

TX

TX

NA

TX

TX

NA

TX

TX

NA

TX

TX

NA

TX

TX

NA

TX

TX

NA

TX

NA

NA

NA

TX

NA

TX

TX

NA

TX

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

NA

TX

TX

NA

TX

NA

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR NA

TX

TX

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 139 of 181

© Copyright 2019 Cummins Inc.

TX With SCR TX With SCR TX With SCR

TX

NA

NA

NA

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

3

3-4

IS

6918

SCR System Cleaning Inhibited Due to Inhibit Switch

TX

SCR System Cleaning Inhibited Due to Clutch Disengaged

TX

SCR System Cleaning Inhibited Due to Service Brake Active

TX

SCR System Cleaning Inhibited Due to PTO Active

TX

SCR System Cleaning Inhibited Due to Accelerator Pedal Off Idle SCR System Cleaning Inhibited Due to Out of Neutral

TX

SCR System Cleaning Inhibited Due to Vehicle Speed Above Allowed Speed SCR System Cleaning Inhibited Due to Parking Brake Not Set SCR System Cleaning Inhibited Due to Low Exhaust Temperature SCR System Cleaning Inhibited Due to System Fault Active

TX

SCR System Cleaning Inhibited Due to System Timeout SCR System Cleaning Inhibited Due to Temporary System Lockout SCR System Cleaning Inhibited Due to Permanent System Lockout SCR System Cleaning Inhibited Due to Engine Not Warmed Up

3

3

4

4

4

4

0.5 s

1-2

3-4

5-6

7-8

IS

IS

IS

IS

IS

6919

6920

6921

6922

6923

6924

1-2

None

6925

5

3-4

IS

6926

5-6

IS

6927

5

7-8

None

6928

6

1-2

None

6929

6

3-4

None

6930

6

5-6

IS

6931

6

Aftertreatment

7-8

IS

5

5

64908

5-6

7-8

IS

6932

7

1-2

None

6933

7

6-8

IS/MX

6934

Aftertreatment

0.50 s

64947

Engine Operating Information Aftertreatment

1 Outlet Gas 2

TX

TX DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX With SCR TX With SCR NA

NA

NA

NA

TX With SCR NA

TX

NA

TX

TX

NA

TX

TX

NA TX

3-4

1-8

IS

3610

Diesel Particulate Filter Outlet Pressure 1

NA

Aftertreatment 1 Diesel Particulate Filter Differential Pressure

NA

TX

TX

DOC+ SCR

DOC+ SCR

TX

TX

DOC+ SCR

DOC+ SCR

NA

NA

TX

TX

DOC+ SCR

DOC+ SCR

NA

NA

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

NA

NA

NA

SCR System Cleaning Inhibited Due to Vehicle Speed Below Allowed Speed SCR System Cleaning Automatic Initiation Configuration SCR System Cleaning Forced Status

TX DOC+ SCR

TX With SCR TX With SCR TX With SCR TX With SCR TX With SCR TX With SCR TX With SCR NA

NA

TX

TX DOC+ SCR

NA

TX

NA

3251

TX DOC+ SCR

QSG 12

DOC+ SCR

Diesel Particulate Filter Intake Pressure 1

IS

TX DOC+ SCR

QSF 3.8

TX

3609

1-8

TX DOC+ SCR

QSX 15

DOC+ SCR

TX

None

5-6

QSL9

TX With SCR TX With SCR NA

1-8

1 Intermediate Gas 64914

NA

1-2

1 Gas Parameters

64946

TX

QSB 6.7

CEB 00503

NA

NA

NA NA

NA

NA

NA

NA

NA

0.25 s

1

1-4

IS

3543

Engine Operating State

TX

TX

TX

TX

TX

TX

0.50 s

1-2

1-8

None

3245

NA

NA

NA

NA

NA

NA

3-4

1-8

IS

3246

1) Aftertreatment 1 Exhaust Gas Temperature 3 2) Aftertreatment 1 Diesel Particulate Filter Outlet Gas Temperature

TX

NA

TX

3) Aftertreatment 1 Exhaust Gas Temperature 3 Preliminary FMI 4) Aftertreatment 1 Diesel Particulate Filter Outlet Exhaust Gas Temperature Preliminary FMI

5

1-5

None

3247

6

1-5

None

3248

NA

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 140 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

64948

Aftertreatment

0.50 s

1-2

1-8

IS

3241

1) Aftertreatment 1 Exhaust Gas Temperature 1

NA

2) Aftertreatment 1 Diesel Particulate Filter Intake Gas Temperature

NA

1 Intake Gas 2 3-4

64966

64970

64971

Cold Start Aids

Intermediate Speed Control IS Engine(0) / None MX OEM Specified/ None Off-Highway Engine Control Selection IS

Any/None

3242

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

TX

DOC/ DPF+ SCR

DOC/ DPF+ SCR

QSX 15

QSF 3.8

QSG 12

TX

NA

TX

TX

NA

TX

1-5

None

3243

3) Aftertreatment 1 Exhaust Gas Temperature 1 Preliminary FMI

NA

NA

NA

NA

NA

NA

6

1-5

None

3244

NA

NA

NA

NA

NA

NA

1

1-2

IS

626

4) Aftertreatment 1 Diesel Particulate Filter Intake Gas Temperature Preliminary FMI Engine Start Enable Device 1

TX

TX

TX

TX

TX

TX

1

3-4

None

1804

Engine Start Enable Device 2

TX

TX

TX

TX

TX

TX

2

1-4

None

2899

TX

TX

TX

TX

TX

TX

2

5-8

IS

2898

TX

TX

TX

TX

TX

TX

1.0 s

1

1-4

IS/MX

2880

Engine Start Enable Device 1 Configuration Engine Start Enable Device 2 Configuration 1) Engine operator primary intermediate speed select

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

0.5 s

1

1-2

none

2884

1) Engine Auxiliary Governor switch

RX

RX

RX

RX

RX

RX

1

3-4

IS/MX

1377

2) Engine Synchronization switch

1

5-6

IS/MX

2883

3) Engine alternate low idle switch

2

1-8

IS/MX

2882

4) Engine alternate rating select

3

1-4

IS/MX

2881

5) Engine alternate droop accelerator 1 select

TX/ RX TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX TX/ RX

TX/ RX TX/ RX TX/ RX TX/ RX

3

5-8

None

2879

NA

NA

NA

NA

NA

NA

4

1-4

None

2886

NA

NA

NA

NA

NA

NA

4

5-8

None

2885

NA

NA

NA

NA

NA

NA

1

1-3

none

1612

6) Engine alternate droop accelerator 2 select 7) Engine alternate droop Remote Accelerator select 8) Engine alternate droop auxiliary input select 1) Driver 1 working state

NA

NA

NA

NA

NA

NA

As required

OEM Specified/ None

Tachograph (TC01)

IS

QSL9

5

Engine(0) / None MX

65132

1-8

QSB 6.7

CEB 00503

0.05 s

1

4-6

none

1613

2) Driver 2 working state

NA

NA

NA

NA

NA

NA

1

7-8

none

1611

3) Vehicle motion

NA

NA

NA

NA

NA

NA

2

1-4

none

1617

4) Driver 1 Time Related States

NA

NA

NA

NA

NA

NA

2

5-6

none

1615

5) Driver card, driver 1

NA

NA

NA

NA

NA

NA

2

7-8

none

1614

6) Vehicle overspeed

NA

NA

NA

NA

NA

NA

3

1-4

none

1618

7) Driver 2 time related states

NA

NA

NA

NA

NA

NA

3

5-6

none

1616

8) Driver card, driver 2

NA

NA

NA

NA

NA

NA

4

1-2

none

1622

9) System event

NA

NA

NA

NA

NA

NA

4

3-4

none

1621

10) Handling information

NA

NA

NA

NA

NA

NA

4

5-6

none

1620

11) Tachograph performance

NA

NA

NA

NA

NA

NA

4 5-6

7-8 1-8

none MX

1619 1623

12) Direction indicator 13) Tachograph output shaft speed

NA NA

NA NA

NA NA

NA NA

NA NA

NA NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 141 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

65164

65178

65188

65201

Byte

Bit

Use

SPN

Parameters

QSB 4.5

7-8

1-8

MX

1624

14) Tachograph vehicle speed

RX

1

1-8

IS/MX

441

1) Auxiliary Temperature 1

2

1-8

none

442

2) Auxiliary Temperature 2

3

1-8

IS/MX

1387

3) Auxiliary Pressure 1

4

1-8

none

1388

MX

5-6

1-8

None

OEM Specified/ None Turbocharger Information 2

7

1-8

None

1-2

1-8

3-4

Message Name SA/DA

Update Rate

Auxiliary Analog Information Pressure / Temperature IS

On request(I S)

Engine (0) /None

0.5 s (MX)

Engine Temperature 2

ECU History

1.0 s

1.0 s

On request

QSL9

QSX 15

QSF 3.8

QSG 12

RX

RX

RX

RX

RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

4) Auxiliary Pressure 2

TX/ RX TX/ RX NA

TX/ RX TX/ RX NA

TX/ RX TX/ RX NA

TX/ RX TX/ RX NA

TX/ RX TX/ RX NA

TX/ RX TX/ RX NA

3087

5) Auxiliary level

NA

NA

NA

NA

NA

NA

354

6) Relative humidity

NA

NA

NA

NA

NA

NA

IS

1172

TX

TX

TX

TX

TX

TX

1-8

None

1173

NA

NA

NA

NA

NA

NA

5-6

1-8

None

1174

NA

NA

NA

NA

NA

NA

7-8

1-8

None

1175

NA

NA

NA

NA

NA

NA

1-2

1-8

None

1135

1) Engine Turbocharger 1 Compressor Inlet Temperature 2) Engine Turbocharger 2 Compressor Inlet Temperature 3) Engine Turbocharger 3 Compressor Inlet Temperature 4) Engine Turbocharger 4 Compressor Inlet Temperature 1) Engine Oil Temperature 2

NA

NA

NA

NA

NA

NA

3-4

1-8

IS

1136

2) Engine ECU Temperature

TX

TX

TX

TX

TX

TX

5-6

1-8

None

411

NA

NA

NA

NA

NA

NA

7-8

1-8

IS

412

NA

NA

NA

NA

NA

NA

1-4

1-8

IS

1032

3) Engine Exhaust Gas Recirculation Differential Pressure 4) Engine Exhaust Gas Recirculation Temperature 1) Total ECU distance

NA

NA

NA

NA

NA

NA

5-8

1-8

1033

2) Total ECU run time

TX

TX

TX

TX

TX

TX

1-8

1028

1) Total Engine PTO Governor Fuel Used

TX

TX

TX

TX

TX

TX

65203

Fuel Information (Liquid)

On request

1-4

5-6

1-8

IS

1029

2) Trip Average Fuel Rate

TX

TX

TX

TX

TX

TX

65209

Trip Fuel Information (Liquid)

On request

1-4

1-8

IS

1001

1) Trip Drive Fuel Used

TX

TX

TX

TX

TX

TX

5-8

1-8

IS

1002

TX

TX

TX

TX

TX

TX

8-12

1-8

IS

1003

TX

TX

TX

TX

TX

TX

13-16

1-8

IS

1004

2) Trip PTO Governor Moving Fuel Used 3) Trip PTO Governor Nonmoving Fuel Used 4) Trip Vehicle Idle Fuel Used

TX

TX

TX

TX

TX

TX

17-20

1-8

IS

1005

5) Trip Cruise Fuel Used

TX

TX

TX

TX

TX

TX

21-22

1-8

IS

1006

6) Trip Drive Fuel Economy

TX

TX

TX

TX

TX

TX

1

1-8

IS

975

1) Estimated Percent Fan Speed

TX

TX

TX

TX

TX

TX

2

1-4

IS

977

2) Fan Drive State

TX

TX

TX

TX

TX

TX

3-4

1-8

None

1639

3) Fan Speed

TX

TX

TX

TX

TX

TX

5-6

1-8

None

4211

4) Hydraulic Fan Motor Pressure

NA

NA

NA

NA

NA

NA

7

1-8

None

4212

NA

NA

NA

NA

NA

NA

1-2

1-8

IS

166

5) Fan Drive Bypass Command Status 1) Engine Rated Power

TX

TX

TX

TX

TX

TX

3-4

1-8

None

189

2) Engine Rated Speed

NA

NA

NA

NA

NA

NA

5

1-2

None

3669

3) Engine Rotation Direction

NA

NA

NA

NA

NA

NA

6

1-8

None

3671

4) Crank Attempt Count on Present Start Attempt

NA

NA

NA

NA

NA

NA

Fan Drive 65213

65214

1.0 s

Engine(0) / None

Electric Engine Controller 4

On request

IS

QSB 6.7

CEB 00503

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 142 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

65217

High Resolution Vehicle Distance

65226

DM1

Update Rate 1.0 s

1.0 s

Active Diagnostic Trouble Codes

Engine(0) / None

65227

DM2 Previously Active Diagnostic Trouble Codes

Any / Engine(0)

On Request

SPN

Parameters

QSB 4.5

IS

917

TX

1-8

IS

918

1) High Resolution Total Vehicle Distance 2) High Resolution Trip Distance

1

1-2

987

1

3-4

DG (MX) DG (MX)

1

5-6

1

Byte

Bit

Use

1-4

1-8

5-8

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

1) Protect lamp status

NA

NA

NA

NA

NA

NA

624

2) Amber Warning Lamp status

TX

TX

TX

TX

TX

TX

623

3) Red Stop Lamp status

TX

TX

TX

TX

TX

TX

7-8

DG (MX) none

1213

NA

NA

NA

NA

NA

NA

2

1-2

None

3041

4) Malfunction indicator lamp status 5) Flash Protect Lamp

NA

NA

NA

NA

NA

NA

2

3-4

3040

6) Flash Amber Warning Lamp

TX

TX

TX

TX

TX

TX

2

5-6

3039

7) Flash Red Stop Lamp

TX

TX

TX

TX

TX

TX

2

7-8

3038

NA

NA

NA

NA

NA

1-8

TX

TX

TX

TX

TX

TX

4

1-8

DG

1214

TX

TX

TX

TX

TX

TX

5

1-5

DG

1215

TX

TX

TX

TX

TX

TX

5

6-8

DG

1214

TX

TX

TX

TX

TX

TX

6

1-7

DG

1216

8) Flash Malfunction Indicator Lamp 9) SPN, 8 least significant bits of SPN (most significant at bit 8) 10) SPN, second byte of SPN See 5.7.1.9 (most significant at bit 8) 11) FMI (most significant at bit 5) 12) SPN, 3 most significant bits See 5.7.1.9 (most significant at bit 8) 13) Occurrence Count

NA

3

DG (MX) DG (MX) DG (MX) DG

TX

TX

TX

TX

TX

TX

6

7-8

DG

1706

14) SPN Conversion Method

TX

1

1-2

1

3-4

1

5-6

1

DG (MX) DG (MX)

1214

TX

TX

TX

TX

TX

Note 1: If more than one fault code is active, Transport Protocol will be used to broadcast this message. In this case, bytes 3-6 will repeat for each active fault code. Note 2: If there are no active fault codes, the DM1 message continues to broadcast once per second. 987 1) Protect lamp status NA

NA

NA

NA

NA

NA

624

2) Amber Warning Lamp status

TX

TX

TX

TX

TX

TX

623

3) Red Stop Lamp status

TX

TX

TX

TX

TX

TX

7-8

DG (MX) none

1213

NA

NA

NA

NA

NA

NA

2

1-2

None

3041

4) Malfunction indicator lamp status 5) Flash Protect Lamp

NA

NA

NA

NA

NA

NA

2

3-4

3040

6) Flash Amber Warning Lamp

TX

TX

TX

TX

TX

TX

2

5-6

3039

7) Flash Red Stop Lamp

TX

TX

TX

TX

TX

TX

2

7-8

3038

NA

NA

NA

NA

NA

NA

3

1-8

DG (MX) DG (MX) DG (MX) DG

TX

TX

TX

TX

TX

TX

4

1-8

DG

1214

TX

TX

TX

TX

TX

TX

5

1-5

DG

1215

TX

TX

TX

TX

TX

TX

5

6-8

DG

1214

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

6

1-7

DG

1216

8) Flash Malfunction Indicator Lamp 9) SPN, 8 least significant bits of SPN (most significant at bit 8) 10) SPN, second byte of SPN (most significant at bit 8) 11) FMI (most significant at bit 5) 12) SPN, 3 most significant bits (most significant at bit 8) 13) Occurrence Count

6

7-8

DG

1706

14) SPN Conversion Method

1214

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 143 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

Note 1: If more than one fault code is active, Transport Protocol will be used to broadcast this message. In this case, bytes 3-6 will repeat for each active fault code. Note 2: This PGN broadcasts information about previously active fault codes. 65228 J1939 -73

65229 J1939 -73

65230 J1939 -73

65241

DM3

Any / Engine(0) Diagnostic Data Clear/Reset of Previously Active DTCs DM4 Freeze Frame Parameters

DM5 Diagnostic Readiness

Auxiliary (Discrete) Input/Output Status 1 MX

On Request

None

NA

DG

1)

Diagnostic Data Clear/Reset of Previously Active DTCs.

