qsx15 ecm

AEB 10.151

Application Engineering Bulletin Subject

This AEB is for the following applications: Electronic Features Technical Interface Package for CM570 QSX15 G-Drive engines. Automotive

Industrial

G-Drive

Genset

Filtration

Marine

Emissions Solution

Date 7 May 2007

AEB Number 10.151

Engine Models included: QSX15 CM570 Tier 3 Generator - Drive Engines Author: Parul Malik

Approver: per Procedure 9183OPS-04-10-01

Page 1 of 41

Scope: This document is intended to help in understanding the Electronic Features Technical Interface for the QSX15 Tier3 (HPI-TP Fuel system) Generator-Drive engines. This information is intended for use by customers of Cummins Generator-Drive Engines fitted with the CM570 Electronic Control Module (ECM) to provide an understanding of: • Electronic Features including Engine Protection • Electronic Components • Installation and Interfacing • Diagnostics • Serial Communication

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Table of contents List of Acronyms-------------------------------------------------------------------------------------------------03 Definitions---------------------------------------------------------------------------------------------------------06 Reference Documentation ------------------------------------------------------------------------------------08 Purpose -----------------------------------------------------------------------------------------------------------09 Control Features ---------------------------------------------------------------------------------------------- 100 RUN-STOP/E-Stop/Keyswitch --------------------------------------------------------------------------10 Engine Protection -----------------------------------------------------------------------------------------------11 Features Inputs & Outputs-------------------------------------------------------------------------------11 Shutdown strategy -----------------------------------------------------------------------------------------12 Overspeed Shutdown -------------------------------------------------------------------------------------12 Engine Protection Witness Test ------------------------------------------------------------------------12 Datalinks & Diagnostics ---------------------------------------------------------------------------------------13 Requirements -----------------------------------------------------------------------------------------------13 Recommendations-----------------------------------------------------------------------------------------14 Fault_dia_troubleshooting -------------------------------------------------------------------------------14 Onboard Diagnostics--------------------------------------------------------------------------------------15 Offboard Diagnostics--------------------------------------------------------------------------------------15 Sensors------------------------------------------------------------------------------------------------------------16 Coolant Level Sensor -------------------------------------------------------------------------------------16 Water - in - Fuel Sensor ----------------------------------------------------------------------------------16 Electronic Control Module Harness Interface/Connectors --------------------------------------------18 9-Pin Datalink Interface Connector --------------------------------------------------------------------18 3-Pin Datalink Interface Connector --------------------------------------------------------------------19 50-Pin OEM Connector-----------------------------------------------------------------------------------20 31-Pin OEM Connector-----------------------------------------------------------------------------------22 Appendix A - Serial Communications ----------------------------------------------------------------------23 - J1939 messages ------------------------------------------------------------------------------27 Appendix B - Failure Mode Identifier Codes for J1939 ------------------------------------------------35 Appendix C - Cummins Fault Codes for QSX15 --------------------------------------------------------40 Appendix D - Cummins Wiring Diagram for QSX15----------------------------------------------------41 Document Revision History------------------------------------------------------------------------------------42

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List of Acronyms AC A/D

AEB Amps AWG

Alternating Current Analog to digital. Typically a sensor that converts an analog input(like pressure) into a digitized format(usually voltage) Application Engineering Bulletin Amperes American Wire Guage

B+ BAM

Battery Positive Broadcast Announce Message

CAN CE CES CN CSA CTS

Controller Area Network Communauté Européene or Conformité Européene Cummins Engineering Standard SPN Conversion Method Canadian Standards Association Clear to send

DA DM DTC

Destination Address Diagnostic message Diagnostic Trouble Code

ECM ECU EFC EFT ESD EPS ESS

Electronic Control Module(electronic controller) Electronic Control Unit(electronic controller) Electronic Fuel Control Electrical Fast Transient Electro-Static Discharge Engine Position Sensor Engine Speed Sensor

FAE FMI FSO FSOV

Full Authority Electronic Failure Mode Identifier Fuel Shut-Off Fuel Shut-Off Valve

GND GOEM

Ground G-Drive Original Equipment Manufacturer

HCT HET HHP HP HSI

High Coolant Temperature High Engine Temperature High Horse Power Horse-Power High Speed Idle

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Hz

Hertz

IMV INC/DEC In ISO

Inlet Metering Valve Increment /decrement Switch Inches Internation Organization for Standardization

Kg KW KWe KWm

Kilogram Kilowatt Kilowatt electrical Kilowatt mechanical

Lb LED LOP LSI LSG LT

Pound Light Emitting Diode Low Oil Pressure Low Speed Idle Low Speed Governor Low Temperature

mA MID MR

Milli-ampere Message Identifier Midrange

NFPA NC and NO

National Fire Protection Association For relays and switches - refers to normally closed (NC) or normally open (NO) contacts.

OC OEM OPS OR OS

Occurence Count Original Equipment Manufacturer Oil Pressure Sensor Boolean Logical OR operator Overspeed

Psi PGN PID PTO PWM

Pounds Per Square Inch Parameter Group Number Parameter Identifier Power Take-Off Pulse Width Modulation

QSX

The Tier III product of the QSX15 engine

RPM RTS RX

Revolutions Per Minute Request to send Receive

SA

Source Address

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SAE SID SPN SPST

Society of automotive Engineers Suspect Identifier Suspect Parameter Number Single Pole Single Throw

TBD TP TX TXD

To be Determined Transport Protocol Transmit Transmit Data

UADL

User Activated Data Logger

V VDC VAC

Volts Voltage-Direct Current Voltage-Alternating Current

°C °F

Degree Celsius Degree Fahrenheit

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AEB 10.151

Definitions A/D Analog to digital. Typically a sensor that converts an analog input (like pressure) into a digitized format (usually voltage). AEB Application Engineering Bulletin. CM570 Electronic Control Module used on G-Drive QSX15 Tier III 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. Disable To turn a feature off with a service tool, making it inaccessible to that application. An application cannot use a disabled feature until enabled with a service tool. 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 50-Pin Connector and the 31-Pin connector for coolant level. Enable To turn a feature on with a service tool, making it accessible to that application. The relevant algorithms will be considered by the ECM at the appropriate times. 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. Hall Effect Sensor A magnetic pickup sensor that counts gear teeth rotation or other magnetic irregularity to provide an input for engine speed calculation. Latched A switch action characteristic indicating the switch will maintain that position at rest once initially moved into it. Examples: Home light switches, Caps Lock keys on a keyboard. 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. 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 unpowered 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 Cummins Confidential

AEB 10.151

“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. OEM Original Equipment Manufacturer; for the purposes of this Technical Package, the organization installing the Cummins engine into an application (Genset etc). On/Off (With respect to a feature) Activating or deactivating a feature with a switch or other normal means. 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). Pulldown Resistor A resistor connecting a circuit to ground. Pullup resistor A resistor connecting a circuit to a source voltage; may be connected to battery or some other supplied voltage. 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. J1939 is simultaneously able to support all functions of the J1587 and the control system support, but it does not support actual J1587 commands. It is the Recommended Practice for Serial Control and Communication Vehicle Net-work. VBatt + This refers to the application’s electrical system voltage. .

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Reference Documentation Publication Title TM

INSITE

User’s Manual……………………………………………………………….3886388

TM (

INSITE

Bulletin Number

V6.5.1 or later) ServiceTool……………………………………………….3886388

QSX15 Tier3Generator-Drive Control System Wiring Diagram…………………… ( See Appendix D for the G-Drive CM570 Wiring Diagram)

QSX15 Troubleshooting and Repair Manual ………………………………………..3666259 QSX15 Service Products Catalog……....……………………………………………..3377710 QSX15 Base Engine O&M Manual…………………………………………………….3666423

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Purpose: This Application Engineering Bulletin (AEB) provides a description of the electronic features for the QSX15 Tier3 Generator-Drive Electronic Control Module (ECM) with the Cummins Proprietary Power Generation Interface J1939 PGNs. The information focuses on “customer interface” features such as those requiring the use of SAE J1939 datalink interface for control and monitoring of the engine. NOTE: Customers interested in the CM570 version of the QSX15 can control the engine over the datalink ONLY. Please refer to Appendix A for detailed information on standard and proprietary messages supported by the ECM. Please note that these customers also need to hard-wire the Emergency Stop (E-Stop) switch. Cummins is constantly working with OEMs and datalink device suppliers to maximize its engine compatibility with a wide range of devices. When using or developing a new device to interact with Cummins engines via J1939 datalinks, it is strongly recommended that you contact your OEM application engineer. SERVICE TOOL INTERFACE: INPOWERTM does NOT support the CM570 module. INSITETM (V6.5.1 or greater) can be used to monitor features & parameters, log data and perform fault diagnostics. INSITE™ Electronic service tool, Version 6.5.1 or higher can also be used to download calibrations. The PRO-Industrial version of INSITETM 6.5.1 (P/N 3886386) is needed to perform Calibration Downloads. Basic and Lite are versions of INSITETM for monitoring and troubleshooting. Part number 3886388 is what should be ordered for INSITETM. When this number is ordered, the customer will get the most recent version of INSITETM. NOTE: INSITE is not capable of making adjustments to unique Powergen features. Refer to the QSX15 Tier 3 G-Drive Wiring Diagram in Appendix D for pinout information on the 50-pin and 31-pin OEM connectors on the ECM and engine harness respectively.

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Control Features Switch Inputs Run-Stop/Emergency Stop (E-Stop)/ Keyswitch The Emergency Stop, or E-Stop, feature is implemented by providing a normally-closed momentary bi-state signal, or switch. This switch signal provides a means to immediately shutdown the engine during an emergency condition. The ECM hardware will react in a manner as to disable fuel flow to the engine whenever the E-Stop button is pressed. The ECM will power down and stop the tool communication and broadcast of J1939 messages. OEM Hardware: The E-Stop switch will be a Push-Pull switch (SPST = On-Off). This looks like a momentary action push switch but it is a standard on-off switch: push once to initiate the E-Stop switch, pull the switch back by hand to close the circuit. This is called a Latching action. The EStop switch can be activated by simply pushing on the front cap to immediately break the circuit. Example :

Fig 1.

This feature interface is accessible at the 50-pin OEM Connector of the CM570 module. Look at the wiring diagram in Appendix D for pinout information.

NOTE: •

In order to perform diagnostics, the OEM must make provision for powering the ECM without cranking (starter Lockout)

•

Wait for 30 seconds after engine RPM goes to zero before reconnecting the Estop circuit ( or disconneting battery power) in order to save powerdown memory data. Powerdown data includes: ECM run time, fault codes etc.

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Engine Protection The Engine Protection System on electronic engines is designed to prevent 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. When an Engine Protection Fault (EPF) occurs, the electronic engine controller warns the operator with a lamp signal, and can also shutdown the engine when certain conditions exceed limit thresholds. The Engine Protection System helps to prevent progressive engine damage by proactively warning the equipment operator of potentially damaging engine conditions and by shutting the engine down. This will result in a potential reduction in repair costs and engine downtime. Operator training remains an important element of the Engine Protection Strategy. Should the equipment operator elect to avoid the Engine Protection functions, engine damage can result. Feature Inputs/Outputs The EPF uses a combination of any of the following engine controller sensor inputs. Input Channel Coolant Level Coolant Temperature

Input type Discrete Physical Analog Physical

oil Pressure

Analog Physical Intake Manifold Temperature (Charge Temperature) Analog Physical Table1. Monitored critical parameters, and corresponding Engine Protection availability

Note: The Engine protection thresholds are not user configurable using the service tool. Channel Oil Pressure Warning Shutdown Coolant Temp Warning Shutdown Coolant Level Warning Shutdown Intake Manifold Temp Warning Shutdown

SPN

FMI

100 100

18 1

110 110

16 0

111 111

18 1

105 105

16 0 11

AEB 10.151 Fuel Temp Warning Shutdown Coolant Pressure Warning Shutdown Oil Temp Warning Shutdown Overspeed Warning Shutdown Crankcase Pressure Warning Shutdown

174 174 -

16 0 -

109

1

175 175

16 0

-

190

-

16 -

101

0

Shutdown Strategy After the engine protection control feature has determined that a shutdown will be initiated, the Common Shutdown fault lamp will flash for a short time before the shutdown occurs. The flashing of the lamp serves as an indicator that a controls-directed shutdown is imminent. Overspeed Shutdown Threshold At 50Hz: 1725RPM At 60Hz: 2070RPM

NOTE: The Overspeed Shutdown is not overridden by the Shutdown Override Feature. Engine Protection Witness Test Cummins Proprietary engineering tool (Calterm III) required. Please contact Application Engineer at Cummins for EPWT demonstration. This test allows a demonstration of engine protection to the customer using the Cummins Calterm III engineering tool. The witness test will be disabled after either some period of time or event (example: tool disconnected) and the ECM will default to its original settings.