RX

RX

RX

RX

RX

RX

Note: When this PGN is requested, diagnostic info related to PREVIOUSLY ACTIVE trouble codes is erased On request using PGN 59904

On request using PGN 59904

0.1 s

1

1-8

DG

1217

1) Freeze Frame Length

TX

TX

TX

TX

TX

TX

2

1-8

DG

1214

TX

TX

TX

TX

TX

TX

3

1-8

DG

1214

TX

TX

TX

TX

TX

TX

4

1-5

DG

1215

2) SPN, 8 least significant bits of SPN (most significant at bit 8) 3) SPN, second byte of SPN (most significant at bit 8) 4) FMI (most significant at bit 8)

TX

TX

TX

TX

TX

TX

4

6-8

DG

1214

5

1-7

DG

5

7-8

6

TX

TX

TX

TX

TX

TX

1216

5) SPN, 3 most significant bits (most significant at bit 5) 6) Occurrence Count

TX

TX

TX

TX

TX

TX

DG

1706

7) SPN Conversion Method

TX

TX

TX

TX

TX

TX

1-8

DG

899

TX

TX

TX

TX

TX

TX

7

1-8

DG

102

8) Engine Torque Mode (SPN 899) 9) Boost (SPN 102)

TX

TX

TX

TX

TX

TX

8

1-8

DG

190

9

1-8

DG

10

1-8

11

TX

TX

TX

TX

TX

TX

N/A

10) Engine Speed (SPN 190) (LSB) 11) Engine Speed (MSB)

TX

TX

TX

TX

TX

TX

DG

92

12) Engine % Load (SPN 92)

TX

TX

TX

TX

TX

TX

1-8

DG

110

TX

TX

TX

TX

TX

TX

12

1-8

DG

86

TX

TX

TX

TX

TX

TX

13

1-8

DG

N/A

13) Engine coolant temperature (SPN 110) 14) Vehicle Speed (SPN 86) (LSB) 15) Vehicle Speed (MSB)

TX

TX

TX

TX

TX

TX

14-n

1-8

DG

N/A

NA

NA

NA

NA

NA

NA

1

1-8

DG

1218

TX

TX

TX

TX

TX

TX

2

1-8

DG

1219

TX

TX

TX

TX

TX

TX

3

1-8

DG

1220

TX

TX

TX

TX

TX

TX

4

DG

1221

NA

NA

NA

NA

NA

NA

6-5

DG

1222

NA

NA

NA

NA

NA

NA

8-7

DG

1223

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

16) Manufacturer Specific information 1) Active Trouble Codes

2) Previously Active Diagnostic Trouble Codes 3) OBD Compliance

1-2

704

4) Continuously Monitored Systems Support/Status 5) Non-continuously Monitored Systems Support 6) Non-continuously Monitored Systems Status 1) Auxiliary I/O #04

1

3-4

703

2) Auxiliary I/O #03

NA

NA

NA

NA

NA

NA

1

5-6

702

3) Auxiliary I/O #02

NA

NA

NA

NA

NA

NA

1

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 144 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

OEM Specified / None

65242

65243

65244

On Request

Engine Fluid Level/Pressur e2

0.5 s

On Request

Engine(0) / None 65245

65247

Turbocharger

Electronic Engine Controller 3 EEC3

Engine(0) / None

Bit

1

7-8

Use

SPN

Parameters

701

QSB 4.5

QSB 6.7

QSL9

QSX 15

QSF 3.8

QSG 12

RX

RX

RX

RX

RX

RX

4) Auxiliary I/O #01

Software Identification Engine(0)/ None

Idle Operation

Byte

CEB 00503

1.0 s

0.25 s

2

1-2

708

5) Auxiliary I/O #08

NA

NA

NA

NA

NA

NA

2

3-4

707

6) Auxiliary I/O #07

NA

NA

NA

NA

NA

NA

2

5-6

706

7 Auxiliary I/O #06

NA

NA

NA

NA

NA

NA

2

7-8

705

8) Auxiliary I/O #05

NA

NA

NA

NA

NA

NA

3

1-2

712

9) Auxiliary I/O #012

NA

NA

NA

NA

NA

NA

3

3-4

711

10) Auxiliary I/O #11

NA

NA

NA

NA

NA

NA

3

5-6

710

11) Auxiliary I/O #10

NA

NA

NA

NA

NA

NA

3

7-8

709

12) Auxiliary I/O #09

NA

NA

NA

NA

NA

NA

4

1-2

716

13) Auxiliary I/O #16

NA

NA

NA

NA

NA

NA

4

3-4

715

14) Auxiliary I/O #15

NA

NA

NA

NA

NA

NA

4

5-6

714

15) Auxiliary I/O #14

NA

NA

NA

NA

NA

NA

4

7-8

713

16) Auxiliary I/O #13

NA

NA

NA

NA

NA

NA

5-6

1-8

1083

17) Auxiliary I/O Channel #1

NA

NA

NA

NA

NA

NA

7-8

1-8

1084

18) Auxiliary I/O Channel #2

NA

NA

NA

NA

NA

NA

1

1-8

IS

965

TX

TX

TX

TX

TX

TX

2-N

IS

234

TX

TX

TX

TX

TX

TX

1-2

var iab le 20 0 1-8

1) Number of software identification fields 2) Software identification(s)

None

164

Engine Injection Control Pressure

NA

NA

NA

NA

NA

NA

3-4

1-8

IS

157

TX

TX

TX

TX

TX

TX

5-6

1-8

None

156

NA

NA

NA

NA

NA

NA

7-8

1-8

None

1349

NA

NA

NA

NA

NA

NA

1-4

1-8

IS

236

Engine Injector Metering Rail 1 Pressure Engine Injector Timing Rail 1 Pressure Engine Injector Metering Rail 2 Pressure 1) Engine total idle fuel used

TX

TX

TX

TX

TX

TX

5-8

1-8

IS

235

2) Engine total idle hours

TX

TX

TX

TX

TX

TX

1

1-8

None

104

Engine Turbocharger Lube Oil Pressure 1

NA

NA

NA

NA

NA

NA

2-3

1-8

IS

103

Engine Turbocharger 1 Speed

TX

TX

TX

TX

TX

NA

4

7-8

None

1665

Engine Turbocharger Oil Level Switch

NA

NA

NA

NA

NA

NA

1

1-8

PT

514

1) Nominal friction - percent torque

TX

TX

TX

TX

TX

TX

2-3

1-8

PT

515

TX

TX

TX

TX

TX

TX

4

1-8

PT

519

2) Engine's desired operating speed 3) Engine's operating speed asymmetry adjustment

TX

TX

TX

TX

TX

TX

5

1-8

None

2978

TX

TX

TX

TX

TX

TX

6-7

1-8

None

3236

TX

TX

TX

TX

TX

TX

8

1-2

None

3237

TX

TX

TX

TX

TX

TX

8

3-4

None

3238

TX

TX

TX

TX

TX

TX

8

5-6

None

3239

4) Estimated engine parasitic losses 5) Aftertreatment 1 Exhaust Gas Mass Flow 6) Aftertreatment 1 Intake Dew Point 7) Aftertreatment 1 Exhaust Dew Point 8) Aftertreatment 2 Intake Dew Point

NA

NA

NA

NA

NA

NA

MX

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 145 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

Use

SPN

Parameters

QSB 4.5

8

7-8

None

3240

NA

1-8

IS

244

9) Aftertreatment 2 Exhaust Dew Point 1) Trip Distance

TX

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

65248

Vehicle Distance

100 ms

1-4 5-8

1-8

IS

245

2) Total Vehicle Distance

TX

TX

TX

TX

TX

TX

65251

Engine Configuration 1

5.0 s/10% chg

1-2

1-8

PT

188

1) Engine speed at idle, point 1

TX

TX

TX

TX

TX

TX

Engine(0) / None

65252

3

1-8

PT

539

2) Percent torque at idle, point 1

TX

TX

TX

TX

TX

TX

4-5

1-8

PT

528

3) Engine speed at point 2

TX

TX

TX

TX

TX

TX

6

1-8

PT

540

4) Percent torque at point 2

TX

TX

TX

TX

TX

TX

7-8

1-8

PT

529

5) Engine speed at point 3

TX

TX

TX

TX

TX

TX

9

1-8

PT

541

6) Percent torque at point 3

TX

TX

TX

TX

TX

TX

10-11

1-8

PT

530

7) Engine speed at point 4

TX

TX

TX

TX

TX

TX TX

12

1-8

PT

542

8) Percent torque at point 4

TX

TX

TX

TX

TX

13-14

1-8

PT

531

9) Engine speed at point 5

TX

TX

TX

TX

TX

TX

15

1-8

PT

543

10) Percent torque at point 5

TX

TX

TX

TX

TX

TX

16-17

1-8

PT

532

TX

TX

TX

TX

TX

TX

18-19

1-8

no

545

NA

NA

NA

NA

TX

TX

20-21

1-8

PT

544

11) Engine speed at high idle, point 6 12) Gain (KP) of endspeed governor 13) Reference engine torque

22-23

1-8

PT

533

24

1-8

PT

534

25

1-8

PT

535

26

1-8

PT

536

27

1-8

PT

537

28

1-8

PT

538

29-30

1-8

PT

1712

31-32

1-8

PT

33-34

1-8

PT

35

1-8

None

3344

36

1-8

None

3345

37

1-8

None

3346

38

1-8

None

3347

39

1-8

None

3348

1

1-2

IS

593

TX

TX

TX

TX

TX

TX

14) Maximum momentary engine override speed, point 7 15) Maximum momentary engine override time limit 16) Requested speed control range lower limit 17) Requested speed control range upper limit 18) Requested torque control range lower limit 19) Requested torque control range upper limit 20) Extended Range Requested Speed Control Range Upper Limit

TX

TX

TX

TX

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

1794

21) Engine Moment of Inertia

TX

TX

TX

TX

TX

TX

1846

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

TX

TX

NA

NA

NA

NA

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

1

3-4

IS

594

22) Engine Default Engine Torque Limit 23) Support Variable Rate TSC1 Message 24) Support TSC1 Control Purpose Group 1 25) Support TSC1 Control Purpose Group 2 26) Support TSC1 Control Purpose Group 3 27) Support TSC1 Control Purpose Group 4 1) Idle Shutdown has shutdown engine 2) Idle Shutdown driver alert mode

Engine(0) / None

1

5-6

IS

592

3) Idle Shutdown timer override

1

7-8

IS

590

4) Idle Shutdown timer state

TX

TX

TX

TX

TX

TX

MX

2

7-8

IS

591

5) Idle Shutdown timer function

TX

TX

TX

TX

TX

TX

OEM Specified / None

3

1-2

IS/MX

985

6) A/C high pressure fan switch

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

3

3-4

none

875

7) Refrigerant low pressure switch

NA

NA

NA

NA

NA

NA

3

5-6

none

605

NA

NA

NA

NA

NA

NA

4

1-2

IS

1081

8) Refrigerant high pressure switch 9) Wait to start lamp

TX

TX

TX

TX

TX

TX

[Idle] Shutdown IS

1.0 s

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 146 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

65253

65255

65257

65259

Message Name SA/DA

Engine Hours, Revolutions Engine(0) / None Vehicle Hours Engine(0) / None Fuel Consumption (Liquid) Engine(0) / None Component Identification *

QSL9

QSX 15

QSF 3.8

QSG 12

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

12) Engine Protection system timer override 13) Engine Protection system timer state 14) Engine Protection system configuration 15) Engine alarm acknowledge

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

2812

16) Engine alarm output command status 17) Engine air shutoff command status 18) Engine overspeed test

NA

NA

NA

NA

NA

NA

None

3667

19) Engine air shutoff status

NA

NA

NA

NA

NA

NA

1-8

IS

247

1) Engine total hours of operation

TX

TX

TX

TX

TX

TX

5-8

1-8

IS

249

2) Engine total revolutions

TX

TX

TX

TX

TX

TX

On Request

1-4

1-8

IS

246

1) Total vehicle hours

NA

NA

NA

NA

NA

NA

5-8

1-8

IS

248

2) Total power takeoff hours

TX

TX

TX

TX

TX

TX

On Request

1-4

1-8

IS

182

1) Trip fuel

TX

TX

TX

TX

TX

TX

5-8

1-8

IS

250

2) Total fuel used

TX

TX

TX

TX

TX

TX

IS

586

1) Make

TX

TX

TX

TX

TX

TX

IS

587

2) Model

TX

TX

TX

TX

TX

TX

IS

588

3) Serial Number

TX

TX

TX

TX

TX

TX

IS

233

4) Unit Number

TX

TX

TX

TX

TX

TX

Update Rate

On Request

On Request

Byte

Bit

Use

SPN

Parameters

QSB 4.5

5

1-2

IS

1110

10) Engine Protection system has shutdown engine

TX

5

3-4

IS

1109

11) Engine Protection system approaching shutdown

5

5-6

IS

1108

5

7-8

IS

1107

6

7-8

IS

1111

7

1-2

None

2815

7

3-4

None

2814

7

5-6

None

2813

7

7-8

None

8

1-2

1-4

a b

Engine(0) / None

c d

65260

Vehicle Identification

On Request

1

65262

Engine Temperature 1

1.0 s

Engine(0) / None

65263

Engine Fluid Level/Pressur e1

Engine(0) / None

0.5 s

Variabl e-5 Variabl e - 200 Variabl e - 200 Variabl e - 200

QSB 6.7

CEB 00503

IS

237

1) VIN

TX

TX

TX

TX

TX

TX

1

Va ria ble 20 0 1-8

IS

110

1) Engine coolant temperature

TX

TX

TX

TX

TX

TX

2

1-8

none

174

2) Fuel temperature 1

TX

NA

TX

NA

TX

TX

3-4

1-8

IS

175

3) Engine oil temperature 1

NA

NA

NA

TX

NA

TX

5-6

1-8

IS

176

4) Turbo oil temperature

NA

NA

NA

NA

NA

NA

7

1-8

IS

52

5) Engine intercooler temperature

NA

NA

NA

NA

NA

NA

8

1-8

None

1134

NA

NA

NA

NA

NA

NA

1

1-8

None

94

Engine intercooler thermostat opening 1) Fuel delivery pressure

NA

NA

NA

NA

NA

NA

2

1-8

None

22

3

1-8

IS

NA

NA

NA

NA

NA

NA

98

2) Extended crankcase blow by pressure 3) Engine oil level

NA

NA

NA

NA

NA

NA

4

1-8

none

100

4) Engine oil pressure

TX

TX

TX

TX

TX

TX

5-6

1-8

IS

101

5) Crankcase pressure

TX

TX

TX

TX

TX

TX

7

1-8

IS

109

6) Coolant pressure

NA

NA

NA

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 147 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

65264

65265

65266

Message Name SA/DA

PTO - Power Takeoff Information

Update Rate

0.1 s

Byte

Bit

Use

SPN

Parameters

QSB 4.5

8

1-8

none

111

TX

1

1-8

None

90

7) Coolant level (Discrete value of high or low) 1) Power takeoff oil temperature

NA

QSB 6.7

CEB 00503 QSL9

QSX 15

QSF 3.8

QSG 12

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

2-3

1-8

none

186

2) Power takeoff speed

NA

NA

NA

NA

NA

NA

IS

4-5

1-8

IS/MX

187

3) Power takeoff set speed

TX

TX

TX

TX

TX

TX

Engine(0) / None

6

1-2

IS/MX

980

4) PTO enable switch

NA

NA

NA

NA

NA

NA

6

3-4

IS/MX

979

NA

NA

NA

NA

NA

NA

MX

6

5-6

IS

978

NA

NA

NA

NA

NA

NA

OEM Specified / None

7

1-2

IS/MX

984

5) Remote PTO preprogrammed speed control switch 6) Remote PTO variable speed control switch 7) PTO set switch

NA

NA

NA

NA

NA

NA

7

3-4

IS/MX

983

8) PTO coast/decelerate

7

5-6

IS/MX

982

9) PTO resume switch

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

7

7-8

IS/MX

981

10) PTO accelerate switch

8

1-2

none

2897

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

TX/ RX NA

8

3-4

None

3447

NA

NA

NA

NA

NA

NA

8

5-6

None

3448

11) Operator PTO memory select switch Remote PTO Governor Preprogrammed Speed Control Auxiliary Input Ignore Switch

TX/ RX NA

NA

NA

NA

NA

NA

NA

1

1-2

none

69

1) Two speed axle switch

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

1

3-4

70

2) Parking brake switch

IS

1

5-6

PT/M X none

1633

3) Cruise control pause switch

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

Engine(0) / None

1

7-8

none

3807

NA

NA

NA

NA

NA

NA

2-3

1-8

PT

84

4) Park Brake Release Inhibit Request 5) Wheel-based vehicle speed

TX

TX

TX

TX

TX

TX

MX

4

1-2

595

6) Cruise control active

TX

TX

TX

TX

TX

TX

OEM Specified / None

4

3-4

PT/M X PT/M X

596

7) Cruise control enable switch

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

TX/ RX

4

5-6

597

8) Brake switch

4

7-8

598

9) Clutch Switch

5

1-2

599

10) Cruise control set switch

5

3-4

600

TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX

5

11) Cruise control coast (decelerate) switch 12) Cruise control resume switch

TX/ RX TX/ RX TX/ RX TX TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX/ RX TX

TX

TX

TX

TX

TX

TX

Cruise Control/Vehicl e Speed

Fuel Economy (Liquid)

0.1 s

0.1 s

PT/M X PT/M X PT

5-6

PT/M X PT

601

5

7-8

PT

602

6

1-8

PT

86

13) Cruise control accelerate switch 14) Cruise control set speed

7

1-5

none

976

15) PTO governor state

TX

TX

TX

TX

TX

TX

7

6-8

527

16) Cruise control states

TX

TX

TX

TX

TX

TX

8

1-2

968

17) Idle increment switch

8

3-4

967

18) Idle decrement switch

8

5-6

966

19) Engine test mode switch

8

7-8

1237

1-2

1-8

PT/M X PT/M X PT/M X PT/M X PT/M X IS

20) Engine shutdown override switch 1) Fuel Rate

TX/ RX TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX/ RX TX

TX/ RX TX/ RX TX/ RX TX/ RX TX

183

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 148 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Engine(0) / None