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AEB 10.151

Datalinks and Diagnostics 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 QSX15 CM570 engine as well as the J1939 messages supported. Requirements 1. Engine fault lamps which are directly connected to the lamp pins on the OEM interface

connector are required. If the OEM processes and displays engine fault information, a fault lamp directly connected to the lamp pins on the OEM interface connector for the highest severity fault level is required as a redundant fault notification system. 2. The J1939 (physical layer) datalink maximum bus length of 40 meters and the network can have a maximum of 30 node connections at a given time. 3. The OEM must supply a J1939 service connection on engine when creating a backbone harness. 4. To maintain J1939-11 off-board diagnostic tool compatibility, the cable stub length for the diagnostic connector is 2.66m maximum for the engine, and 0.33m maximum for the offboard diagnostic tool. The total stub length should not exceed 3 meters. 5. The connection from the backbone to each node (electronic controller) is called a stub and it can be a maximum of 1-meter. 6. J1939 interconnect pins for Quantum must be gold Recommendations 1. 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. 2. 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 Advanced Diagnostics Advanced diagnostics are included to make these engines straightforward to repair and service. Diagnostic examination of a fault or maintenance condition can occur through onboard or offboard systems. Onboard Diagnostics • • •

Extensive fault detection fault capability within the ECM Fault Code Flash Out Fault lamps to indicate warning/stop

Offboard Diagnostics The Cummins INSITETM Electronic service tool is a windows-based PC service tools for Cummins Powergen engines. It is used to help set-up, troubleshoot and repair these engines.

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Onboard Diagnostics Fault Detection: Faults are detected when the ECM is powered (E-Stop circuit is closed ). 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 common warning lamp (amber) or the common shutdown lamp (red). Flash Out of Fault Codes: Fault flash out mode can be entered through the use of the Diagnostic switch. To enter the fault flash out the RUN/STOP switch must be in the RUN state and the E-Stop circuit closed with the starter disengaged (ECM powered, engine speed = 0RPM).The diagnostic switch may also be multiplexed on the J1939 datalink. 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 switch is used to sequence forward or backwards through the active faults. 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 being on for 0.5 seconds, and off for 0.5 seconds. A pause between fault code digits has duration of 2 seconds.

Figure 2: Example Fault Code Sequence

Note: •

In order to perform diagnostics, the OEM must make provision for powering the ECM without cranking (starter Lockout).

Fault Lamps: The CM570 controller systems use two mandatory indicator lamps – the common shutdown lamp and the common warning lamp. If the ECM is powered (E-Stop circuit closed) 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. See illustration below where they are all on and then go off one at a time, at an interval of 0.5 seconds each.

WARNING STOP

WARNING STOP

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Warning STOP

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Figure 3: Fault Lamp Sequence

Common Warning Lamp - The Common warning lamp provides important operator messages.

These messages require timely operator attention. The Common warning lamp is also used to delineate diagnostics fault codes. Common Shutdown Lamp - The Common Shutdown lamp provides critical operator messages. These messages require immediate and decisive operator response. The Common Shutdown lamp is also used to flash out diagnostic fault codes.

Sensors Refer to the table below for sensors on the QSX15 Tier3 platform engine harness. Sensors Engine Camshaft Position Sensor Engine Crankshaft Speed Sensor Oil Pressure/Temperature Sensor Coolant Temperature Sensor IMP & IMT Combo Sensor Fuel pressure Sensor Ambient Air Pressure Sensor Table2.

Water-in-Fuel Sensor On the QSX15, the WIF harness is a part of the standard engine harness.

OEM Supplied Coolant Level Sensor Acceptable Coolant Level Switch Application – This device is suitable for use as a Coolant Level Switch. Its complementary outputs satisfy the unique functional requirements of the OEM interface. Hardware – The switch is manufactured by Robert Shaw. The switch is an electronic switch which operates on the capacitance sensing principle. The probe of the component detects a change in electrical capacitance when the liquid displaces the air immediately surrounding the probe. The change is converted within the component into the required logic. The sensor requires a +5V power supply for operation, which is available from the ECM. The switch 15

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mates to a Packard Metri-Pack 150 series connector. A cable seal and secondary lock are available and required.

Fig 4: Coolant Level switch drawing Acceptable Coolant level switch Part list Item Manufacturer Switch Connector & Seal Secondary Lock( TPA) Cable Seal( White)

Robert Shaw Packard Packard

Manufacturer Number 85927-C1 1206 5298 1206 6176

Packard

1208 9678

16

Part Cummins Number 3612521 3617139 3620902

Part

AEB 10.151

Electronic Control Module Harness Interface Connectors The heart of the electronic system is the CM570 controller (ECM). The CM570 ECM has a 50 pin connector for the OEM harness and a 31-pin connector for the coolant level sensor connections. Connector Function

Connector Type

OEM

31 Pin

OEM

50 Pin

Connections 4-Pin Coolant Level Sensor J1939, Keyswitch and power

Table3. ECM OEM Connector Types

9-Pin Datalink Interface Connector This is the Cummins recommended connector. The 9-Pin Datalink Interface Connector connects electronic tools (INSITETM) to the ECM and allows transfer of SAE J1939 data. This is the recommended connector on the OEM side for maximum service functionality. Every Tier 3 G-Drive Cummins engine should have a 3-Pin Datalink Interface connector, a 9-Pin Datalink Interface connector, or both for service accessibility on the OEM side. Connector installation must meet requirements defined in Appendix A. This connector is a 9-pin Deutsch HD10 series. Two types of terminals are available, a solid and a stamped and formed (S&F). Both types are gold plated.

Fig 5. 9-Pin Datalink Interface Connector

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Cummins Part number : 3163295(Plug) Manufacturera

Part Number

Plating specified

Wire Gauge

Deutschb

HD10-9-1939P

Gold

18 AWG

Connector 9-Pin Datalink Interface Connector

Solid Terminal: 0460-202-1631 S & F Terminal: 1060-16-0144 *Protective Cap : HDC 16-9

Table 4. 9-Pin datalink Interface Connector * Tiewrap the protective cap to the main engine harness to prevent loss

J1939/11 Datalink Connectors (3-pin connector for Engine Side Tool Port)

All applications containing an SAE J1939 backbone should have the three J1939 Datalink connectors associated with the Engine side tool port. The three J1939 Datalink connector descriptions follow: a Plug, Receptacle, and a Termination Receptacle. 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 3way 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. c. Termination Receptacle Hardware Each end of the backbone uses a Termination Receptacle. This pre-assembled 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 warranty the durability or reliability of any non-Cummins manufactured part. See Table 4 & 5 for examples of connectors.

Fig 8 J1939 Datalink Engine Side Tool Port 3-pin Connectors

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Figure 6. J1939 Datalink Connectors Cummins Part number: 3824290(Plug) Connector

Manufacturera

Part Number

Plating specified

Wire Gauge

J1939/11 Datalink Connectors

Deutschb

Plug - DT06-3SE008 Receptacle DT04-3P-E008 Terminal Receptacle DT04-3P-P006 Receptacle Pin Reel - 1060-160144 Wedge Lock W3P (Orange) Plug Terminal Reel - 1062-160144 Locking Insert W3S (orange)

Gold

18 AWG

Table5. J1939 Datalink (3-pin) Connectors

50-Pin OEM Connector Application – This connector system utilizes 20 AWG gold sockets with 20 AWG cavity plugs, and a convoluted wire seal. It is environmentally sealed, hard-shell connector. The plug is keyed to fit the mating module header and is secured to the ECM with one socket head capscrew. The OEM connector is used as an integral part of an electronic control module for the wiring harness interface. Cavity plugs should be inserted in any unused cavities.

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Hardware – This connector is a 50-pin Deutsch DRC series, key 01. Terminals are gold-flashed sockets. Figure 9 shows an OEM 50-Pin Connector with a 90º backshell. Some OEM harness configurations may not require the 90º backshell.

Fig 7: OEM 50-Pin Connector

50-Pin OEM Connector Part List Item

Manufacturer

Manufacturer Part No.

Cummins Part No.

Connector, Key-01

Deutsch

DRC26-50S-01

3657520

Terminal Reel

Deutsch

1062-20-0144

3658470

900 Backshell

Deutsch

0528-001-5005

3658522

a

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

b

Deutsch does not allow the use of connector lubricant with any of their connectors

Note: OEM interface directly to these ECM connectors is prohibited. The connectors are keyed to fit the respective mating module headers and are secured to the ECM with a single socket head capscrew each. There are a limited number of OEM features accessible through Engine Interface Connectors. OEM interface directly to this ECM connector is prohibited. OEM interface connections are only allowed to 50-Pin and 31-Pin Connectors.

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31-Pin OEM Connector Application – This connector mates with the 31- pin general disconnect which is mounted on an engine bracket. This connector carries OEM signals for a 4-pin coolant level switch. Refer to acceptable coolant level switch specifications in this tech package. Hardware – This connector is a 31-pin Deutsch HD30 series. Terminals are nickel-plated sockets. The assembly shown below is the -059, which includes a backshell kit. The backshell kit is recommended.

Fig 8: 31-pin OEM connector 31-Pin OEM Connector Part List

Item

Manufacturer

Manufacturer Part No Cummins Part No.

Connector

Deutsch

HD36-24-31SE

3659012

Connector & Backsh Deutsch kit

HD36-24-31SE-059

3171028

Backshell Kit Only

Deutsch

0409-201-2400

Terminal Reel

Deutsch

1062-16-0122

3615978

Sealing Plug

Deutsch

HD10-114017

3824002

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APPENDIX A Serial Communications Applicable SAE Documents This document, along with the SAE specifications listed below, contains the information required to apply the J1939 datalink interface to applications.

SAE J1939

Recommended Practice for a Serial Control and Communications Network (April 1997). 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 J193911

Physical Layer (March 1997). Operates at 250K bits/sec, linear bus with Twisted Shielded Pair cable.

SAE J193912

Physical Layer (Working draft is ISO 11783 Part 2, May 1997). Operates at 250K bits/sec, linear bus with twisted quad cable

SAE J193913

Off-board Diagnostic Connector (January 1997). Specifies 9-pin Deutsch that will provide a connection to J1939, J1587, a second CAN network for implements, unswitched power and ground.

SAE J193921

Data Link Layer (July 1998). Specifies CAN 2.0b as the message protocol to be used. Also defines an interface to the application layer of J1939.

SAE J193971

Vehicle Application Layer (May 1996 plus 1/97 addendum). 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 J193973

Diagnostic Application Layer (October 1998)–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 J193981

Network Management (November 1996)

Applicable Cummins Documents

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Installation Requirements • • • •

The J1939 (physical layer) datalink maximum bus length of 40 meters and the network can have a maximum of 30 node connections at a given time. The OEM must supply a J1939 service connection on engine when creating a backbone harness. The connection from the backbone to each node (electronic controller) is called a stub and it can be a maximum of 1 meter. Datalink Device Power Connects: When connecting other devices/tools to the ECM via serial datalinks (J1939), the devices must share a common connection to the Battery (). The external device power supply grounds must also share the common connection to Battery (-).

Installation Recommendations • 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 multiplex (communicate) with our engine via the J1939 datalink, it is recommended that you contact your application engineer.