65269

Ambient Conditions

Bit

Use

SPN

Parameters

QSB 4.5

3-4

1-8

none

184

2) Instantaneous fuel economy

TX

5-6

1-8

none

185

3) Average fuel economy

TX

7

1-8

IS

51

Throttle 1 position

8

1-8

None

3673

Throttle 2 position

1

1-8

IS

108

1) Barometric pressure

2-3

1-8

none

170

4-5

1-8

none

6

1-8

7-8

1.0 s

Engine(0) / None

65270

Byte

Inlet/Exhaust Conditions 1

0.5 s

Engine(0) / None

65271

Vehicle Electrical Power 1

65279

64947

Water in Fuel Indicator Engine(0) / None

Aftertreatment 1 Outlet Gas 2

QSL9

QSX 15

QSF 3.8

QSG 12

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

2) Cab interior temperature

NA

NA

NA

NA

NA

NA

171

3) Ambient air temperature

NA

NA

NA

NA

NA

NA

none

172

4) Air inlet temperature

NA

NA

NA

NA

NA

NA

1-8

none

79

5) Road surface temperature

NA

NA

NA

NA

NA

NA

1

1-8

none

81

NA

NA

NA

NA

NA

NA

2

1-8

IS

102

1) Diesel particulate filter inlet pressure 2) Intake manifold 1 pressure

TX

TX

TX

TX

TX

TX

3

1-8

IS

105

3) Intake manifold 1 temperature

TX

TX

TX

TX

TX

TX

4

1-8

none

106

4) Air inlet pressure

NA

NA

NA

NA

NA

NA

5

1-8

none

107

5) Air filter 1 differential pressure

NA

NA

NA

NA

NA

NA

1-8

none

173

6) Exhaust gas temperature

TX

TX

TX

TX

TX

TX

8

1-8

none

112

NA

NA

NA

NA

NA

NA

1

1-8

none

114

7) Coolant filter differential pressure 1) Net battery current

NA

NA

NA

NA

NA

NA

2

1-8

none

115

2) Alternator current

NA

NA

NA

NA

NA

NA

3-4

1-8

none

167

NA

NA

NA

NA

NA

NA

5-6

1-8

IS

168

TX

TX

TX

TX

TX

TX

7-8

1-8

none

158

3) Charging system potential (voltage) 4)Battery potential/ power input 1 (voltage) 5) Keyswitch battery potential

NA

NA

NA

NA

NA

NA

1

1-2

IS

97

1) Water in fuel indicator

TX

TX

TX

TX

TX

TX

1

2-3

IS

5675

Operator Shift Prompt

NA

NA

NA

NA

NA

NA

2

1-3

IS

5825

Driver Warning System Indicator Status

TX

TX

TX

TX

TX

TX

2

4-6

IS

5826

Emission Control System Operator Inducement Severity

TX

TX

TX

TX

TX

TX

1-2

1-8

None

3245

1) Aftertreatment 1 Exhaust Gas Temperature 3

NA

NA

NA

NA

NA

NA

3-4

1-8

IS

3246

2) Aftertreatment 1 Diesel Particulate Filter Outlet Gas Temperature

10.0 s

0.50 s

QSB 6.7

6-7

1.0 s

Engine(0) / None

CEB 00503

5

1-5

None

3247

3) Aftertreatment 1 Exhaust Gas Temperature 3 Preliminary FMI

6

1-5

None

3248

4) Aftertreatment 1 Diesel Particulate Filter Outlet Exhaust Gas Temperature Preliminary FMI

TX

TX

NA

DOC/ DPF+ SCR

DOC/ DPF+ SCR

TX

NA

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Note: The below list corresponds to the list of new PGN’s added to Tier 4F. PGN

Message Name SA/DA

64832

Aftertreatment 1 SCR Dosing

Update Rate

Byte

Bit

1

3-4

500 ms

Use

SPN

Parameters

QSB 4.5

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

Aftertreatment 1 Diesel Exhaust Fluid Doser Fault Suppression Request

NA

NA

NA

NA

NA

NA

4352

AT

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 149 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

System Requests 2

Use

4353 1

5-7

2

1-2

2

3-4

2

5-6

2

7-8

AT AT AT AT

4354 4355 4356 4357

AT 5137 3

1-8

4

1-8

5

1-8

1-2

1-8

AT AT

64709

Aftertreatment 1 SCR Exhaust Gas Temperature 2

IS

5414 5707 5862

None 500 ms

5863 3

1-5

1

1-8

AT

3515

AT 3516

64923

Aftertreatment 1 Diesel Exhaust Fluid Information

2

1-8

3

1-8

AT

3518

AT 3519 1.0 s

4

1-5

5

1-5

AT

3520

AT

65237

Alternator Information

1.0 s

QSX 15

QSF 3.8

QSG 12

Aftertreatment 1 Diesel Exhaust Fluid Doser Heating Mode Request Aftertreatment 1 Diesel Exhaust Fluid Line Heater 1 Aftertreatment 1 Diesel Exhaust Fluid Line Heater 2 Aftertreatment 1 Diesel Exhaust Fluid Line Heater 3 Aftertreatment 1 Diesel Exhaust Fluid Line Heater 4

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

NA

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

NA

NA

NA

NA

NA

NA

Aftertreatment 1 Diesel Exhaust Fluid Tank Heater Command Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater Command Aftertreatment 1 Diesel Exhaust Fluid Pump Heater Command Aftertreatment 1 SCR Intermediate Gas Temperature Aftertreatment 1 SCR Intermediate Gas Temperature Preliminary FMI Aftertreatment 1 Diesel Exhaust Fluid Temperature 2 Aftertreatment 1 Diesel Exhaust Fluid Concentration Aftertreatment 1 Diesel Exhaust Fluid Conductivity Aftertreatment 1 Diesel Exhaust Fluid Temperature 2 Preliminary FMI Aftertreatment 1 Diesel Exhaust Fluid Properties Preliminary FMI

1-4

1-2

1-8

589

Alternator Speed

3

1-2

3353

Alternator 1 Status

3-4

3354

Alternator 2 Status

3

5-6

3355

Alternator 3 Status

3

7-8

3356

Alternator 4 Status

1-2

1-8

4360

3

1-5

Aftertreatment 1 SCR Catalyst Intake Gas Temperature Aftertreatment 1 SCR Catalyst Intake Gas Temperature Preliminary FMI

4-5

1-8

6

1-5

4362

1-2

1-8

3216

3

4361 IS 4363 None

IS 3-4 Aftertreatment 1 Intake Gas 1

QSL 9

6

500 ms

61454

QSB 6.7

Aftertreatment 1 Diesel Exhaust Fluid Property

None 64830

QSB 4.5

3521

IS

Aftertreatment 1 SCR Exhaust Gas Temperature

Parameters

SPN

AT

1-8

5

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

NA

NA

NA

NA

NA

NA

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

RX

RX

RX

RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX With SCR RX With SCR TX, RX With SCR TX, RX With SCR

3217

1-2

Aftertreatment 1 Intake O2 3218

IS 5

Aftertreatment 1 SCR Catalyst Outlet Gas Temperature Aftertreatment 1 SCR Catalyst Outlet Gas Temperature Preliminary FMI

TX NA

Aftertreatment 1 Intake NOx

None

50 ms

CEB 00503

3-4

3219 IS

Aftertreatment 1 Intake Gas Sensor Power Status

Aftertreatment 1 Intake Gas Sensor at Temperature

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 150 of 181

© Copyright 2019 Cummins Inc.

RX

TX, RX

TX, RX

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

5

5-6

Use

SPN

3220 IS

5

7-8

1-5

Aftertreatment 1 Intake WideRange % O2 Reading Stable

3222

Aftertreatment 1 Intake Gas Sensor Heater Preliminary FMI

None 6

6-7

3223 IS

7

1-5

7

6-8

Aftertreatment 1 Intake NOx Sensor Preliminary FMI

5714

NOx Sensor ATI1 Self-diagnosis Status

3225

Aftertreatment 1 Intake Oxygen Sensor Preliminary FMI

None 8

1-5 None

1-2

1-8

3226 IS

3-4

1-8

1-2

3228

3-4

3229

5-6

3230 IS

Aftertreatment 1 Outlet Gas 1

61455

5

7-8

50 ms

1-5

Aftertreatment 1 Outlet Gas Sensor Heater Preliminary FMI

6-7

3233

1-5

6-8

Aftertreatment 1 Outlet NOx Sensor Preliminary FMI

5713

NOx Sensor ATO1 Self-diagnosis Status

3235

Aftertreatment 1 Outlet Oxygen Sensor Preliminary FMI

None 8

1-5

1-2

1-8

3-4

1-8

5-6

1-8

7-8

1-8

1

1-8

None

65129

Engine Temperature 3

1636 1637

1.0 s

2986 2630

Engine Intake Manifold 1 Air Temperature (High Resolution) Engine Coolant Temperature (High Resolution) Engine Intake Valve Actuation System Oil Temperature Engine Charge Air Cooler 1 Outlet Temperature

IS/AT

65110

Aftertreatment 1 Diesel Exhaust Fluid Tank 1 Information

1761 2

1-8

TX, RX

RX

RX

RX

RX

RX

RX

RX

RX

TX, RX

TX, RX

TX, RX

TX, RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

TX, RX

TX, RX

TX, RX

TX, RX

RX

RX

RX

RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

RX

RX

RX

RX

RX

RX

RX

RX

TX, RX

TX, RX

TX, RX

TX, RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

TX, RX With SCR RX With SCR RX With SCR TX, RX With SCR RX With SCR RX With SCR RX With SCR TX, RX With SCR RX With SCR TX, RX With SCR TX, RX With SCR TX, RX With SCR RX With SCR RX With SCR TX, RX With SCR RX With SCR RX With SCR RX With SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

TX, RX

None 3517

Aftertreatment 1 Diesel Exhaust Fluid Tank Temperature Aftertreatment 1 Diesel Exhaust Fluid Tank Level 2

TX, RX

TX, RX

TX, RX

Page 151 of 181

RX

TX, RX

RX

RX

RX

TX, RX

RX

TX, RX

TX, RX

TX, RX

RX

RX

TX, RX

RX

RX

RX

TX, RX

TX, RX

With SCR

NA

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

RX

With SCR

TX, RX

1-8 3031

3-4

TX, RX

Aftertreatment 1 Diesel Exhaust Fluid Tank Level

IS/AT

1.0 s

TX, RX

Aftertreatment 1 Outlet Gas Sensor Heater Control

3234 None

7

TX, RX

Aftertreatment 1 Outlet NOx Reading Stable

3232

IS 7

TX, RX

Aftertreatment 1 Outlet Gas Sensor at Temperature

Aftertreatment 1 Outlet WideRange %O2 Reading Stable

None 6

QSG 12

Aftertreatment 1 Outlet Gas Sensor Power Status

3231 None

6

QSF 3.8

Aftertreatment 1 Outlet O2

IS 5

QSX 15

3227

IS 5

QSL 9

Aftertreatment 1 Outlet NOx

None 5

QSB 6.7

Aftertreatment 1 Intake Gas Sensor Heater Control

3224 None

QSB 4.5

Aftertreatment 1 Intake NOx Reading Stable

3221 None

6

Parameters

CEB 00503

© Copyright 2019 Cummins Inc.

NA

NA

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Byte

Bit

5

1-5

Use

SPN

Parameters

3532

Aftertreatment 1 Diesel Exhaust Fluid Tank Level Preliminary FMI

AT IS 5

4365 5246

Aftertreatment SCR Operator Inducement Severity

5245 AT 6

1-5 IS

6

8

1-5 4366

1

1-8

1224

Test Identifier

2

1-8

1225

Test Type/Component Identifier

3-4

1-8

1226

Test Value

5-6

1-8

1227

Test Limit Maximum

7-8

1-8

1228

1-2

1-8

3-4

1-8

Test Limit Minimum Engine Exhaust Gas Recirculation 1 Valve 1 Position Error Engine Exhaust Gas Recirculation 1 Valve 2 Position Error

5-6

1-8

None

5833

Engine Fuel Mass Flow Rate

7

1-8

None

5837

Fuel Type

1

1-8

IS

2623

Accelerator Pedal #1 Channel 2

2

1-8

None

2624

Accelerator Pedal #1 Channel 3

3

1-8

None

2625

Accelerator Pedal #2 Channel 2

4

1-8

None

1-2

1-8

3-4

1-8

5-6

1-8

7

1-2

7

3-4

7

5-7

8

1-8

2795

1-3

1-8

417

Gross Combination Weight

4-6

1-8

413

1-2

1-8

3-4

1-8

5-6

1-8

7-8

1-8

Net Vehicle Weight Change Engine Cylinder #1 Ignition Timing Engine Cylinder #2 Ignition Timing Engine Cylinder #3 Ignition Timing Engine Cylinder #4 Ignition Timing

3363

65232

On request

Electronic Engine Controller 14

64963

IS

On request

64962

Electronic Engine Controller 15

On request

5829 None 5830

2626

None 2789 None 2790 None

64981

Electronic Engine Controller 5

On request

2791 None 2792 IS IS

5323 5457

IS

64872

65154

Gross Combination Vehicle Weight

Ignition Timing 1

On request

On request

None None None None

QSL 9

QSX 15

RX

RX

RX

RX

1413 1414 1415 1416

Accelerator Pedal #2 Channel 3 Engine Turbocharger 1 Calculated Turbine Intake Temperature Engine Turbocharger 1 Calculated Turbine Outlet Temperature Engine Exhaust Gas Recirculation 1 (EGR1) Valve Control Engine Variable Geometry Turbocharger (VGT) Air Control Shutoff Valve Engine Fuel Control Control Mode Engine Variable Geometry Turbocharger 1 Control Mode Engine Variable Geometry Turbocharger (VGT) 1 Actuator Position

TX

TX

TX

Page 152 of 181

QSG 12

RX

RX

TX

TX

With SCR

RX

RX

RX

RX

RX

RX

With SCR

TX

TX

TX

TX

TX

With SCR

TX

TX

TX

TX

TX

With SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

QSF 3.8

With SCR

TX Aftertreatment 1 Diesel Exhaust Fluid Tank Heater Aftertreatment 1 Diesel Exhaust Fluid Tank 1 Heater Preliminary FMI

1-8 None

Test Results For NonContinuously Monitored Systems

QSB 6.7

TX

6-8 IS

7

QSB 4.5

TX Aftertreatment Diesel Exhaust Fluid Tank Low Level Indicator Aftertreatment 1 Diesel Exhaust Fluid Tank 1 Temperature Preliminary FMI

6-8

CEB 00503

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

65159

64719

Ignition Timing 6

NOx Sensor Self-Diagnosis Request

Update Rate

On request

As required

Byte

Bit

1-2

1-8

3-4

1-8

5-6

1-8

7-8

1-8

1

1-4

1

5-8

2

1-4

2

5-8

N/A

NA

N/A

NA

N/A

NA

N/A

NA

N/A

NA

N/A

NA

N/A

NA

N/A

NA

1-2

1-8

Use

None None None IS AT AT AT AT

SPN

1433 1434 1435 1436 5709 5710 5711 5712

AT

65399

SAE Proprietary Aftertreatment 1 Dual (Module 2) EGTS Cold Junction Temperature

N/A AT

N/A

65398

N/A

Aftertreatment 1 Dual (Module 2) EGTS Cold Junction FMI

N/A

Aftertreatment 1 Dual (Module 2) EGTS ECU (uC) FMI Aftertreatment 1 Dual (Module 2) EGTS Thermocouple 1 Temperature Aftertreatment 1 Dual (Module 2) EGTS Thermocouple 2 Temperature

AT

64785

Aftertreatment Intake Gas 1 NOx Sensor correction data

N/A AT N/A AT N/A

Aftertreatment 1 Dual (Module 2) EGTS Thermocouple 1 FMI

N/A

Aftertreatment 1 Dual (Module 2) EGTS Thermocouple 2 FMI

AT On start-up, and every second until the dewpoin t signal state = 1 (SPN 3237) has been received by the transmitt er

AT

On request

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR

NOx-Sensor Heater Ratio AT 3-4

1-8

5025

NOx-Sensor New part deviation NOx_Gain

AT

5

1-8

1

1-8

2

1-8

3

1-8

5026

NOx-Sensor New part deviation NOx_Offset

5027

NOx-Sensor Correction of pressure Lambda

5028

NOx-Sensor Correction of pressure NOx

AT

64784

QSB 4.5

5024

AT

Aftertreatment Intake Gas 1 NOx Sensor correction data part 2

Engine Actual Ignition Timing NOx Sensor ATO1 Selfdiagnosis Trigger NOx Sensor ATI1 Self-diagnosis Trigger NOx Sensor ATO2 Selfdiagnosis Trigger NOx Sensor ATI2 Self-diagnosis Trigger Aftertreatment 1 Dual (Module 2) EGTS Cold Junction Temperature Aftertreatment 1 Dual (Module 2) EGTS ECU (uC) Temperature

AT

N/A

Engine Desired Ignition Timing #1 Engine Desired Ignition Timing #2 Engine Desired Ignition Timing #3

N/A

AT SAE Proprietary Aftertreatment 1 Dual (Module 2) EGTS Thermocouple Temperature

Parameters

CEB 00503

AT 5029 NOx-Sensor NO2-Correction AT 4

1-8

5030 NOx-Sensor NH3-correction AT

64783

On start-up,

5

1-8

1-2

1-8

5718

NOx Sensor ATI1 Self-diagnosis Final Result

AT 5031 NOx-Sensor Heater Ratio

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 153 of 181

© Copyright 2019 Cummins Inc.