CM570 Controller Serial Communications The intent of this document is to provide information pertaining to application of the CM570 controller’s serial communications interface to QSX15 Tier 3 G-Drive engine platforms. The acronym form for the controller is ECM (engine control module) except for SAE references, which use the acronym ECU (electronic control unit). 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 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. 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. Stub -The connection from the backbone to each node (electronic controller) is called a stub and it can be a maximum of 1 meter (approximately 3.3 feet) in length. Shield – Electrical connection to the shield is achieved by the drain wire at the 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 locations, it is connected 23

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electrically to the next segment of the shielded cable, and provides sufficient coverage to provide the necessary electromagnetic compatibility (EMC) improvements. Connections 1. Engine Connections - The engine controller (ECM) can be connected to the backbone by a 3-pin unshielded connector called a stub connector. This is illustrated by the manner in which ECU 1 is connected to the backbone in Figure 1. The J1939-11 connector used to connect the ECU to the ‘backbone’ of the network is called the ‘stub connector’ and is designated as “A”. The J1939-11 connector used to connect the termination resistor to the ends of the backbone cable is called the ‘Through Connector’ and is designated “B”. ECU 1 is installed on the J1939-15 ‘backbone’ using a splice. ECU2 is installed onto the J1939-15 ‘backbone’ using a two- pin connector concept. ECU3 is installed onto the J1939-15 ‘backbone’ using a J1939-11 three-pin connector concept including a terminating resistor.

2. Diagnostic Connections - The diagnostic connector is a 9-pin Deutsch and provides a connection to J1939, unswitched power and ground. The maximum allowed distance of the diagnostic connector from the backbone is two-thirds of 1 meter (0.67 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, which is connected to the diagnostic connector. The J1939 backbone can be extended and a 9-pin Deutsch connector provided to allow service tool connections.

Table2.

1. Bulkhead Connection - The J1939 datalink may be routed through the OEM bulkhead connector (see Figure 2). 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.

2.

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: 24

AEB 10.151

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/IPD_Products/ipd_products.html

Deutsch Distributor Ladd Industrial Sales 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

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

http://www.belden.com/

BICC Brand-Rex Ltd. Viewfiled Industrial Estate Glenrothes Fife KY6 2RS Scotland Phone: +44 (0) 1592 772124 Fax: +44 (0) 1592 775314 http://www.brand-rex.co.uk/F1024fl3.htm

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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AEB 10.151

J1939 Messages Table4. - Proprietary J1939 Engine / Genset Control Messages through Table6. - J1939 Datalink / Diagnostic / Other Messages specify the J1939 messages that are useful to Cummins gensets. When available, preexisting J1939 messages have been used by this interface specification. Most preexisting J1939 messages have been created with automotive or industrial applications in mind. For this reason, some of these messages may contain only one or more parameters that are useful to this generator and engine control systems interface specification.

Note: All parameters deemed potentially unuseful to this interface have been deleted. New Proprietary B messages have been created with new parameters that are unique to generator and engine control systems interfacing. Finally, not all suggested parameters will be used between all generator and engine control systems interfaces. Parameter needs are highly dependent on the systems involved, e.g. engine type and configuration, applications, etc.

Note: The starting and stopping of the engine will be via a hard-wired input to the ECM. Apply keyswitch input to Pin 38 of the 50-Pin OEM connector. Notes to Aid Understanding of Table4, 5 & 6

Column 1 lists the Proprietary/ SAE PGN number. Column 2 lists the Cummins/ SAE defined PGN names. Also, SA/DA refers to the Source Address/Destination Address and listing of Cummins/ SAE defined PGN numbers. Column 3 lists the update rate of the PGN in the CM570 controller. Column 4 lists the parameters within the PGN.

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Proprietary Engine / Genset Control Messages This proprietary message pertains to engine and genset control. Proprietary J1939 Engine / Genset Control Messages PGN

Message Name SA→DA

Update Rate (Seconds)

Parameters

Proprietary B Run/Stop (Genset Control Idle/Rated Parameters–GCP) 65395 0.02 Shutdown Override LCI→GCS, ECS Frequency Selection GCS→Engine(0) Table4. Proprietary J1939 Engine / Genset Control Messages Transmission Repetition Rate:

0.020 second

Data Length:

8 bytes

Data Page:

0

PDU Format:

255 (FF16)

PDU Specific:

120 (7816)

Default Priority:

1

Parameter Group Number:

65395 (FF7316)

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AEB 10.151

J1939 Engine Information Messages This section details the J1939 industry standard messages that are supported by the CM850 controller. Parameter characteristics for messages sent on J1939 are also listed. These J1939 messages pertain to engine information primarily used for monitoring purposes only.

J1939 Engine Information Messages Message Name Update Rate (Seconds) SA→DA EEC1 - Electronic Engine 61444 Controller #1 0.02 Engine (0) / None Intake Manifold Information #1 65190 0.50 Engine (0) / None Engine Fluid Level/Pressure #2 65243 0.50 Engine (0) / None On Request Idle Operation 65244 Using Engine (0) / None PGN 59904 On Request Engine Hours, Revolutions 65253 Using Engine (0) / None PGN 59904 On Request Fuel Consumption Using 65257 Engine (0) / None PGN 59904 PGN

65262

Engine Temperature Engine (0) / None

1.00

65263

Engine Fluid Level / Pressure Engine (0) / None

0.50

Cruise Control/ Vehicle speed 65265 MX OEM Specified/None

0.10

Fuel Economy 0.10 Engine (0) / None Ambient Conditions 1.00 65269 Engine (0) / None Inlet / Exhaust Conditions 0.50 65270 Engine (0) / None Water in Fuel Indicator 10.00 65279 Engine (0) / None Vehicle Electrical Power* 1.00 65271 Engine(0) / None Table5. J1939 Engine Information Messages 65266

Parameters Engine Speed (Filtered Time Engine Speed) Turbocharger 1 Boost Pressure (HHP ONLY) Injector metering rail 1 pressure (Fuel Accumulator Pressure) Total Idle Fuel Used Total Idle Hours Total Engine Hours

Trip Fuel Total Fuel Used Engine Coolant Temperature Fuel Temperature (HHP ONLY) Engine Oil Temperature 1( HHP ONLY) Fuel Delivery Pressure (Fuel Supply Pressure – HHP ONLY) Engine Oil Pressure Crankcase Pressure (HHP ONLY) Coolant Pressure ( HHP ONLY) Coolant Level (Discrete value of high or low) Idle Increment Switch Idle Decrement switch Engine Test Mode Switch Engine Shutdown Override Switch Fuel Rate Barometric Pressure ( Not available on QSL9 G5) Boost Pressure (Compressor Outlet Pressure) Intake Manifold 1 Temperature Water in Fuel Indicator Electrical Potential (Voltage)

* PGN65271 supports only the unswitched parameter to read Battery Voltage

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Note: The Engine Shutdown Override Switch value should be broadcast over the datalink as “00” as a default. For critical applications, a value of “01” can be used to override engine protection. No service tool interface applies.

Datalink / Diagnostics / Other These J1939 messages pertain to datalink or diagnostics purposes and are therefore typically exchanged only as needed or on request. J1939 Datalink / Diagnostic / Other Messages PGN

Message Name SA→DA

Diagnostic Message #13 – DM13 57088 (Stop Start Broadcast) Any→ All devices on datalink

59392 59904

60160

60416

65226

65228

Update Rate (Seconds)

As Needed

Acknowledgment Message As Needed ECS→any Request PGN As Any→ Any device on Needed datalink Transfer Protocol - Data Transfer – TP.DT As Needed Any→ECS ECS→any Transport Protocol Connection As Management – TP.CM Needed Any→ECS ECS→any Diagnostic Message #1 – DM1 (Active Diagnostic Trouble 1.00 Codes) ECS→any Diagnostic Message #3 – On DM3 Request (Diagnostic Data Clear / Using Reset of Previously PGN Active DTCs) 59904 Any→ECS

Parameters

Current Datalink

Control Byte (Positive Acknowledgment (ACK), Negative Acknowledgment (NACK), Access Denied) Parameter Group Number Being Requested

Sequence Number Packeted Data Control Byte (Identifies CM Message Type) Total Message Size (Number of Bytes) Total Number of Packets Parameter Group Number of Packeted Message Red Stop Lamp Status Amber Warning Lamp Status Suspect Parameter Number Failure Mode Identifier

Diagnostic Data Clear / Reset of Previously Active DTCs

Engine Protection system has shutdown engine 65252 Shutdown

1.00

Engine Protection system approaching shutdown Table6. J1939 Datalink / Diagnostic / Other Messages

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Note: The source address of the OEM controller should be set to DC (Hex). On the occasion of loss of datalink, the engine will not shut down as it is looking for the initial 'run' command and will only shutdown if it was sent 'stop' or if it experienced a shutdown fault. In addition, the ECM will broadcast the appropriate fault codes with respect to the datalink, so long as it is a supported fault. Cummins Specific Information for PGNs 1. PGN 57088 STOP START BROADCAST (DM13)—This message is used to stop or start broadcast messages. Additionally it may be used to indicate to other nodes that broadcast messages are being suspended due to commands other than J1939 DM13. The broadcast messages stopped, started, or suspended may be on networks other than SAE J1939. • This command shall only be initiated when the engine is at zero rpm. • All nodes shall “power-up” in their normal broadcasting mode. Therefore, if any node was “powereddown”, while in a “Stop Broadcast” condition, it would revert to its normal operation on power-up. • This is not a message to ignore all communications. It is a message to minimize network traffic. It is recognized that some network messages may be required to continue even during the “Stop Broadcast” condition. If an unsafe or undesirable vehicle operating condition would result from the lack of normal messages then this mode would cause all nonessential messages to be inhibited. • Requests that are generated during the “Stop Broadcast” state should be responded to. However, devices that may be programmed to periodically issue requests should postpone these requests until the “Stop Broadcast” state is exited. • All devices that have been told to change state, plus those nodes that may be affected by the absence of broadcast messages could look for the “Hold Signal” as a plausible explanation for why the information is missing. In addition all devices that have been told to change state shall monitor the “Hold Signal”. If the “Hold Signal” disappears for 6 seconds then all applicable nodes shall revert back to the normal state. • Diagnostic Trouble Codes should not be recorded for failed communications due to broadcast PGNs missing during the modified Broadcast state. Network devices should look for the Hold signal to be absent for more than 6 seconds before recording any applicable Diagnostic Trouble Code. 2. PGN 65263 Engine Oil Pressure Data length

1 character

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, QSL9, QSK50/60 engines use an oil pressure sensor, and QSB 5/7 engines use an oil pressure switch.

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3. PGN 65227 Previously Active Diagnostic Trouble Codes (DM2) Use SPN conversion method 4.

Network utilization Network utilization is a limited resource, as the network can be saturated by excessive use. The following sections detail network utilization computations for J1939 datalinks on CM850 controllers. 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 OEM Controller (Deep Sea, Deif, Woodward etc.) Therefore, bus loading is not only due to messages that the engine module broadcasts but also the traffic contributed by the multiplexed messages from OEM Controllers. 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

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 Diagnostics supported over Engine Controller Datalinks 31

AEB 10.151

The intent of this section is to discuss engine controller diagnostics that can be performed using standard messages on J1939 datalinks. 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 Table10. 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.

J1939

PGN

PID

Parameter Description

Authorized Addresses/MIDs

65228

NA

DM3 - Diagnostic Data Clear/Re23, 24, 33, 38, 39, 40, of Previously Active DTCs 43, 220, 250, 251

Table10. J1939 Messages and Authorized Addresses/ MIDs for Clearing Faults

Engine Controller Diagnostic Information

Refer to Cummins/ SAE Diagnostic Trouble Codes on the laminated Wiring Diagram for the respective products for a tabulation of all faults logged on the specified engine platforms. The corresponding Cummins service description and applicable SPN/FMI information is captured. The associated lamp action for the fault is also given.