RX RX RX RX

RX

RX RX RX RX RX

RX RX RX RX RX

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Aftertreatment Outlet Gas 1 NOx Sensor

and every second until the dewpoin t signal state = 1 (SPN 3238) has been received by the transmitt er

Byte

Bit

3-4

1-8

Use

SPN

Parameters

5032

NOx-Sensor New part deviation NOx_Gain

AT AT

5

1-8

1

1-8

2

1-8

3

1-8

5033

NOx-Sensor New part deviation NOx_Offset

5034

NOx-Sensor Correction of pressure Lambda

5035

NOx-Sensor Correction of pressure NOx

AT AT

64782

Aftertreatment Outlet Gas 1 NOx Sensor correction data part 2

On request

AT

CEB 00503

QSB 4.5

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX With SCR RX With SCR

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX With SCR RX With SCR RX With SCR RX With SCR RX With SCR

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

5036 NOx-Sensor NO2-Correction AT

4

1-8

5037 NOx-Sensor NH3-correction AT

65397

65396

SAE Proprietary Aftertreatment 1 Tri (Module 3) EGTS Cold Junction Temperature

SAE Proprietary Aftertreatment 1 Tri (Module 3) EGTS Thermocouple Temperature

N/A

5

1-8

N/A

N/ A

N/A N/A N/A

N/A

N/A

N/ A

N/A

N/ A

N/A

N/ A

50 ms

N/A AT AT AT

N/A N/A N/A

AT N/A AT N/A AT N/A AT

1-2

1-8

AT

3255

Aftertreatment 2 Intake NOx

3-4

1-8

AT

3256

5

1-2

5

3-4

5

5-6

5

7-8

6

1-5

6

6-7

7

1-5

7

6-8

8

1-5

Aftertreatment 2 Intake O2 Aftertreatment 2 Intake Gas Sensor Power Status Aftertreatment 2 Intake Gas Sensor at Temperature Aftertreatment 2 Intake NOx Reading Stable Aftertreatment 2 Intake WideRange % O2 Reading Stable Aftertreatment 2 Intake Gas Sensor Heater Preliminary FMI Aftertreatment 2 Intake Gas Sensor Heater Control Aftertreatment 2 Intake NOx Sensor Preliminary FMI NOx Sensor ATI2 Self-diagnosis Status Aftertreatment 2 Intake Oxygen Sensor Preliminary FMI

N/A

Aftertreatment 2 Intake Gas 1

AT

NOx Sensor ATO1 Selfdiagnosis Final Result Aftertreatment 1 Tri (Module 3) EGTS Cold Junction Temperature Aftertreatment 1 Tri (Module 3) EGTS ECU (uC) Temperature Aftertreatment 1 Tri (Module 3) EGTS Cold Junction FMI Aftertreatment 1 Tri (Module 3) EGTS ECU (uC) FMI Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 1 Temperature Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 2 Temperature Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 3 Temperature Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 1 FMI Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 2 FMI Aftertreatment 1 Tri (Module 3) EGTS Thermocouple 3 FMI

N/ A N/ A N/ A

N/A N/A

61456

N/ A N/ A N/ A

5717

AT AT

AT AT AT AT AT AT AT AT AT

N/A N/A N/A

3257 3258 3259 3260 3261 3262 3263 5716 3264

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 154 of 181

RX

© Copyright 2019 Cummins Inc.

RX RX RX RX

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

64781

Message Name SA/DA

Update Rate

Aftertreatment 2 Intake Gas NOx Sensor correction data 1

On start-up, and every second until the dewpoin t signal state = 1 (SPN 3239) has been received by the transmitt er

Byte

Bit

1-2

1-8

3-4

1-8

5

1-8

Use

AT AT

5039 AT 5040

64780

6-7

1-8

61457

64779

64778

Aftertreatment 2 Outlet Gas 1

Aftertreatment 2 Outlet Gas NOx Sensor correction data 1

Aftertreatment 2 Outlet Gas NOx Sensor correction data 2

50 ms

On start-up, and every second until the dewpoin t signal state = 1 (SPN 3240) has been received by the transmitt er

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

Aftertreatment 2 Intake Gas NOx Sensor Heater Ratio Aftertreatment 2 Intake Gas NOx Sensor New part deviation NOx Gain Aftertreatment 2 Intake Gas NOx Sensor New part deviation NOx Offset

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

5724

5041

NOx Sensor ATI2 Operation Hours Counter Aftertreatment 2 Intake Gas NOx Sensor Correction of pressure Lambda Aftertreatment 2 Intake Gas NOx Sensor Correction of pressure NOx Aftertreatment 2 Intake Gas NOx Sensor NO2 Correction Aftertreatment 2 Intake Gas NOx Sensor NH3 Correction NOx Sensor ATI2 Self-diagnosis Final Result

1

1-8

2

1-8

3

1-8

4

1-8

5

1-8

1-2

1-8

AT

3265

Aftertreatment 2 Outlet NOx

3-4

1-8

AT

3266

5

1-2

5

3-4

5

5-6

5

7-8

6

1-5

6

6-7

7

1-5

7

6-8

8

1-5

1-2

1-8

3-4

1-8

AT

5046

5

1-8

AT

5047

Aftertreatment 2 Outlet O2 Aftertreatment 2 Outlet Gas Sensor Power Status Aftertreatment 2 Outlet Gas Sensor at Temperature Aftertreatment 2 Outlet NOx Reading Stable Aftertreatment 2 Outlet WideRange % O2 Reading Stable Aftertreatment 2 Outlet Gas Sensor Heater Preliminary FMI Aftertreatment 2 Outlet Gas Sensor Heater Control Aftertreatment 2 Outlet NOx Sensor Preliminary FMI NOx Sensor ATO2 Selfdiagnosis Status Aftertreatment 2 Outlet Oxygen Sensor Preliminary FMI Aftertreatment 2 Outlet Gas NOx Sensor Heater Ratio Aftertreatment 2 Outlet Gas NOx Sensor New part deviation NOx Gain Aftertreatment 2 Outlet Gas NOx Sensor New part deviation NOx Offset

AT On request

QSB 4.5

AT

AT

Aftertreatment 2 Intake Gas NOx Sensor correction data 2

Parameters

SPN

5038

6-7

1-8

1

1-8

2

1-8

5042 AT AT AT

AT AT AT AT AT AT AT AT

5043 5044 5720

3267 3268 3269 3270 3271 3272 3273 5715 3274

AT

AT

5045

5723

AT On request

CEB 00503

5048 AT 5049

NOx Sensor ATO2 Operation Hours Counter

Aftertreatment 2 Outlet Gas NOx Sensor Correction of pressure Lambda Aftertreatment 2 Outlet Gas NOx Sensor Correction of pressure NOx

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

Page 155 of 181

© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

2560

Cruise Control / Vehicle Speed 2

34560

J1939 Engine State Requests

65242

Software Identification

Update Rate

Byte

Bit

3

1-8

4

1-8

5

1-8

1

1-2

1

3-4

1

5-6

Every 100 ms and on change but no faster than 20 ms Every 1 sec and on change but no faster than 100 ms On request

1

1-2

1

1-8

2-n a b

64965

ECU Identification Information

On request

c d e

64738

64817

65257

65203

Supplemental Fan Status

Fan Drive#2

Fuel Consumption (Liquid) Fuel Information (Liquid)

1.0 s

1.0 s

On request

On request

65209

Variabl e - 200 Variabl e - 200 Variabl e - 200 Variabl e - 200 Variabl e - 200 Variabl e - 200

Use

AT AT AT PT PT

PT

PT

IS IS

Parameters

QSB 4.5

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

Aftertreatment 2 Outlet Gas NOx Sensor NO2 Correction Aftertreatment 2 Outlet Gas NOx Sensor NH3 Correction NOx Sensor ATO2 Selfdiagnosis Final Result Cruise Control Disable Command Cruise Control Resume Command

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

SPN

5050 5051 5719 5603 5604 5605

5793

965 234 2901 2902 2903 2904 4304

Cruise Control Pause Command

Desired Engine Fueling State

Number of Software Identification Fields Software Identification ECU Part Number ECU Serial Number ECU Location ECU Type ECU Manufacturer Name

1

1-2

5556

1

3-4

5557

1

5-8

5558

2

1-3

5559

2

4-7

5560

3

1-8

5561

4-5

1-8

5562

Supplemental Fan Speed

6

1-8

5563

Supplemental Fan Current

Supplemental Fan Enable Status Supplemental Fan Direction Status Supplemental Fan Velocity Status Supplemental Fan Controller Temperature Status Supplemental Fan Drive Status Supplemental Fan Controller ECU Temperature

7-8

1-8

5564

1

1-8

1550

2

1-4

1557

Estimated Percent Fan 2 Speed

3-4

1-8

1598

Fan 2 Speed

5-6

1-8

1707

Hydraulic Fan 2 Motor Pressure Fan 2 Drive Bypass Command Status

1708

Supplemental Fan Power Estimated Percent Fan 2 Speed

7

1-8

1-4

1-8

IS

182

Engine Trip Fuel

5-8

1-8

IS

250

1-4

1-8

Engine Total Fuel Used Total Engine PTO Governor Fuel Used

5-6

1-8

IS

1029

Trip Average Fuel Rate

7-8

1-8

IS

5458

Flexible Fuel Percentage

1-4

1-8

IS

1001

Trip Drive Fuel Used

IS

1028

CEB 00503

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Trip Fuel Information

Update Rate

On request

Byte

Bit

Use

5-8

1-8

9-12

1-8

13-16 17-20 21-22

1-8 1-8 1-8

1

1-8

2

1-8

3

1-8

4

1-5

5

1-5

6

1-4

3521

1

1-8

1687

2

1-8

1688

3

1-8

1689

4

1-4

1677

5

1-2

1676

5

3-4

1678

IS IS IS IS IS AT

1003 1004 1005 1006

64923

AT

64775

65177

64588

Direct Lamp Control Command 1 (DLCC1)

Turbocharger Information 3

SCR Inducement

1.0 s

Every 1s and on change of state but no faster than every 100 ms

1.0 s

On Request

QSX 15

QSF 3.8

QSG 12

Trip PTO Governor Moving Fuel Used Trip PTO Governor Non-moving Fuel Used Trip Vehicle Idle Fuel Used Trip Cruise Fuel Used Trip Drive Fuel Economy

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX TX TX RX

TX TX TX RX

TX TX TX RX

TX TX TX RX

TX TX TX

TX TX TX RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX

RX With SCR RX With SCR RX With SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

RX

RX

RX

RX

RX

RX

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX With SCR

TX

Aftertreatment 1 Diesel Exhaust Fluid Concentration Aftertreatment 1 Diesel Exhaust Fluid Conductivity Aftertreatment 1 Diesel Exhaust Fluid Temperature 2 Preliminary FMI Aftertreatment 1 Diesel Exhaust Fluid Properties Preliminary FMI

3518 3519

3520 AT

Heater Information

QSL 9

3516

AT

65133

QSB 6.7

Aftertreatment 1 Diesel Exhaust Fluid Temperature 2

AT

1.0 s

QSB 4.5

3515 AT

Aftertreatment 1 SCR Reagent Information

Parameters

SPN

1002

Aftertreatment 1 Diesel Exhaust Fluid Property Auxiliary Heater Output Coolant Temperature Auxiliary Heater Input Air Temperature Auxiliary Heater Output Power Percent Auxiliary Heater Mode Auxiliary Heater Water Pump Status Cab Ventilation

5

5-6

1679

Engine Heating Zone

5

7-8

1680

Cab Heating Zone

1

1-2

5077

1

3-4

1

5-6

1

7-8

2

1-2

2

3-4

2

5-6

2

7-8

3

1-2

3

3-4

3

5-6

3

7-8

1-2

1-8

1176

3-4

1-8

1177

5-6

1-8

1178

7-8

1-8

1179

Engine Protect Lamp Command Engine Amber Warning Lamp Command Engine Red Stop Lamp Command OBD Malfunction Indicator Lamp Command Engine Brake Active Lamp Command Compression Brake Enable Switch Indicator Lamp Command Engine Oil Pressure Low Lamp Command Engine Coolant Temperature High Lamp Command Engine Coolant Level Low Lamp Command Engine Idle Management Active Lamp Command Engine Air Filter Restriction Lamp Command Engine Fuel Filter Restricted Lamp Command Engine Turbocharger 1 Compressor Intake Pressure Engine Turbocharger 2 Compressor Intake Pressure Engine Turbocharger 3 Compressor Intake Pressure Engine Turbocharger 4 Compressor Intake Pressure

1

1-2

None MX MX MX IS

5078 5079 5080 5081

IS 3987 IS IS IS None None None

5082 5083 5084 5085 5086 5469

IS 6877

CEB 00503

SCR Operator Inducement Override Enable

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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RX With SCR RX With SCR

RX

RX

RX

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Message Name SA/DA

Update Rate

Override Information

Byte

Bit

2-3

1-8

4

1-8

5-6

1-8

Use

SPN

IS 6878 IS 6879 IS

1-2 34048

Cab Message 2

1 Sec

3

3-4 5-6

64697

Aftertreatment 1 Service 2

On Request

6880 IS/M X IS/M X IS/M X IS

6881 7033 7034

64992

64574

Aftertreatment 1 Historical Information 2

Ambient Conditions 2

Heat Exchanger Debris Purge Information

SCR Operator Inducement Override Switch Heat Exchanger Debris Purge Inhibit Switch Heat Exchanger Debris Purge Force Switch Aftertreatment 1 SCR System Time Since Last System Cleaning Event

6939

Aftertreatment 1 SCR System Average Time Between System Cleaning Events

6940

Aftertreatment 1 SCR System Average Distance Between System Cleaning Events

1-8

2610

Solar Intensity Percent

2

1-8

2611

Solar Sensor Maximum

3-4

1-8

4490

5-6

1-8

5581

7-8

1-8

5685

1

1-2

IS

7035

Specific Humidity Calculated Ambient Air Temperature Barometric Absolute Pressure (High Resolution) Heat Exchanger Debris Purge Status

1

3-4

IS

7036

Heat Exchanger Debris Purge Approaching

1-8

17-20

1-8

21-24

1-8

1

On Request

1 Sec

SCR Operator Inducement Override Time Remaining Number of SCR Operator Inducement Override Events Remaining Total Number of SCR Operator Inducement Override Events Used

6941

5-8

IS

64585

Parameters

IS

CEB 00503

QSB 4.5

QSB 6.7

QSL 9

QSX 15

QSF 3.8

QSG 12

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX With SCR TX With SCR TX With SCR TX With SCR

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

NA

DOC + SCR

TX With SCR

NA

DOC + SCR

NA

TX With SCR

NA

NA

TX With SCR

NA

TX

TX

TX

TX

TX

DOC + SCR

DOC + SCR

TX

TX

TX

TX

TX

DOC + SCR

DOC + SCR

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

TX

1 Sec

5.3.10 Cummins Specific Information for PGNs PGN 00000 Torque/Speed Control #1 - TSC1 TSC1 destination engine: Speed control and torque control functions are not limited to any maximum control time. TSC1 destination engine timeout is 50 ms. TSC1 destination retarder (Currently Not Supported): There are no time limits for speed and torque control. TSC1 destination retarder timeout is 250 ms. PGN 60928 Address Claimed Arbitrary Address Capable = Obtained from calibrated parameter Industry Group = Obtained from calibrated parameter Vehicle System Instance = Obtained from calibrated parameter Vehicle System = 1 Function = Obtained from calibrated parameter Engine = 0 Retarder = 12 10 Function Instance = For single module systems, this equals 0. For multi-module systems, this varies depending on other inputs, such as switches. ECU Instance = For single module systems, this equals T_J39_ECU_Instance. For multi-module systems, this varies depending on other inputs, such as switches. Manufacturer Code = 1010 Identity Number = Right most 21 bits of ECM Serial Number

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CEB 00503

The J1939 message address for the compression release retarder is 15 for retarder-related PGNs. The J1939 message address for the exhaust retarder is 41 for retarder-related PGNs. At present, the Engine Brakes (and thus exhaust and compression retarders are not supported in the applications) PGN 61442 Electronic Transmission Controller #1 (ETC1) There is a 2 second time limit on Parameter 7, Momentary Engine Overspeed Enable. There is a 50 ms timeout on the message other than Parameter 4, Output Shaft Speed that has a timeout of 200 ms for Heavy Duty engines and 1.5 seconds for Midrange engines. Selecting ETC1 to supply the output shaft speed as the engine controller’s input for computing Vehicle speed is done by using the Cummins service tool to select “Vehicle Speed Sensor Type” as “Data Link - Tailshaft.” If this option is selected and output shaft speed from the ETC1 message times out or the parameter is set to the error indicator, an SPN 84 (Cummins fault code 241, Lost Vehicle Speed Signal) is reported with the appropriate FMI. PGN 61443 Vehicle Acceleration Rate Limit Status Status (active or not active) of the system used to limit maximum vehicle acceleration. The effects of emission control limits (such as AFC) are specifically excluded; they are not considered to be part of a function to limit vehicle acceleration. PGN 65132 Tachograph (TC01) There is a 200 ms timeout on the entire message. The Cummins service tool is used to select the Tachograph PGN to supply output shaft speed and vehicle speed. Using the Cummins service tool to select the “Vehicle Speed Sensor Type” as “Data Link -Tachograph” causes Parameter 13 Tachograph output shaft speed and Parameter 14 Tachograph vehicle speed to be used as inputs to calculate gear ratio and supply the vehicle speed. If the output shaft speed is not available, the gear ratio will be calculated from other available information. If the vehicle speed is not available, the vehicle speed will be set to zero miles per hour. However, if the Tachograph output shaft speed or Tachometer vehicle speed from the TC01 message is configured to receive but is no longer being received or the parameter being received is set to an error, an SPN 84 (Cummins fault code 241 Lost vehicle speed signal) is reported with the appropriate FMI. PGN 65217 High Resolution Vehicle Distance The SPN 917, High Resolution Total Vehicle Distance, broadcasted by our engine ECM shall not be used as total vehicle miles for purposes of the vehicle 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. If you have questions regarding the content of this notice or require further legal advice, please contact the Cummins Law Department. PGN 65226 Active Diagnostic Trouble Codes (DM1) Use SPN conversion method 4. Note: Although the parameter for coolant level is not supported in PGN 65263, a diagnostic trouble code is provided to indicate when coolant level switches reach certain thresholds. For J1939, SPN 111 and FMI 18 are used to indicate a moderately severe low coolant level. Data for the malfunction indicator lamp is being sent in this message even though the product is not regulated by OBD. Therefore, the data sent does not indicate whether the malfunction is emissions related or not. Cummins does not recommend the use of this parameter at this time. PGN 65227 Previously Active Diagnostic Trouble Codes (DM2) Use SPN conversion method 4. PGN 65242 Software Identification Number of software ID fields ECM Part Number Asterisk (*) ECM Serial Number Asterisk (*)

Bytes 1 byte 8 bytes 1 byte 8 bytes 1 byte

Data Sent 6 Note 1 below * Note 1 below *

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Software Data Date Stamp Asterisk (*) Calibration Version Number Asterisk (*) ECM Identifier Asterisk (*) Product ID Asterisk (*)

12 bytes 1 byte 8 bytes 1 byte 2 bytes 1 byte 3 bytes 1 byte

CEB 00503

Note 1 below * Note 1 below * DH (CM2350) * Note 1 below *

Note 1: ASCII values identified by Cummins at time of manufacture. PGN 65247 Electronic Engine Controller (EEC3) Parameter 2 Engine’s desired operating speed and Parameter 3 Engine’s operating speed asymmetry adjust are calibration values and are set at the time of manufacture rather than dynamically calculated based on engine speed and engine load information. Cummins sets the parameter Estimated Engine Parasitic Losses Percent Torque to the value 0FF16. However, it is planned, though not implemented, to have Cummins’ nominal friction percent torque include losses attributed to all parasitics including the engine coolant fan. PGN 65248 Vehicle Distance The SPN 245, Total Vehicle Distance, broadcasted by our engine ECM shall not be used as total vehicle miles for purposes of the vehicle 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. If you have questions regarding the content of this notice or require further legal advice, please contact the Cummins Law Department. PGN 65259 Component Identification Data length Transport layer is used to transfer a variable length of data; the following parameters are mapped to this message. Depending on the software phase of the calibration, the length can be 44 or 96 bytes or more. The OEM needs to ensure their controllers are programmed to accept a maximum data length. Each parameter is followed by an ASCII asterisk (*). That is, the Engine Make is the first element of this message and the asterisk following Unit Number is the last. Start Position a b c d

Length Variable - up to 5 bytes followed by an "*" delimiter. Variable - up to 200 bytes followed by an "*" delimiter. Variable - up to 200 bytes followed by an "*" delimiter. Variable - up to 200 bytes followed by an "*" delimiter.