Figure 9 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.6) 32

AEB 10.151

Figure. 10 Re-Scheduling the Response to a Requested Message

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AEB 10.151

Appendix B. Failure Mode Identifier Codes for J1939 The following assumptions and definitions shall be applicable when using FMI definitions. Examples have been included to help achieve consistent usage of the FMIs. Data—Any information pertaining to physical conditions that is communicated to an engine control module in the form of voltage, current, pulse width modulation (PWM) signals, or data streams. Real World—Mechanical parameters or operating conditions that can be measured in the form of voltage, current, PWM signals, data streams, etc.

Signal Range Definitions—see Figure A1:

Region a

Total signal input range possible that can be seen by an engine control module.

Region b

Total signal range physically possible as defined by an application.

Region c

Range defined as normal for a given real world measurement.

Region d

Range defined as below normal, Most Severe Level, of what is considered normal for the given real world measurement.

Region e

Range defined as above normal, Most Severe Level, of what is considered normal for the given real world measurement.

Region f

Range which is low outside the range of what is considered physically possible for a given system, indicating a short to a low source has occurred.

Region g

Range which is high outside the range of what is considered physically possible for a given system, indicating a short to a high source has occurred.

Region h

Range defined as below normal, Least Severe Level, of what is considered normal for a given real-world measurement.

Region i

Range defined as above normal, Least Severe Level, of what is considered normal for a given real-world measurement.

Region j

Range defined as below normal, Moderately Severe Level, of what is considered normal for a given real-world measurement.

Region k

Range defined as above normal, Moderately Severe Level, of what is considered normal for a given real-world measurement.

Figure A1 Signal Ranges 34

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A1. J1939 FMIs and Descriptions FMI=0 Data valid but above normal operational range—(applies to J1939)

The signal communicating information is within a range that is defined acceptable and valid, but the real world condition is above what would be considered normal by the predefined limits for that particular measure of the real world condition (Region “e” of signal range definition). Broadcast of data values is continued as normal. FMI=1 Data valid but below normal operational range—(applies to J1939)

The signal communicating information is within a defined acceptable and valid range, but the real world condition is below what would be considered normal by the predefined limits for that particular measure of the real world condition (Region “d” of signal range definition). Broadcast of data values is continued as normal. FMI=2 Data erratic, intermittent or incorrect—(applies to J1939)

Erratic or intermittent data includes all measurements that change at a rate that is not considered possible in the real world condition and must be caused by improper operation of the measuring device or its connection to the ECM. Incorrect data includes any data not received and any data that is exclusive of the situations covered by FMIs 3, 4, 5, and 6 below. Data may also be considered incorrect if it is inconsistent with other information collected or known about the system. •

For J1939, broadcast of data value is substituted with “error indicator” value

FMI=3 Voltage above normal or shorted to high source—(applies to J1939)

a. A voltage signal, data or otherwise, is above the predefined limits that bound the range (Region “g” of the signal range definition). •

For J1939, broadcast of data value is substituted with “error indicator” value

b. Any signal external to an engine control module whose voltage remains at a high level whenthe ECM commands it to low. •

For J1939, broadcast of data value is substituted with “error indicator” value

FMI=4 Voltage below normal or shorted to low source—(applies to J1939)

a. A voltage signal, data or otherwise, is below the predefined limits that bound the range (Region “f” of the signal range definition). •

For J1939, broadcast of data value is substituted with “error indicator” value

b. Any signal external to an engine control module whose voltage remains at a low level when the ECM commands it to high. • For J1939, broadcast of data value is substituted with “error indicator” value FMI=5 Current below normal or open circuit—(applies to both J1939 and J1587) a. A current signal, data or otherwise, is below the predefined limits that bound the range (Region “f” of the signal range definition). • For J1939, broadcast of data value is substituted with “error indicator” value b. Any signal external to an engine control module whose current remains off when the ECM commands it on. • For J1939, broadcast of data value is substituted with “error indicator” value FMI=6 Current above normal or grounded circuit—(applies to both J1939 and J1587) 35

AEB 10.151 a. A current signal, data or otherwise, is above the predefined limits that bound the range (Region “g” of the signal range definition). • For J1939, broadcast of data value is substituted with “error indicator” value b. Any signal external to an engine control module whose current remains on when ECM commands it off. • For J1939, broadcast of data value is substituted with “error indicator” value FMI=7 Mechanical system not responding or out of adjustment—(applies to J1939)

Any fault that is detected as the result of an improper mechanical adjustment, an improper response or action of a mechanical system that, with a reasonable confidence level, is not caused by an electronic or electrical system failure. This type of fault may or may not be directly associated with the value of general broadcast information. FMI=8 Abnormal frequency or pulse width or period—(applies to J1939) To be considered in cases of FMIs 4 and 5. Any frequency or PWM signal that is outside the predefined limits which bound the signal range for frequency or duty cycle (outside Region “b” or the signal definition). Also, if the signal is an ECM output, any signal whose frequency or duty cycle is not consistent with the signal which is emitted. • For J1939, broadcast of data value is substituted with “error indicator” value FMI=9 Abnormal update rate—(applies to J1939)

Any failure that is detected when receipt of data via the datalink bus, or as input from a smart actuator or smart sensor, is not at the update rate expected or required by the ECM (outside Region “c” of the signal range definition). Any error that causes the controller to Not send information at the rate as required by the system. This type of fault may or may not be directly associated with the value of general broadcast information. FMI=10 Abnormal rate of change—(applies to J1939)

Any data, exclusive of the abnormalities covered by FMI 2, that is considered valid but whose data is changing at a rate that is outside the predefined limits that bound the rate of change for a properly functioning system (outside Region “c” of the signal range definition). Broadcast of data values continued as normal. FMI=11 Root cause not known—(applies to J1939) It has been detected that a failure has occurred in a particular subsystem but the exact nature of the fault is not known. • For J1939, broadcast of data value is substituted with “error indicator” value FMI=12 Bad intelligent device or component—(applies to J1939)

Inconsistency of data indicates that a device with some internal intelligence, such as a controller, ECM, smart sensor or smart actuator, is not properly functioning. This data may be internal to a module or external from a datalink message or from various system responses. For J1939, broadcast of data value is substituted with “error indicator” value

FMI=13 Out of calibration—(applies to J1939)