SPN Name Make Model Serial Number Unit Number (Power Unit)

Note 1: ASCII values need to be provided by the vehicle OEM at time of manufacture. PGN 65260 Vehicle Identification (VIN) Data length

Transport layer is used to transfer 21 bytes Data Sent 20 bytes Note 1 below 1 byte

VIN Asterisk (*)

Note 1: ASCII values need to be provided by the vehicle OEM at time of manufacture. PGN 65263 Engine Oil Pressure Data length

1 character

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

When a pressure switch is used, the broadcast oil pressure will be either 0 psi or about 55 psi (at sea level.) The altitude at which the vehicle is operating affects the conversion from absolute pressure to gage pressure. Only the non-zero value is affected by the altitude. When a pressure sensor is used, the data sent on the network will reflect the sensor reading. Currently, QSL and QSX engines use an oil pressure sensor, and QSB engines use an oil pressure switch. PGN 65265 Cruise Control/Vehicle Speed Parameter 2 Parking Brake Switch supplies information to the engine controller but is only optionally used in the Aftertreatment Electronic Features. PGN 130840 Proprietary OEM Torque Curve Control A multipacket Proprietary PGN 130840 can be used to transmit up to eleven (11) Engine Speed and Torque Points to the Electronic Control Module. The OEM Machine Controller will use Broadcast Announce Message (BAM) Transport Protocol (TP) to send this multipacket PGN 130840 every one second to the Cummins Electronic Control Module to create a runtime torque curve. Based on the Runtime Torque curve, Torque limits will be applied dynamically based on current Engine Speed. This feature is applicable to Industrial Tier 4 Final Engine platforms. Alternate Torque Curves may be used for Tier 3 platforms. Transmission Repetition Rate Data Length Data Page PDU Format PDU Specific Default Priority Parameter Group Number

1 Sec 21 0 255 24 6 130840 (0x01FF18)

Network Utilization

5.4

Network utilization is a limited resource, as the network can become saturated by excessive use. The following sections detail network utilization computations for J1939 datalinks on CM2350 controllers. 5.4.1

J1939 Network Utilization

The engine module’s contribution to percent bus utilization may be calculated for J1939 broadcast data by dividing the network transmission time by the repetition frame time. Computation of Bus Utilization has been done both for Non-multiplexed and Multiplexed cases. When computing J1939 traffic over a time slice for Non-multiplexed case, only the ECM broadcast messages are taken in consideration. There may be message traffic from other J1939 devices that the engine module receives but the engine would continue to function with no degradation if it were not to receive these messages. Therefore the contribution of the engine module towards bus loading is because of the messages it broadcasts. In a multiplexed case though, the engine module depends on receiving parameters from the Cab Electronic Control Unit (ECU). Therefore, bus loading is not only due to messages that the engine module broadcasts but also the traffic contributed by the multiplexed messages from Cab ECU. Following assumptions have been made for doing the calculation: -

The engine configuration has not changed over time of calculation.

-

No active system faults are present.

-

No collisions take place.

-

Calculated over 2-second time slice Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

The equation for calculating bus utilization for J1939 per 2 seconds is provided below: U = bus utilization = (B*N)/2 .........................................(A) Where: B = number of J1939 messages N = number of microseconds to send a single J1939 message frame = (128 bits per message) * (4 microseconds per bit) = 512 microsecond per message Table 5-2 details the message traffic on J1939 datalink contributed by the controller for the two possible cases – non-multiplexed and multiplexed. Please read the notes below to understand the contents of the table. Notes to Aid Understanding of Table 5-2 Column 1 lists the SAE defined Parameter Group Number (PGN) Column 2 lists the periodic rate at which the PGN is updated on the engine controller. Column 3 lists the # of PGN frames engine controller broadcasts in a Non-multiplexed case. Column 4 lists the # of PGN frames the controller either broadcasts or receives in a multiplexed case. Please refer to the write- up in Section 5.4.1 of J1939 Network Utilization to understand why the message frame calculations are done differently for non-multiplexed vs. multiplexed cases. Table 5-3 J1939 Messages Non-multiplexed -vs- Multiplexed PGN

61441 - EBC1 61442 - ETC1 61443 - EEC2 61444 - EEC1 61445 - ETC2 64970 – Intermediate Speed Control 64971 – Off-Highway engine Control Selection 65132 – Tachograph 65164 – Auxiliary Pressure/ Temperature 65213 - Fan Drive 65241 - Auxiliary Discrete Input/Output Status 65247 - EEC3 65251 - Engine Configuration 65252 - Idle Shutdown 65262 - Engine Temperature 65263 - Engine Fluid Level/Pressure 65264 - Power Takeoff Information 65265 - Cruise Control/Vehicle Speed 65266 - Fuel Economy

Update Rate of PGN

Number of Times ECM Transmits Message in 2s

0.1 s 0.01 s 0.05 s Engine Speed Dependent 0.1 s 1.0 s 0.5 s

20.00 0.00 40.00 NA

Multiplexed: Number of Times ECM Transmits and Receives Message in 2s 40.00 200.00 80.00 NA

0.00 2.00 4.00

20.00 4.00 8.00

0.05 s 0.5 s 1.0 s 0.1 s

0.00 0.00 2.00 0.00

40.00 40.00 2.00 10.00

0.25 s 5.0 s 1.0 s 1.0 s 0.5 s 0.1 s 0.1 s 0.1 s

8.00 2.40 2.00 2.00 4.00 20.00 20.00 20.00

8.00 2.40 4.00 2.00 4.00 40.00 40.00 20.00

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PGN

Update Rate of PGN

65269 - Ambient Conditions 65270 - Inlet/Exhaust Conditions 65271 - Vehicle Electrical Power 65279 - Water In Fuel Indicator B = TOTAL # of messages in 2 sec

1.0 s 0.5 s 1.0 s 10.0 s

Number of Times ECM Transmits Message in 2s

2.00 4.00 2.00 0.20 280.2

CEB 00503

Multiplexed: Number of Times ECM Transmits and Receives Message in 2s 2.00 4.00 2.00 0.20 702.4

Note: J1939 messages associated with the multi-unit synchronization feature are not included in this calculation. Therefore Network Utilization for Transmitted Messages in 2 seconds, per equation (A): Utilization = [(number of frames/2 seconds)* (540*10-6 seconds/frame)]*100 Or [(280.2/2) * (0.000540)] * 100 = 7.565% and Network Utilization for Multiplexed Messages in 2 seconds, per equation (A): Utilization = [(number of frames/2 seconds)* (540*10-6 seconds/frame)]*100 Or [(702.4/2) * (0.000540)] * 100 = 18.9648%

5.5

Diagnostics Supported over Engine Controller Datalinks

The intent of this section is to discuss engine controller diagnostics that can be performed using standard messages on J1939 datalinks. 5.5.1 Supported Messages and Source Addresses for Clearing Faults This section describes the J1939 messages used by datalink devices to clear faults on the engine controller. The intent is to allow the clearing of faults only by authorized source addresses. PGN 65228 Diagnostic Message #3 (DM3–Diagnostic Data Clear/Reset of Previously Active DTCs) is sent in the request PGN to clear faults. The authorized addresses for clearing faults are shown in Table 5-3. All diagnostic information pertaining to previously active DTCs is erased when PGN 65228 is received by the engine controller. Upon completion of this operation, a Positive Acknowledgment (ACK) is sent using J1939-21 PGN 59392. If the operation is not completed, a Negative Acknowledgment (NACK) is sent using PGN 59392. Table 5-4 J1939 Messages and Authorized Addresses J1939

PGN 65228

Parameter Description Authorized Addresses DM3 - Diagnostic Data Clear/Reset of 23, 24, 33, 38, 39, 40, 43, 249, Previously Active DTCs 250, 251

5.5.2 Engine Controller Diagnostic Information Refer to Appendix B for a tabulation of all faults logged on the specified engine platforms. The corresponding Cummins service description and applicable SPN/FMI and/or SID/FMI information is captured. The associated lamp action for the fault is also given.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Figure 5-8 Re-Scheduling of Collided Messages

If a collision occurs on a response message to a request, then perform the same bus accessing procedure as stated before on a regularly scheduled broadcast message. (Refer to Figure 5-8)

Figure 5-9 Re-Scheduling the Response to a Requested Message

Note: The failure mode identifier codes and descriptions for J1939 can be referred in document J1939-73.

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Frequently Asked Questions on Cummins Datalinks Question 1) What is the impact on the engine controller of not receiving parameters it supports from other source addresses? Answer 1) In such circumstances, Cummins datalink message support can be divided into two categories: (A) powertrain messages and (B) multiplexed messages. The details are discussed below: (A) Powertrain Messages (1) Impact of not receiving J1939 TSC1 powertrain messages: In this scenario, the engine controller reverts to operator control and responds to appropriate non-TSC1 inputs. (a) For a vehicle with automated manual transmission, the transmission may not shift. (b) For a vehicle with ABS, the engine retarder (either engine compression or exhaust type) may not be disabled during a braking event. (c) For a vehicle with ASR, torque from the engine may not be reduced during slip or spin conditions. (B) Multiplexed Messages (1) Impact of not receiving J1939 Multiplexed Messages: If the engine controller has been configured to receive multiplexed messages and does not receive them, a configuration error is logged in the engine controller. In this event, calibrated default values for such messages are used. (a) For multiplexed vehicles, the time from key on until the engine control system starts to detect message reception timing issues is preset by Cummins to be 30 seconds after key on and after crank. (b) For vehicles that supply the engine with output shaft speed in PGN 61442, the engine’s report of a fault code 241 (lost vehicle speed signal) indicates an issue to be investigated with the controller that supplies the PGN to the network and not an issue with the engine controller. (2) Impact of receiving J1939 PGN 61442 with torque converter lockup not engaged: For vehicles with transmissions that utilize a torque converter, receiving a torque converter lockup engaged parameter as not engaged prevents the Engine Brakes from enabling. Question 2) How do I tell if the coolant level is within normal operating conditions? Answer 2) Review the J1939 Diagnostic Trouble Codes for coolant level, SPN 111 and FMI 18. Question 3) What happens to the datalink when we key off during the powerdown cycle? Answer 3) The datalink will continue to operate after key-off to support required system functions. When the necessary powerdown functions are complete, the datalink is disabled.

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Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault Codes For Fault Code information, refer to CEB00503 Attachment C – Industrial Tier4F Diagnostic Trouble Codes and Cummins Fault Codes, located on the GCE website.

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Appendix B: Component ID Cummins Use of the Component ID Fields, Model, and Serial Number Cummins Definition for Model Byte 1

| Number of Cylinders

Byte 2 Byte 3

| * Engine | Family

Byte 4 = 75 hex (ASCII u) Byte 5 Byte 6

| For the United States | 1st Digit | 2nd Digit

Byte 7 = 44 hex (ASCII D) Byte 7 = 47 hex (ASCII G) Byte 7 = 50 hex (ASCII P)

| For Diesel Engines | For Diesel Engines | For Diesel Engines

Byte 8 Byte 9 Byte 10

| 1st Digit | 2nd Digit | (Tenth Decimal Place)

Emissions Year

Fuel Type

Engine Size (in Liters)

* Note: If there is only one letter that represents an engine family, byte 3 should be left as a blank space (20 hex). Table C-1 defines how Cummins uses the values for byte 1. Cummins Cylinder / Family information: ASCII (hex) Byte 2 Byte 3 33 31 35 36 31 30

What It Means to Cummins

ASCII (character)

QSB 6 cylinders QSL 6 cylinders, 9 Liters QSX 6 cylinders, 15 Liters

31 56 10

Cummins Definition for “Serial Number” The serial number of the engine will be encoded in ASCII and placed into this part of the Component ID message. Table C-1 Cummins Specific Component ID

ASCII (hex)

ASCII (character)

What It Means to Cummins

30 31 32 33 34 35 36

0 1 2 3 4 5 6

0 cylinders 1 cylinder 2 cylinders 3 cylinders 4 cylinders 5 cylinders 6 cylinders

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5.6

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Revision History:

Revision

Date

21

18Mar19

Author Description Larry S. Huff Robert Hohn Okezie O Okoye

20

19

10Jan18

20Oct17

Page(s)

Added text “AEB21.140 Cummins Supplied Air Intake Shutoff Valve Installation Requirements.” Added Section 2.6.4 Ether Injection System Added text “This feature is available on all applications. If the ASO feature is required for the application, then a custom calibration will be needed. Reference AEB 21.140 for detailed Air Intake Shutoff Valve operation and installation requirements.” Added Section 2, Hardware Required, to Section 2.8.7. Added Figure 2-11. Removed text “J4.” Removed text “QSX15 and.” Removed text “This is the recommended connector on the OEM side for maximum service functionality.” Changed text from “Every Tier 4F Industrial Cummins engine must have a 3-Pin Datalink Interface Connector, a 9-Pin Datalink Interface connector, or both” to “This is a required connector that every Tier 4F Industrial Cummins engine must have.” Added text “An optional 3-pin datalink connector may also be added.” Updated Power On Indicator (POI) Lamp operation definition. Added text “(ASO) Test.” Added text “Test.” Removed text “On/Off.” Added Section 7, Air Intake Shut Off (ASO) Manual Switch to Section 3.8.7. Added Figure 3-29. Added text “Preferrably.” Added text “if vehicle cab exists.” Added text “Cummins recommends using twisted pairs for the following circuits: injectors, relays and actuators, motors, hall effect and variable reluctance sensors, datalink circuits, accelerator pedal sensors, as well as thermocouples.” Added Table 4-1: Recommendations on Twisting Circuits. Changed text from “QSB4.5, QSB6.7” to “All.” Updated Section 4.4 to reflect support for the Ether Injection System hardware. Removed text “OEM temperature sensor input.” Removed text “This is a requirement.” Removed text “and the installation for the 9-pin diagnostic connector.” Changed text from “NA” to “TX.”

Anup Added text (96 Pin OEM Connector) to the Item 26 of Installation Specifications Rahangdale Requirements Summary. Added text "24 Pin Crossover" in Section 4.1.1 Requirement Summary: Conductor requirements. Added text "24 Pin Crossover" in Section 4.6.1 OEM Harness and Harness Routing note 6. Updated text in note 10. in Section 4.6.1 OEM Harness and Harness Routing. Updated the content for brief physical layer difference between J1939-11 & J193915 by adding Table 5-1 & Figure 5-1. Added the content for SAE J1939/15 to section 5.3.2. Updated the content for J1939 installation information Section 5.3.3. Updated content with reference to Table 5-1. Anup Deleted text “SAE documentation is available only for a fee from the SAE official Rahangdale website http://www.sae.org. All of the following documents except SAE J1939-11 and SAE J1939-12 can be downloaded for a fee at http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV &TECH_CD=VEHEL SAE J1939-11 can be downloaded for a fee at http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV &TECH_CD=CMBUS Entire SAE J1939 standards on the web can be accessed for a fee by following instructions at http://www.sae.org/standardsdev/groundvehicle/j1939a.htm Added text “SAE documentation is available from the SAE official website. SAE J1939-11, SAE J1939-13, SAE J1939-15 and entire suite of SAE J1939 standards on the web can be accessed at http://www.saemobilus.org.” Deleted text “Layer (October 1999)” Added text “250 Kbps, Twisted Shielded Pair (December 2016)” Deleted text “(July 1999). Specifies 9-pin Deutsch that will provide a connection to J1939, a second CAN network for implements, unswitched power, and ground.” Added text “(October 2016). Specifies 9-pin Deutsch “Type 1” and “Type 2” connectors that will provide a connection to that specific J1939 datalink and also designates pin-outs such as unswitched power and ground.” Deleted text “(Working draft is ISO 11783 Part 2, February 1999). Operates at 250K bits/sec, linear bus with twisted quad cable.” Added text “(August 2015). Operates at 250K bits/sec, Un-Shielded Twisted Pair.”

12 39 46

46 47 53, 102 54 57 57 57 63 86 86 86 86 87 95 95 97 97 101,102 101 117 117 123 158 5 93 115 116 120 123 123 123,124 13

13 13 13 13 13 13 13

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Deleted text “Reduced Physical Layer (November 2003).” Added text “Physical Layer, 250 Kbps, Un-shielded Twisted Pair (November 2003 August 2015).” Deleted text “April 2001” Added text “March 2016” Deleted text “October 1998 plus 1999, 2000” Added text “October 2016” Added text “SAE J1939DA Digital Annex of Serial Control and Communication Heavy Duty Vehicle Network Data - February 2017. Provides all of the SPNs, PGNs, and other J1939 data in a spreadsheet format. SAE J1939 DA contains all of the content published in SAE J1939-71 Appendices.” Deleted text “October 1998” Added text “May 2017” Deleted text “July 1997” Added text “March 2017” Deleted text “The Switch Input (pull to ground) type” Added text “The pull-to-ground type of switch input” Deleted text “use most of these types of signals” Added text “with either an ON/OFF or momentary operation are generally this type of devices, such as Cruise Control or Engine Brake Selector Switches” Added text “of the ECM” Deleted text “OEM supplied” Added text “There are two types of pull-to-ground switch inputs: Type I and Type IV. The Type I switches are typically used for Parking Brake Switch, OEM Switch, MUS Switch, Cruise Resume and Increment Switch, Intermediate Speed Control Switch, Idle Validation On/Off Switch. The rest of the switch inputs are Type IV” Deleted text “The Switch Input signal exists in one of two states: Grounded (Closed switch) or Not Grounded (Open switch). In the Open state, the input pin is pulled up to the VBATT voltage. The closed state provides a path for the 2 mA current source and supplies a 0 volt signal to the input of the Comparator. The Comparator threshold voltage is 4 volts (for either the 12 or 24 volt system). The input signal is compared with a 4.0 V reference. Voltages greater than 4.0 V are considered open. Voltages less than 4.0 V are considered closed.” Added text “Type I Switch (Pull-to-Ground) Input” Added text “The Type I pull-to-ground switch Input exists in one of two states: Closed (Grounded) or Open (Not Grounded). In the Open state, the input pin is pulled up to the 5VDC source through a pull-up resistor inside the ECM. The Closed state of the switch provides the current return path from the 5VDC source to the ground.” Deleted text “Switched Pull-up Input” Added text “Type 1 Switch (Pull-to-Ground) Input” Updated Figure 4-1 Updated Table 4-4 Added text “*The resistance and voltage are measured from the ECM Switch input pin to the ECM Return (dedicated return for switch return) pin.” Deleted text “IVS Switch (pull to ground) Input” Deleted text “Overview Two 5V Switched Pull-up Input signals, designated IVS, have applications limited to detection of the position of the Idle Validation Switches on the accelerator pedal.” Added text “Operation The Type IV pull-to-ground switch Inputs are interfaced to a MSDI interface IC. The switch input exists in one of two states: Closed (Grounded) or Open (Not grounded). In normal operation, the switch sources a current from the battery supply and the input voltage is compared with an internal reference voltage to determine the state of the switch, Open or Closed. The IC then communicates the state of the switch to the microprocessor.” Updated Figure 4-2 Updated Table 4-5 Added text “up to” Added text “Per J1939-11,” Added text “Per J1939-15, the maximum allowed distance of the diagnostic connector from the backbone is 2.66 meter. The remaining one-third of 1 meter (0.33 meter) is the maximum allowed distance between the diagnostic connector and the interface circuitry of the tool that is connected to the diagnostic connector. The connection from the backbone to each node (electronic controller) is called a stub and it can be a maximum of 3-meter.” Added text “and their trailers as well as some off-highway ‘Industrial’ equipment and agricultural equipment and implements.” Changed text from “an active termination and bias circuit” to “requires terminating resistor same as J1939-11” Added text “At a given time, the maximum number of nodes that can be connected to the backbone is 10 and up to 30 nodes and, per the specification, ‘may be connected by varying the inter-stub spacing to avoid the effects of reflections’.” Changed text from “The physical layer also uses a transceiver circuit design, which allows J1939-11 nodes to exist on the same network as the J1939-15 nodes.” To

CEB 00503 13 13 13 13 13 13 13

13 13 13 13 103 103 103 103 103 103 103

103

103 103

103 103 103 103 104 104 104 104

104 104 120 120 120

123 123 123 123

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package “The J1939-15 topology is typically used for automotive/ on-highway applications and their trailers as well as off-highway ‘Industrial’ equipment, and agricultural equipment and implements.” Added text “For J1939-11 compliance,” Added text “For J1939-15, the connection from the backbone to each node (electronic controller) can be a maximum of 3-meter (approximately 9.8 feet) in length.” Changed text from “and provides” to “which provides” Added text “‘Type 1’ and ‘Type 2’ datalinks as well as pin-outs such as” Added text “For J1939-11,” Added text “For J1939-15, the maximum allowed distance of the diagnostic stub length is 2.66 meters.” Added text “For the construction and agricultural equipment, SAE J1939-13 preferred location for the connector bus is behind the operator’s seat or under the dash and should be labeled as diagnostics connector for easy identification.” Changed text from “J1939 Topology” to “J1939-15 Topology using J1939-11 connector” Changed text from “twisted quad” to Un-shielded twisted pair (UTP)” Changed text from “Both the tractor bus and implement bus is examples of twisted quad backbone. The backbone is both cases have active termination resistors. The figure illustrates a linear topology.” To “The backbone does not have shield terminal and is terminated at each end with a 120 Ohm terminating resistor.” Changed text from “1 meter (approximately 3.3 feet)” to “3 meter (approximately 9.8 feet).” Changed text from “Three Types of Connectors: i. A and A MATE ii. Diagnostic Connector iii. Bulkhead connector” To “The type of connectors is not specified for J1939-15, recommendation is to use connectors meeting requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document, the shield wire shall not be used and a sealing plug will be installed. Diagnostic Connector type will be same as described in SAE J1939-13.” Changed text from “Two possible ways shown of connecting ECUs to back bone i. ECU 1 (J1939/11 compatible) is connected to backbone via a stub connector (AA MATE) As can be seen J1939/11 compatible cable (3 leads) connects via stub connector to twisted quad. Only the CAN_H and CAN_L wires connect. The power and ground are unterminated. ii. ECU2 through ECU n are J1939/15 compatible nodes and their connections to backbone are show.” To “Possible way shown of connecting ECUs to back bone ECU connected to the network via a stub connector meeting Connector Electrical Performance Requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document, the shield wire shall not be used and a sealing plug should be installed.” Deleted table “Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault Codes” Added text “For Fault Code information, refer to CEB00503 Attachment C – Industrial Tier4F Diagnostic Trouble Codes and Cummins Fault Codes, located on the GCE website.”

18

7Sep17

Larry S. Huff

Deleted text “*” and “In order for the Supply Module to operate properly, the ECM battery voltage must be 18-32 Vdc (for 24 Vdc nominal system).” Added text “Note:” and “A UL2 DEF supply module (used in QSG12 engines) requires the battery voltage to be 10-32V; a Bosch DEF supply module (used in QSB4.5/QSB6.7/QSL9/QSX15 engines) requires 9-16V for 12V systems and 1832V for 24V systems.” Added text “required.” Added text “(A rms)” and “rms.” Changed text from “0.00012 Amps” to “0.105 mA (V batt<16V) & 0.264 mA (V batt>16V) for Low Side Drivers 0.4 mA for High Side drivers”. Changed text from “an automotive type fuse (a single fuse) or similarly fast acting circuit breaker” to “a single automotive type fuse”. Added text “Note: Do not use circuit breaker. Fuses respond differently than circuit breakers. Use a fuse instead of circuit breaker.” Converted AEBs to CEBs as needed. Added text “Variable ISC can also be configured using a resistor network as shown in Figure 2-5 Variable ISC Resistor network Wiring.” Added text “Signal.” Deleted “Resistance” column from Table 2-1. Added Figure 2-5 Example Variable ISC Resistor Network Wiring. Added text “Item.” Added text “or an Exhaust Throttle”. Added text “See Table 2-2 for engine braking availability.” Added text “the” and “or Exhaust Throttle” and “or QSG.” Added text “NOTE: Engine Brakes will only assist in slowing down a vehicle. The primary Service Brake is needed to stop the vehicle.”

CEB 00503

123 123 123 123 123 123 123 126 126 126

126 126

127

163 163

2 2

2 3 3 4 4 multiple 26 26 26 27 27 31 31 31 31

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Table 2-2; complete re-write. Added new section “Operation.” Changed text from “2” to “3” and from “SPST” to “DP3T.” Added text “(3-position)”. Deleted text “QSB6.7,” “QSG12,” and “QSF3.8.” Added Footnote 8 “In some applications, the current rating may be higher than the specification shown. The OEM is responsible to select the intake air heater relay accordingly.” Added text “(100 amp)”. Added row for “24V Relay AMETEK Prestolite SBJ-4401 (200 amp)”. Changed text from “White Rodgers” to “Stancor.” Added row for “24V Relay Stancor 586-905 (200 amp)”. Added text “(for 3-level sensor)”. Added new section “Fan Speed Sensor (Digital) Input”. Added text “(Not available on QSF3.8, QSF4.5, QSF6.7, & QSG12).” Added text “or Exhaust Throttle.” Section 3.8.7, item 7 - Engine Brake Level Switch, Section 2 - Operation. Complete re-write. Section 3.8.7, item 8 – “Position Engine Brake Switch (QSL)”. Removed section. Added text “(Not available on QSF3.8).” Added text “(Compression Braking).” Updated Figure-28. Added Figure-29 Engine Brake Switch Configuration (VGT Braking, Exhaust Throttle).” Deleted text “Table 3 37 Increment/Decrement - Set/Resume Switch Specifications.” Deleted SPST switch diagram. Changed text from “15 mA” to “9 mA at normal level, 1.5 mA at low level.” Added text “Note: Only one input can be physically wired. If customer wants to use both inputs to drive the fan, then other input needs to be multiplexed through J1939.” Deleted text “/ Ether Start” and “QSX15 and.” Changed text from “Must be used on all applications employing an engine brake” to “Available on QSL9 and QSX15.” Changed text from “15 +/- 3 mA” to “7-14 mA”, from “2.8 k Ohms” to “125 Ohms”, and from “5.5” to “5.25”. Deleted text “or Ether Injection options” and “Tier 4F Industrial Heavy Duty Products.” Changed text from “(QSX)” to “QSG12.” Deleted text “and Ether Injection (QSX only)” and “located at the following links: QSB Tier 4F, QSL Tier 4F, and QSX Tier 4F.” Added text “or see below.” Added Grid Heater wiring diagram.

31 49 55 55 55 63

Deleted text “Note: The Intake Air Heater output is supplied through the Keyswitch. This prevents the Intake Air Heaters from being on with the vehicle not ready to run. However, a short in the Intake Air Heater relay may cause the Keyswitch fuse to blow. When diagnosing Keyswitch fuse issues, this should not be overlooked.” from item 2. Added text “DM13.” Added text “J1939-21.” Changed text from “-21” to “-81.” Corrected formatting for PGN 60928. Added PGN 64721, DM53 message. Added PGN 64722, DM54 message. Changed text from “Transfer” to “Transport.” Changed text from “TX” to “NA”. Deleted text “Over” and “(Calculated)” from Fault Code 1976 Description. Changed text from “Moderately” to “Least.” Deleted text “x” from fault codes 2646 and 2659 QSL9 engine. Added engines QSB4.5, QSB6.7 and QSL9 to support FC2973. Changed text from “SAE J1939 Multiplexing PGN Timeout Error” to “Aftertreatment 1 Diesel Exhaust Fluid Tank Level.” Changed text from “524286” to “5018” and from “31” to “14”. Removed text “Circuit.”

114

Changed text from “High” to “Low.” Removed text “Sensor.” Changed text from “Operational” to “Operating.” Changed text from “Most” to “Least.” Added text “Engine.” Added text “Circuit.” Added text “1” and “Least Severe Level.” Changed text from “Adjust” to “adjustment.”

203 203 203 203 204 204, 205, 206 205 205

63 63 63 63 67 77-79 85 85, 86 85, 86 86 86 86 86 86 88 88 91 96 100 100 104 110 110 110 110 110

131 132 132 133 134-135 135 140, 141 146 177 180, 202, 205 180 182 197 202 202

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17 16

15

7Nov16 5Aug16

08Dec15

Changed text from “Auxiliary Intermediate (PTO) Speed Switch Validation” to “PTO Governor State.” Added Fault Code 6595. Liz McLean Initial creation of CEB from AEB 15.153. Larry S. Changed text from “DOC+DPF+SCR” to “DOC/DPF+SCR.” Huff Changed text from “QSL8.9” to “QSL9.” Changed text from “230” to “200” and from “125” to “100.” Added text “The OEM must not apply lubricant to the NOx Sensor ECU mating connector.” Changed text from “AEB 15.68” to “CEB00232.” Complete re-write of Section 2.6.1 – Engine Warm-up Protection. Changed text from “Breakout” to “Crossover.” Added text “Minimum” and “Continuous.” Changed text from “125” to “100.” Changed text from “SBJ-4401” to “SAS-4410.” Changed text from “Stancor” to “White-Rogers.” Changed text from “586-905” to “120-904.” Changed text from “which” to “the relay.” Added text “However, a normally-open relay should be avoided as stated below. 1. In cases of low battery voltage, the ECM voltage can drop below the minimum requirement causing the starter relay to open. Once this occurs, the voltage may rise above the minimum requirement causing the ECM to re-engage the starter. This resultant cycling of the starter may cause premature starter failure. 2. Typically this occurs for the following reasons: a. Extended cranking of the engine has depleted the batteries. B. Old/weak batteries in the machine.” Added Starter Lockout Relay diagram. Changed text from “OEM AAD & SW RETURN” to “OEM SWITCH/OEM SENSOR (RETURN).” Added footnotes “9 Bosch does not allow its electrical connectors to be lubricated. The Bosch DEF Supply Module and DEF Dosing Module connectors must not be lubricated” and “10 The NOx sensors’ ECU connector terminals should not be lubricated because these sensors are required to “breathe”. Lubricant can clog the sensor’s vent path causing sensor failure.” Changed text from “44 bytes” to “a variable length of data.” Added text “Depending on the software phase of the calibration, the length can be 44 or 96 bytes or more. The OEM needs to ensure their controllers are programmed to accept a maximum data length.” Changed data table for PGN 65259. Added row for fault code 1894. Added text “Amber QSF3.8.” Changed text from “SAE J1939 Multiplexing PGN Timeout Error” to “Coolant Level Sensor.” Removed Fault Codes 3726, 4241, 4741 and 4742 from Appendix A. Added text “X” and “X with SCR.” Added row for fault code 5938. Changed text from “Moderately” to “Least.” Changed text from “Data not Rational - Drifted High” to “Data Erratic, Intermittent, or Incorrect.” Changed text from “Most” to “Least.” Added text “6469.” Changed text from “Mechanical system not responding or out of adjustment” to “Data Erratic, Intermittent, or Incorrect.” Changed text from “Voltage above normal, or shorted to high source” to “Current Below Normal or Open Circuit.” Changed text from “Amber” to “None.” Added row for fault code 6555. Added rows for fault codes 6619, 6621, 6634, 6726, 6752. Larry S. Changed text from “AEB 9.01” to “CEB00044.” Huff Changed text “QSF3.8” to “QSF3.8<75hp, QSF3.8>75hp (SCR), QSF3.8>75hp (DOC+SCR).” Added text “(DOC+SCR), QSB6.7 (DOC+DPF+SCR).” Added text “(DOC+SCR), QSL8.9 (DOC+DPF+SCR).” Added row for “QSF3.8<75hp”. Added text “>75hp.”

CEB 00503 206 207 All Throughout 1, 208 3 5 12 36-37 7-9,11,52,59, 100 63 63 63 63 63 65 65

65 97 114

156

156 174 179 189 191, 194, 198 192 202 203 204 204 204 204 205 206 206 207 1 1

1 1 2 2, 51, 52, 92, 93, 95, 96, 97 Changed text from “32 Volts” to “17 Volts for 12 Volt Application. 32 Volts for 24 Volt 2 Application.” Changed text from “11 Volts for 12 Volt System. 20 Volts for 24 Volt System.” to “9 2 Volts for full ECM functionality. * (Fuel system may not be fully functional). 11 Volts for full fuel system functionality.” Added text “* The Diesel Exhaust Fluid Supply Module is powered from the ECM. In 2 order for the Supply Module to operate properly, the ECM battery voltage must be 18-32 Vdc (for 24 Vdc nominal system).” Added text “QSB6.7 (DOC+DPF+SCR) and QSL9 (DOC+DPF+SCR).” 5

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Changed text from “AEB 27.10 Attachment L-Tier 4 Final IPT Verification Test 12 Procedure” to “AEB 27.10 Attachment 2 - Tier 4 Final DOC/SCR Calterm Test Procedures. AEB 27.10 Attachment 3 - Tier 4 Final DPF/SCR Calterm Test Procedures.” Added text “Variable ISC Description.” 26 Added text “Validation Input.” 27 Changed text from “the ECM calibration will use the ECM pin used for Switched Set 27 Speed 3 as a validation input and only 2 Intermediate Speed Control speeds will be available while the 5 variable Intermediate Speed Control inputs will NOT be available.” to “recognized unless the validation interlock input is on and the ISC switch has transitioned from OFF to ON. The ECM calibration will use the ECM pin used for ISC switched set speed 3 as a validation input and only 2 Intermediate Speed Control speeds will be available while the 5 variable Intermediate Speed Control inputs will be available if selected.” Added text “The Idle Shutdown feature also supports an Idle Shutdown Relay that 30 can be used to disconnect power to OEM selected high current devices when the idle shutdown occurs. The relay may be controlled by a couple of different Source Driver outputs depending on the application as indicated in Table 4-1.” Added text “Fan impedance should be less than 200 Ω to prevent false Open Load 41 (OL) faults from occurring. It may be necessary for the OEM to add an external resistor in parallel to the fan clutch input. Resistance value of 120 – 180 Ω is recommended (see Figure 2-9).” Added text “(DOC+SCR)”, “(DOC+SCR)”, and “QSB6.7 (DOC+DPF+SCR) and QSL9 46 (DOC+DPF+SCR) only support 24V calibrations.” Changed text from “This provides the interface for the service brake switch. This input 48 is generally associated with Section 2.3.6 Engine Speed Cruise Control, and may not be used unless this feature is enabled.” to “The Clutch Switch feature tells the ECM if a hard-wired clutch switch is installed.” Changed text from “This feature is enabled at the calibration level, and provides a 49 monitor parameter for determining if the state of the service brake switch is on or off. The Service Brake switch may be multiplexed and its value obtained through the J1939 datalink (Refer to Section 2.9.1 Multiplexing).” to “The Clutch switch has two positions, PEDAL PRESSED (Clutch Disengaged) and PEDAL RELEASED (Clutch Engaged). The PEDAL RELEASED position indicates a closed switch connecting the circuit to ground, and does not affect any other features. The PEDAL PRESSED position indicates an open switch disconnecting the circuit from ground. This position inhibits or exits certain operational states dependent on clutch engagement. For example, PEDAL PRESSED (clutch disengaged) will disengage engine brakes.” Added text “(DOC+SCR)” and “(DOC+SCR).” 51, 94 Added row for “24V SPST Relay.” 51 Added row for “Idle Shutdown Relay.” 51 Added row for “24V / 30A SPST Relay.” 51 Added new section “Idle Shutdown Relay.” 61 Changed text from “Digital Vehicle Speed Sensor (VSS) Input” to “Vehicle Speed 66 Sensor (Digital VSS) Input.” Changed text from “Magnetic Pickup Vehicle Speed Sensor (VSS)” to “Vehicle Speed 67 Sensor (Magnetic Pickup VSS).” Added text “except QSF3.8<75hp.” 92, 93, 94, 95, 96, 97 92, 93, 94, 95, 96, Added row for “SPARE.” 97 92, 93, 96, 97 Added text “QSF3.8<75hp.” 93 Changed text from “Must be used” to “Available.” 94 Changed text from “Spare” to “Reversible Fan Pitch Sensor.” 94 Added text “QSL9 (DOC+DPR+SCR) and QSB6.7 (DOC+DPF+SCR).” 95 Added text “Fan Return.” 96 Added row for “Idle Shutdown Relay.” 104 Changed text from “9” to “6.0.” 131, 132, 133, Changed text from “NA” to “TX DOC+DPF+SCR.” 142 132-133, 142Added text “With SCR.” 147,149 -151, 169-171,177182,185-192, 194196, 198-204 132, 133, 199, Added text “DOC+SCR.” 203 143 Changed text from “NA” to “TX, RX With SCR.” 143 Changed text from “NA” to “RX With SCR.” 143 Changed text from “NA” to “TX, RX.” 143 Changed text from “NA” to “RX.” 144

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

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12Jun15

13

17Apr15

CEB 00503

Changed text from “Aftertreatment Selective Catalytic Reduction Operator Inducement Active” to “Aftertreatment Diesel Exhaust Fluid Tank Low Level 151, 176 Indicator.” 154 Added text “DOC+SCR.” 162, 194, 196 Added new section “PGN 130840 Proprietary OEM Torque Curve Control.” 163,199 Added text “X” (to enable Fault Codes for QSB4.5). 169, 176 Deleted text “X” (from Fault Codes 323, 325 for QSF3.8 and QSB4.5). 170, 181,182 Added text “X DOC+SCR.” 171-173,176, Added text “X With SCR.” 178, 181-184, Added text “X DOC+DPF+SCR.” 188,192,194 176, 202, 204 177 Changed text from “18” to “17.” 177, 183, 189, Deleted text “X” (from fault code 2754 for QSF3.8). 190, 193, 198, Added text “DOC+DPF+SCR.” 200, 203, 204 181 190 Added text “X” (to enable Fault Codes for QSX15). 194 Removed fault codes 4161, 4162 and 4163 from QSB4.5. 194 Changed text from “639” to “1761.” Changed text from “J1939 Network #1, Primary Vehicle Network (previously SAE 196 J1939 Data Link” to “Aftertreatment 1 Diesel Exhaust Fluid Tank Level.” Changed text from “SCR Operator Inducement Active – Condition Exists” to “Diesel 197 201 Exhaust Fluid Tank Low level Indicator.” 197, 201 Changed text from “520784” to “6799” (3 times). Changed text from “Fan Blade Pitch Position Sensor Circuit” to “Engine Fan Blade 197, 201 Pitch.” Changed text from “Fan Blade Pitch Position Sensor Circuit” to “Engine Fan Blade 197, 201 Pitch.” 197 Added text “Engine.” 198 Changed text from “5” to “7.” 199 Changed text from “Amber” to “Red.” 199 Removed QSX15 and QSG12 from fault code 5617. 199 Changed text from “16” to “15.” 200 Changed text from “18” to “17.” 200 Changed text from “20” to “21.” 200 Changed text from “20” to “2.” 200 Changed text from “0” to “15.” 201 Changed text from “1” to “17.” 201 Changed text from “5” to “2.” 203 Changed text from “3” to “5.” 203 Changed text from “None” to “Amber.” 203 Changed text from “611” to “976.” 203 Changed text from “System Diagnostic Code #1” to “PTO Governor State.” Removed fault codes 6551, 6552, and 6553 from QSF3.8 and QSB 4.5. Hareen Illa Added text “(Spal Fan Type)”. 43 Added text “There are two wire and three wire digital vehicle speed sensor options 67 available in the market. The sensor should be wired according to the guidelines specified in the datasheet.” Changed text from “MUST be used” to “Available”. 97 Changed text from “RX” to “NA”. 128 Added Fault Codes 1358 and 1359. 167 Added Fault Code 1976. 172 Added Fault Code 2638. 175 Added Fault Code 4677. 193 Added Fault Codes 5866, 5867, 5939, 5941, 6256, 6257, 6258. 198 Added Fault Codes 6259, 6263, 6264, 6265, 6336, 6337, 6418, 6419, 6421, 6422, 199 6456, 6457, 6458, 6459, 6462, 6463, 6464, 6467, and 6468. Added Fault Codes 6469, 6471, 6472, 6473, 6475, 6476, 6477, 6478, 6479, 6481, 200 6482, 6483, 6484, 6493, 6494, 6496, and 6497. Added Fault Codes 6498, 6499, 6511, 6512, 6513, 6517, 6521, 6522, 6523, 6524, 201 6525, 6526, 6527, 6529, 6531, 6532, and 6533. Added Fault Codes 6534, 6535, 6536, 6537, 6539, 6551, 6552, 6553, 6556, 6557, 202 6559, 6562, 6563, 6565, 6568, 6569, and 6571. Added Fault Codes 6581, 6582, 6583, 6584, 6596, and 6597. 203 Hareen Illa Changed text from “3.6.44” to “3.6.4”. 62, 63 Changed text from “If the Vehicle Speed Sensor requires supply voltage, provisions 68 need to be made to support for that.” to “The Digital Vehicle Speed Sensor (VSS) requires a power supply and return to be provided by the ECM.” Updated Figure 3-12”. 69 Changed text from “Air Intake Shut off” to “reversible fan purge/inhibit”. 90 Added text “Figure 4-6 Switched Sink Driver Output Simplified Circuit”. 106 Changed text from “TX” to “NA”. 141 Updated Fault Code 483 – Added text “X”. 164

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package 12

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10

15Jan 2015

10Oct 2014

11 Sep 14

Added Fault Codes 5278 and 5617. Hareen Illa Added text “AEB 27.10 Attachment L-Tier 4 Final IPT Verification Test Procedure”. Added text “QSG12”. Added text “For IPT Verification Test procedure refer to “AEB 27.10, Attachment LTier 4 final IPT Verification test procedure””. Changed text from “eHD10-9-1939P” to “HD10-9-1939P”. Changed text from “a certain duration” to “100 seconds after key off (70 seconds for QSG 12)”. Deleted text “This duration may vary based on the conditions listed above, application and engine condition at key off. Unswitched battery power must be available to the ECM for at least 100 seconds after these three conditions have been met.” Changed text from “Failure to provide the ECM proper power-down time would frequently allow the system to refill DEF and becomes susceptible to freezing damage.” to “For applications that require purging after key off, failure to provide the ECM proper power-down time would allow DEF to remain in the DEF lines making it susceptible to freezing damage.” Changed text from “Ensure the Keyswitch has been OFF for at least 100 seconds.” to “Ensure ECM has power after Key off for at least 100 seconds (70 seconds for QSG 12).” Added text “(70 seconds for QSG 12)”. Changed text from “RX” to “NA”. Changed text from “TX” to “NA”. Francois Added text”36. Sharp bends or excessive tension in the connector/sensor lead Mikobi, wire(s) can result in open conductors and damaged wire insulation. If the wire Hareen Illa tension is applied perpendicularly to the connector/sensor, distortion of the rubber grommet (wire seal) may occur causing increased environmental susceptibility. Any harness bend must not disrupt the integrity of the wire seals in the connector body and any bend radius SHOULD be greater than or equal to 1 inch.” Added text” The connector wire seal and insulation type must provide an adequate seal from dirt and moisture intrusion when the wire is inserted through the connector seal. Connector failures such as water intrusion and pin fretting are known to happen caused by improper wire insulation outside diameter and wires that are not routed straight for a minimum distance from connector. Follow the connector manufacturer’s recommendations for insulation outside diameter and bend radius. For additional protection against moisture intrusion and vibration, the use of a Backshell, boot or similar protective connector accessory, if available, is recommended.” Added text” For any component with wiring approaching from above, make sure to provide a drip loop to help prevent water intrusion.” Changed text from “Down” to “On”. Added text” ECM” and “AEB 24.53, Cummins Branded Starters, Alternators and Fuel Shut-Off Solenoids- Industrial Applications Requirements” Changed text from “TX” to “NA”. Added SPN 7033 & SPN 7034 under PGN 34048. Added SPN 7035 & SPN 7036 under PGN 64574. Added text “X”. Francois Deleted text “(reference table below)” from Section 2.7.8.1 (d) Mikobi, Bin Added new section “Engine Protection - Air Intake Restriction Monitor”. Chen Changed text from “E008” to “EP09”, from “Receptacle Pin” to “Pin terminal”, from “0144” to “0644”, from “(Orange)” to “-1939 (Blue)”, from “Plug” to “Socket”, from “0144” to “0644”, from “(orange)” to “-1939-P012 (Blue)”. Changed text from “18-20” to “16-18” and from “16-18” to “18-20”. Changed text from “The ECM illuminates the lamp after Key ON and remains ON until the ECM has powered down from completely, thus making it safe for the operator to disconnect the battery switch.” to “The lamp will illuminate immediately when key is detected by the ECM and will stay illuminated until the ECM has completed its power down functions and has gone into sleep mode. Note that this feature can be used as notification that it is OK to remove power from the ECM.” Added text “(see Note A)”. Added text “Note A: Relays should not be installed in such a way to expose the contact to water intrusion or dirt which may cause electrical short circuit.” Changed text from “FP02 (Silicone” to “P012 (Enhanced” and from “W2S-P012” to “W2SA-P012 (A Key)”. Deleted text “or lever” from item 3 in Section 3.8.7.16. Combined Table 4-2 and Table 4-3 into Table 4-2. Added “ECM Pin” column to Table 4-2. Changed text from “QSB4.5, QSB6.7, QSL9, and QSF3.8” to “QSB, QSL, QSF, QSX and QSG”. Deleted text "QSG12" in the “SPARE” row. Added row for “AFT PUMP RELAY FDBK” and “Available on QSG12 Application". Changed text from “Analog Input Pull-up (1K Ohms)” to “Analog Input Pull-down (47.5K Ohms)”.

CEB 00503 199 13 46 47 57 109 109 109

110 111 129 143, 151 5

92

92 109 116 143 153 153 180 43 45 58 60 62

64 64 75 88 99-100 99-100 99 99 99 99

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

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24 June 14

Kiran Madduri

CEB 00503

Added text “QSG12” to “OEM TEMPERATURE 2” row. 100 Deleted text "QSG12" from “SPARE” row for Pin 12. 100 Deleted text "QSG12" from “SPARE” row for Pin 16. 100 Added text "PUMP RPM FDBK” and “Available on QSG12 Application". 100 Deleted text "QSG12" from “SPARE” row for Pin 17. 100 Added text " PRESSURE SIGNAL” and “Available on QSG12 Application". 100 Changed text "(+)" to "(-)" in Table 4-3 for Pin 21 100 Changed text "(+)" to "(-)" in Table 4-3 for Pin 22 100 Added “Overview” section. 109 Changed text from “If a battery disconnect switch is installed that removes battery 110 power to the ECM, it must be installed on the positive circuit. This switch will remove battery voltage from all devices except the alternator. The use of a positive side disconnect reduces the possibility of ground loops that could damage the ECM or other electronic devices. To ensure proper storage of power down information (fault history, engine run time and etc.) and for the proper completion of DEF Purge cycle, please wait at least 70 seconds after the keyswitch is turned off before using battery disconnect switch to remove battery power.” to “The ECM must not be connected to a battery disconnect device unless dictated by statutory regulation. The ECM power must be connected directly to battery power. In installations where the OEM desires a battery disconnect for end user convenience it is recommended to install one as shown in the figure below which maintains direct connection of the ECM power to the battery. Where battery disconnects are required please consult your application engineer for proper steps to ensure the issues mentioned in Item 5. Engine Power-down are avoided.” Added “Figure 4-9 Battery Disconnect Switch”. 110 Changed text “70 seconds” to “100 seconds”. 110, 111 Changed text from “installed” to “required”. 111 Changed text from “TX” to “NA”. 140, 146, 151 Changed text from “NA” to “TX”. 150 Changed text from “3” to “4”. 195 Changed text from “520826” to “6882”. 199, 200 Deleted “X” from QSX15 and QSG12 columns for Fault Codes 5391, 5392, 5393, 199, 200 5394, 5395, and 5396. Added text “Maximum Current Through ECM Switch Return 6.0 Amps”, “Maximum 3 Current Through ECM Switch/Temperature/Level Return 6.0 Amps”, and “Maximum Current Through ECM General Return 6.0 Amps each”. 4 Changed text from “Appendix D” to “4.6.4 OEM Connector Grounding and Strain relief”. 4, 119 Changed text from “Regen” to “Exhaust System Cleaning (Regen)”. 4, 119 Changed text from “DPF” to “Exhaust System Cleaning (Regen)”. 4 Changed text from “under all operating conditions” to “from all operating stations”. 4 Deleted text “Note: DPF Lamp is applicable ONLY on QSX.” from Requirement 14. 5, 111, 112 Changed text from “7.0” to “6.0”. 5 Changed text from “gold” to “silver”. 5 Changed text from “The Coolant Level Sensor MUST be installed.” to “The Coolant Level Sensor or Coolant Level Switch must comply with AEB 24.18 Coolant System Design – Installation requirements for proper installation.” 5 Added text “when the lamp is active”. 38 Changed text from “service” to “INSITE”. 53 Changed text from “Diesel Particulate Filter (DPF) Lamp/Regeneration Lamp” to “Exhaust System Cleaning (Regen) Lamp”. 53 Deleted text “DPF Lamp on QSX15, QSX12 Regeneration Lamp on”. 53, 98 Added text “QSX15 and QSG12”. 53 Added text “(Refer to AEB 24.53 for more information)”. 53, 54, 60, 61, Changed text from “Regeneration” to “Exhaust System Cleaning (Regen)”. 87, 88 53 Added text “(OPT for QSG12)”. 60 Changed text from “Diesel Particulate Filter (DPF) Lamp (QSX15, QSX12) / Regen Lamp (QSB4.5/QSB6.7/QSL9/QSF3.8)” to “Exhaust System Cleaning (Regen) Lamp”. 60 Deleted text “The Diesel Particulate Filter (DPF) Lamp notifies the operator that the particulate filter is becoming filled and needs assistance from operator to regenerate within the next several hours of engine operation. Please refer to AEB 15.151 Aftertreatment Electronic Technical Package for lamp requirements.”. 60 Changed text from “regeneration” to “Exhaust System Cleaning”. 60 Added text “Note: The Regeneration Lamp is also called as Exhaust System Cleaning Lamp in T4F”. Added text “Note: The Regeneration Inhibit Lamp is also named as Exhaust System 61 Cleaning Inhibit Lamp in T4F”. 62 Changed text from “after Key OFF to indicate the state of power to the ECM” to “remains ON until the ECM has powered down completely, thus making it safe for the operator to disconnect the battery switch”.

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Added missing text “interfaces and installation”. Deleted row “Minimum Coil Resistance 6 Ohms @ 12V 12 Ohms @ 24 V” from Table 3-14. Changed text from”1216 2193” to “1216 2197”. Deleted text “3657186” from Mating Connector row. Made existing row 20 information into row 21 and added new information for row 20. Added text “stranded”. Deleted text “Regen Lamp” row of information from row 23. Changed text from “Diesel Part. Filter” to “Exhaust System Cleaning (Regen)”. Changed text from “Available On QSX15 and QSG12 Application” to “MUST be used On All Applications”. Changed text from “REGEN” to “Exhaust System Cleaning (Regen)”. Added text “MUST be used On”. Deleted text “DPF Regen Inhibit Switch” row of information from row 87. Deleted text “Diagnostic Switch/DPF Regen Force” row of information from row 91. Changed text from “PTC HEATER RELAY” to “SPARE”. Changed text from “100” to “200”. Changed text from “100” to “34”. Changed text from “20” to “16”. Changed text from “after the keyswitch is turned off” to “and for the proper completion of DEF Purge cycle”. Added text “after the keyswitch is turned”. Changed text from “however, they may be returned to the engine block round stud” to “in order to avoid shifts or noise in the ground, which could result in unwanted fault conditions”. Deleted text “In order to avoid shifts or noise in the ground, which could results in unwanted fault conditions, all ECM outputs should be returned to the appropriate ECM return (see Wiring Diagram). In the case where it is not feasible to do so, they may be returned to the engine block ground stud. The maximum current loading for all circuits on the ground needs to be considered in order to avoid exceeding the nominal 7.0 A rating of the return circuit. The wiring diagram depicts these recommended signal returns.” from Section 4.5.15.8. Added text “"For programs that the OEM's receive the 96-way connector boot and wire tie in a kit (Example: QSF3.8), the provided parts are to be installed on the Cummins engine wiring harness J1-96 way connector."” Updated figure in Section 4.6.4 by deleting the blue box on the Common Ground Location point. Changed text from “DPF” to “Regen”. Added text “an un-shielded”. Changed text from “quad” to “pair”. Added text “A) Override disabled (00) B) Speed control (01) (See Engine Requested Speed /Speed Limit below (4)) C) Torque control (10) (See Engine Requested Torque/Torque Limit below (5)) D) Speed/torque limit control (11) (Refer to 4 & 5 below)”. Changed text from “NA” to “TX”. Changed text from “TX” to “NA”.

08

17Feb14

Kiran Madduri

Added 61454 and 61455. Changed text from “RX” to “NA”. Added text “not”. Deleted text “of 6 seconds. The time limit is not imposed when the ISC1 message is from the PTO.” and “The last byte of the 8 bytes of data must be set to “FF” hex.” from Section 5.3.10. Added text “POI Lamp”. Added text “This feature can also be implemented when an array of electric fan motors are used. The multiple fans can be controlled via a single PWM control signal from the ECM provided that the total current draw of the PWM signal is less than the circuit’s capability. The ECM will be able to provide a PWM control signal to at least 8 fans. When this type of implementation is used, an external resistor needs to be added by the OEM in parallel to the Electrical fan to pull enough current through the signal line so that the diagnostics would work. The value of this Resistor should be around 120-180 Ohms. Figure 2-9 is an example of the Electronic Fan control circuit and on how the external resistance needs to be added.” Added Figure 2-9. Changed text from “for polluted” to “to high dust and dirt”. Added new section “Injector Performance Test (IPT)”. Added Figure 2-10. Added “Power on Indicator (POI) Lamp”, “Starter Lockout Relay”, “Dual Outputs Relay”, “CAC Out Temperature Sensor”, and “Reversible Fan Switch” to tables. Added new section “Power On Indicator (POI) Lamp”. Added Table 3-13. Added new section “Dual Outputs Relay”.

CEB 00503 63 63 73 73 77 92 95 95 95 96, 98 96 98 98 100 101 103 110 110 110 111 111

115 116 119 121 121 129

133, 144 136, 144, 146, 152 145 150 152 152

1, 18 43

44 44 46 47 53, 54, 55 62 62 66

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package Added Figure 3-9. Added Table 3-17. Changed text from “Idle Shutdown Temp” to “Signal”. Changed text from “210” to “150”. Changed text from “0.28 to 5.0 V” to “0.14 to 4.92 V”. Changed text from “Refer to OEM Temperature Sensor Sample Calibration Table 322” to “Refer to

66 66 72 72 72 72

Table 3-23 OEM Temperature Sensor Sample Calibration Table”. Updated OEM Temperature Sensor Sample Calibration Table. Changed text from “uses a 21-mm integral hex and M14 x 1.5-6H threads” to “also uses a 13/16-in integral hex and 9/16-18 UNF-2A thread”. Changed text from “FH23000” to “FH23029”. Added new section “CAC Out Temperature Sensor”. Added Table 3-29. Added Table 3-30. Added Table 3-31. Added new section “Reversible Fan Purge/Inhibit Switch”. Added Figure 3-40. Changed text from “QSM12” to “QSG12”. Changed text from “Available On All Applications” to “Available On QSB4.5, QSB6.7 Applications”. Added Reversible Fan Purge / Inhibit Switch information. Deleted text “Air SO Valve” from line 74. Changed text from “Relay” to “Power On Indicator (POI) Lamp”. Changed text from “/Tachograph” to “Speed”. Changed text from “Spare Lamp/Relay” to “Power On Indicator (POI) Lamp”. Changed text from “no” to “NA”. Added QSF3.8 and QSG12 information to Table 5-1. Changed text from “Not Available” to “TX”.

72 73

Added QSX15 information to 64800. Added 64914, 64947, 64992, 5631, 5632. Added information to 65279. Changed text from “TX” to “NA”. Added a new question in Frequently asked questions on Cummins Datalink Section. Added text “X” in 214, 237, 281, 288, 291, 343, 449, 528, 595, 687, 741, 742, 743, 1429, 1679, 1923-1928, 1932, 1938, 1939, 1963, 1964, 1974, 2321, 2322, 2372, 2571, 2572, 2659, 2732, 2733, 2754, 2878, 2881, 2964, 2998, 3164, 3232, 3253, 3254, 3316-3318, 3329, 3331,3535, 3724, 3726, 3751, 3753, 3917, 4437, 4517, 4721, 4722, 4737, 4739, 4769, 4863, 5193, 5215, 5271-5273, 5275-5277, 53915394, 5395, 5396, 5617, 5653, 5654, 9999.

07

18Nov13

Kiran Madduri

CEB 00503

Changed information in 4213. Changed information in 4533 and 4534. Changed information in 4841. Updated the engine program names from “QSB, QSL, QSF, QSX” to “QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15”. Replaced the name of program from “QSM12” to “QSG12”. Added text “Reversible Fan”. Removed AEB 15.89 from Reference Documentation section. Added AEB 15.198. Added new Section 2.2 How to Use this Section. Updated Sections 2.3.1, 2.3.2, 2.3.3, 2.3.4, 2.3.5, 2.3.6, 2.3.7, 2.3.8, and 2.3.9 by adding Operation, Programming dependencies, Hardware information for each section. Added Figures 2-1, 2-2, 2-3, and 2-4. Updated Sections 2.4.2, 2.4.3, 2.4.4, 2.4.5, 2.4.6 and 2.4.7 by adding Operation, Programming dependencies, Hardware information for each section. Added Figure 2.5. Updated Section 2.4.8 by adding more information on Engine brake Operation and added Table 2-2 Updated Section 2.4.10 by adding more information on Air Intake Restriction Monitor Operation and added Table 2-3. Updated Sections 2.5.2, 2.5.3, 2.5.5, 2.5.6 by adding more description regarding the feature. Updated Sections 2.6.1, 2.6.2, 2.6.3 by adding more description regarding the feature. Added Table 2-4 and Figure 2-6 for Dedicated PWM Output Feature. Updated Sections 2.7.1, 2.7.2, 2.7.3, 2.7.4, 2.7.5.

75 76-77 76 76 77 90 90 94, 98 97, 98 97 97 99 99, 100 100 127 130-152 133,134,135,136 ,138,141,143,14 4,145 134 136,145,152,201 145 145,152 160 162,163,164,165 ,166,167,168,16 9,170,172,174,1 75,176,177,178, 179,180,182,183 ,184,185,187,18 9,190,191,195,1 97,198,199,200, 201 193 196 198 Multiple Multiple 1 13 13 19 20-28

20-23 29-32 29 32 33 33-37 37-38 38, 39

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20Sep13

Kiran Madduri

Added Table 2-5 and Figures 2-7, 2-8. Added new Section 2.7.8 Fan Type. Updated Section 2.8.3. Updated Section 2.9.1, 2.10.2, 2.11, 2.12, 2.13.1, 2.13.2, 2.13.3, 2.14.1, 2.14.2. Added new Section 3.6.5 Starter Lockout Relay. Changed text from “x” to “If the Vehicle Speed Sensor requires supply voltage, provisions need to be made to support for that.” Added text “The single-ended minimum input voltage detection threshold for a logic high (Vih) is +3.2V as measured from the single-ended input pin and the ECM battery return pin. The maximum voltage for a logic low (Vil) is +1.65V.” Revised Table 3-17 and Figure 3-11. Added Figures 3-10. Added Figures 3-12 and 3-13. Revised Table 3-18. Updated Section 3.8.5. Changed text from “SPARE” to “DIGITAL VSS SIGNAL”. Changed SPN 4206 and 4207 from “Not Available” to “RX”. Changed SPN 3695 and 3697 text from “Diesel Particulate Filter” to “Aftertreatment”. Added SPN 4766 under PGN 64800. Updated PGN 64892 as available only for QSX15 and NA for other programs. Added PGN 64586. Deleted PGNs as they are not supported: 64914 and 94920. Updated PGN 65269 SPN 108 from “TX” to “Not Available”. Updated PGN 65270 SPN 173 from “Not Available” to “TX”. Removed PGN’s as they are not supported: 61454 and 61455. Added PGN’s 64588, 34048, 64697, and 64585. Updated Appendix A for QSB4.5, QSB6.7, QSL9, QSX15 and QSF3.8 Engine programs. Changed text from “high” to “low”. Changed text from “D” to “Data in Error”. Added FC 1943. Added text “Level”. Added text “Severe Level”. Changed text from “None” to “Amber”. Added FC 3613 and 3614. Added FC 4174 and 4175. Added FC 4484 and 4533. Added FC 4534. Added FC 4752 and 4753. Added FC 4956, 4957, and 5177. Added FC 5386-5389 and 5391-5395. Added FC 5396, 5585, 5617, 5653, 5654, and 9491. Added QSM12 information to AEB. Added Immobilizer, Dual Fan, and Air Intake Restriction Monitor to new features list. Removed Exhaust Throttle from new components list. Changed text from “5288411” to “5317106”. Added AEB 15.89. Added new Section 2.3.6 “Air Intake Restriction Monitor”. Added new Sections 2.6.8 “Hydraulic Fan Drive System” and 2.6.9 “Immobilizer”. Added text “QSB6.7, QSX” to 2-Position Engine Brake Level Switch. Added Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor Pin out Information. Added Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information. Added text “Please refer to Table 3-7 for J1939 connector pin out information. J1939+ (CAN_H) uses the yellow color- coded insulator and J1939- (CAN_L) uses the green color- coded insulator. All connections for connectors should utilize this color scheme to avoid any misconnections.” Changed text from “Framatome” to “Delphi”, from “16-18” to “18-20”, and from “1820” to “16-18”. Deleted Coolant Level Fault Code table. Added text “The Coolant Level Switch uses 2 states, Normal Level and Low Level. Depending on the Output resistance at Pin J2-35 and J2-32 the normal and low coolant level are defined. Please refer to Table 3-3 to check for the switch specifications.” Deleted text “Multiple coolant level switches can be used to detect multiple predetermined critical levels and the ECM can set different lamps and fault codes to indicate different conditions. The coolant level switch can be either switch-toground or switch-to high type.” Changed text from “characteristics” to “specifications”. Deleted text “(for the switch-to-ground type).”. Added text “and Figure 3-39 for Coolant level Switch Equivalent circuit”. Revised Table 3-33. Revised Figure 3-35 and Added Figure 3-36.

CEB 00503 38-41 38-41 43 45 45-48 63 65 65 66 66 67 67 76 91 125 126 129 130-131 131-132 132 141 141 143 149 158-198 160 161 171 174, 176 176 184 185 190 192 193 195 196 197 198 All 1 1 2 12 20 24 31 33 35 36

37 43 64

64

64 64 64 64

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Revision 21, 18 March 2019

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© Copyright 2019 Cummins Inc.

CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

CEB 00503

Changed text from “All” to “QSB, QSL, QSX, QSF”. Added “Pump RPM Control” and “Spare (QSM12)”. Added “Spare” and “UL2 Temperature Sensor Signal”. Separated Item 23 into 2 lines and defined each part. Separated Items 41 and 42 into 2 lines and defined each part. Added “UL2 DEF Dosing Injector Valve Low” and “UL2 Pump Motor Return”. Separated Item 74 into 2 lines and defined each part. Added “UL2 DEF Dosing Injector Valve High”. Added “UL2 Pump Motor Supply” and “Spare”. Separated Item 80 into 2 lines and defined each part. Added “DPF Regen Inhibit Switch” and “Diagnostic Switch/DPF Regen Force”. Added “OEM Pressure”, “PTC Heater Relay”, “J1939(+) Datalink 2”, “J1939(-) Datalink 2”, and “Switched_Battery”. Changed text from “9” to “11”. Removed PGN’s as they are not supported: 64946, 64947, 65249, 61491, 64927, 64929, 64920, 64891, 64732, 65276, 64712, 64931, 64916, 64765, 64754, 64720, 36864, 256, and 64878. Changed text from “TX” to “RX” and from “RX” to “Not available. Added PGN 65177. Added QSB4.5 and QSF3.8 information to Appendix A. Updated Fault Codes: 237, 449, 497, 686, 2183, 3186, 3213, 3298, 3315-3319, 3326, 3525, 3765, 3766, 3866, 4951, 4952. Added Fault Codes: 488, 3243, 3713, 3735, 4731, 4732, 4936, 4937, 5183-5185, 5221, 5247, 5248, 5271-5477, 5291, 5292, 5387, 5576. 05

29May13

Kiran Madduri

04

07May13

Kiran Madduri

Updated Table 3-8: - Changed text from “5314919” to “13957208 (Alternative)”. - Changed text from “Cummins P/N” to “Electricpack”. - Added text “Rubber boot P/N 5314919 (Cummins P/N)”, manufactured by Anixter. Added QSF3.8 and QSB 4.5 engines to AEB. Added new components in Tier 4F list - Exhaust Throttle, Pressure relief valve (PRV). Included a note where it talks about the minimum voltage required during engine cranking. Added items 34 and 35 to Installation Specifications Requirements Summary table. (These requirements are not new, but just now being added to the table.) Deleted the Constrained operation curve graph in Section 2.3.1. Moved the ASO valve information into Section 2.7 as it is not a Cold Start Aid. Updated the Electronic Fan Clutch signal Section 2.6.6 by deleting text “From the parameters listed in Table 2-1 Electronic Fan Clutch Parameters, Coolant temperature and IMT are required for the fan clutch control. If the Cummins Electronic fan clutch is used, then OEM temperature 1 input must be turned on for monitoring the charge air cooler (CAC) output temperature.” Added new Section 2.12.5 CAC out temperature sensor. Added QSF application to Table 3-1. Added Coolant Level Switch and Frequency Throttle to Table 3-1. Updated Rubber Boot Part Number from 13957208 to 5314919. Added new Section 3.8.7.19 Coolant Level Switch. Deleted bullet points in Section 4.1.1 and added text “Please refer to Installation Specifications Requirements Summary table.”. Updated Table 4-1 by including information for engine programs QSB4.5 and QSF3.8. Changed items 16, 18, 63, and 64 from “47” to “47.5”. Changed items 59 and 60 from “MUST be used On All Applications” to “Available On All Applications”. Clarified item 75 to: “INTAKE_AIR_HEATER_RELAY / Ether Start”. Updated Table 4-2 by including information for engine programs QSB4.5 and QSF3.8. Updated Pin 1 by changing “5V” to “12V”. Changed items 3, 13, and 21 from “47” to “47.5”. Added Table 4-3 by including OEM 24pin connector information for engine program QSX. Renamed Section 4.5.15 to “Switch and Sensor Grounding requirements and Recommendations”. Moved the zip tie information in Section 4.6.6. Added Figures 4-11 and 4-12 for zip tie section. Included title of Section 5.1.1 as “J1939 Physical Layer”. Filled in the “Use” column in the table. Included information for PGN 64775 in Table 5-1. Deleted Appendix A that was empty and added a note after Section 5.5.2 regarding the information for J1939 failure mode code identifier and description.

65 69-73 69 70 70 71 71 72 72 73 73 73 75 78 109, 114, 118, 119, 120 113 124 132-171 134,137-139, 146,153,155,156 ,158, 161, 162, 170 138,154, 160, 161, 168-171 35

1, 2, 25, 35 1 2 5 19 21, 24 22

26 28-30 29 34 64 66 68-72 68-70 70 71 72-73 72 72-73 73 84 90 91 116-125 125 131

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CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package

03

02

01

25Feb13

24Oct12

26Oct11

Renamed Appendix from “B” to “A” and made the table header display on every page. Renamed Appendix from “C” to “B”. Updated AEB by making some formatting changes. Kiran Changed “recommendations” to “requirements”. Madduri Added DEF and DPF to Frequently Used Acronyms section. Included a Note in Section 2.3.1 (Constrained Operation curve). Re-titled Table 2-1; was “Fan Parameters”, is “Electronic Fan Clutch Parameters”. Added “CAC Outlet Temperature” to Table 2-1. Added new section 2.6.7 – Dual Fan Clutch. Included a Note in Section 3.4.2 regarding zip ties for TBAP sensor. Changed the OEM 96 pin Connector P/N in Table 3.6 from 13964577 to 13964572. Removed Table 3-14 as the Relay P/N became obsolete. Updated Table 4-1 with below changes: Pin J2-14 (Changed 23.87 to 23.75) Pin J2-21 (Datalink 4+), SPARE on all applications Pin J2-22 (Datalink 1+) Pin J2-36 (Pull down 47.5 K Ohms) Pin J2-45 (Datalink 4 -), SPARE on all applications Pin J2-46 (Datalink 1-) Pin J2-66 (Available on all applications). Updated Section 4.5.16. Updated the sentence saying that relays and solenoids must be referenced to ECM Return. Changed text from “Requirements” to “ECM”. Updated Table 5-1 with SPN information for all the PGN’s. Updated Table 5-1 by including the list of new PGN’s that are added to T4F. Updated Appendix B by adding a new column for QSX. Shwetha Deleted the Air inlet restriction monitor feature. Prasad Added Tampering/Malfunction. Added DEF Supply Module, DEF Dosing Module and Decomposition Reactor Tube (DRT). Clarified items on the Data Sheet. Wire Gauge Updated to meet the Delphi recommended wire Size for 96 pin OEM Connector. Added AEB 15.165 to Reference section. Updated Constrained operation curve information. Swapped the information in the parenthesis. Added Regeneration Lamp. Removed Constrained Operation Switch. Updated Regeneration Disabled Switch and Manual Regeneration Initiate Switch Applications. Updated 96 pin connector related Part Numbers. Updated the WIF connector and terminal part number, deleted comment about the WIF sensor harness. Updated Connector pin out details for 96 and 24 pin connectors. Updated ECM requires the unswitched battery supply be maintained for at least 70 seconds after key off. Created Section 4.6. Corrected pin number, was 60, is 96. Added Remote mount requirements, Harness boot requirements, grounding and Strain relief. Updated SAE Diagnostics Fault codes table. Srinivasa Initial Draft Kurakula

CEB 00503 133 164 multiple 12 16 20 24 24 24-25 32 35 41 68-70

85 89 102-116 116-125 134-163 1 1 1 2 2, 3, 4, 33, 34, 36, 65 83, 86 12 20 22 29, 36 30, 31 35 49 69-73 83 86, 87, 88-90, 127-154

All

Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.

Revision 21, 18 March 2019

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© Copyright 2019 Cummins Inc.