A failure that can be identified to be the result of, not being properly calibrated. This may be the case for a subsystem that can identify that the calibration attempting to be used by the controller is out of date. Or it may be the case that the mechanical subsystem is determined to be out of calibration. 36

AEB 10.151

This failure mode does not relate to the signal range definition, as do many of the FMIs. FMI=14 Special instructions—(applies to J1939)

SPNs 611 to 615 (for J1939) are defined as “System Diagnostics Codes” and are used to identify failures that cannot be tied to a specific field replaceable component. Specific subsystem fault isolation is the goal of any diagnostic system, but for various reasons this cannot always be accomplished. These SPNs or SIDs allow the manufacturer some flexibility to communicate non“specific component” diagnostic information. Since for J1939 SPNs 611-615 use the standard SPN/FMI format, it allows the use of standard diagnostics tools, electronic dashboards, satellite systems and other advanced devices that scan Parameter Groups containing the SPN/FMI formats (for J1939) and devices that scan for PID 194. Because manufacturer-defined codes are not desirable in terms of standardization, the use of these codes should only occur when diagnostic information cannot be communicated as a specific component and failure mode. Possible reasons for using a System Diagnostic Code include: 1. Cost of specific component fault isolation is not justified, or 2. New concepts in total vehicle diagnostics are being developed, or 3. New diagnostic strategies that are not component specific are being developed.

Due to the fact that the SPNs 611-615 (for J1939) are manufacturer defined and not component specific, FMIs 0-13, and 15-31 have little meaning for J1939. Additionally, only FMIs 0-15 are not available for J1939. Therefore, FMI 14, “Special Instructions,” is usually used. The goal is to refer the service personnel to the manufacturer’s troubleshooting manual for more information on the particular diagnostic code. This failure mode does not relate to the signal range definition as do many of the FMIs. This type of fault may or may not be directly associated with the value of the general broadcast information. FMI=15 Data valid but above normal operating range - least severe level— (applies only to J1939)

The signal communicating information is within a defined acceptable and valid range, but the real world condition is above what would be considered normal as determined by the predefined least severe level limits for that particular measure of the real world condition (Region “i” of signal range definition). Broadcast of data values is continued as normal. FMI=16 Data valid but above normal operating range - moderately severe level—(applies only to J1939) The signal communicating information is within a defined acceptable and valid range, but the real world condition is above what would be considered normal as determined by the predefined moderately severe level limits for that particular measure of the real world condition (Region “k” of signal range definition). Broadcast of data values is continued as normal. FMI=17 Data valid but below normal operating range - least severe level—(applies only to J1939)

The signal communicating information is within a defined acceptable and valid range, but the real world condition is below what would be considered normal as determined by the predefined moderately severe level limits for that particular measure of the real world condition (Region “j” of signal range definition). Broadcast of data values is continued as normal.

FMI=18 Data valid but below normal operating range - moderately severe level—(applies only to J1939)

The signal communicating information is within a defined acceptable and valid range, but the real world condition is below what would be considered normal as determined by the predefined moderately severe level limits for that particular measure of the real world condition (Region “j” of signal range definition). Broadcast of data values is continued as normal. 37

AEB 10.151 FMI=19 Received network data in error—(applies only to J1939)

Any failure that is detected when the data received via the network is found substituted with the “error indicator” value (e.g. FE 16, see J1939-71). This type of failure is associated with received network data. the component used to measure the real world signal is wired directly to the ECM sourcing the data to the network and not to the ECM receiving the data via the network. This FMI is applicable to Regions “f” and “g” of the signal range definition. This type of fault may or may not be directly associated with the value of general broadcast information. •

For J1939, broadcast of data value is substituted with “error indicator” value

FMI=20-30 Reserved for assignment by the SAE J1939 Subcommittee—(applies only to J1939) • Applies ONLY to J1939 FMI=31 Not available or condition exists—(applies only to J1939)

Used to indicate that the FMI is not available or that the condition, that is identified by the SPN exists. When no applicable FMI exists for the reported SPN, FMI 31 can be used. Also, in cases where the reported SPN name has the failure information in it, FMI 31 can be used to indicate that the condition reported by the SPN exists. This type of fault may or may not be directly associated with the value of general broadcast information.

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Appendix C. Cummins Fault Codes for QSX15 Cummin s Fault Code SPN

FMI

Lamp

Parent/ Child

111 122 123 135 141 143

629 102 102 100 100 100

12 3 4 3 4 18

RED AMBER AMBER AMBER AMBER AMBER

P P P P P

144

110

3

AMBER

P

145

110

4

AMBER

P

146 151

110 110

16 0

AMBER RED

P P

153

105

3

AMBER

P

154 155

105 105

4 0

AMBER RED

P P

Fault Description

Engine Control Module Critical Internal Failure - Bad Intelligent Device or Component Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High Source. Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low Source Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal, or Shorted to High Source Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal, or Shorted to Low Source Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal, or Shorted to High Source. Effect: Possible white smoke Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal, or Shorted to Low Source. Effect: Possible white smoke Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level. Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Most Severe Level Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal, or Shorted to High Source. Effect:Possible white smoke. Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal, or Shorted to Low Source. Effect:Possible white smoke. Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level.

Sensor Supply 2 Circuit - Voltage Below Normal, or Shorted to Low Source. Effect:Loss of some sensor functionality. (camshaft engine position sensor, intake manifold pressure sensor, fuel supply pressure P, C1, C2 sensor, barometric air pressure sensor, or rail fuel pressure sensor.) Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level P Engine Oil Temperature Sensor 1 Circuit - Voltage Above Normal, or Shorted to High Source P Engine Oil Temperature Sensor 1 Circuit - Voltage Below Normal, or Shorted to Low Source P Engine Oil Temperature - Data Valid but Above Normal Operational Range - Most Severe Level

QSX15 Core1 CM570 X X X X X X X X X X X X X

187 197 212 213 214

3510 111 175 175 175

4 18 3 4 0

AMBER AMBER AMBER AMBER RED

219 221 222

1380 108 108

17 3 4

MAINTENANCE AMBER AMBER

227

3510

3

AMBER

234 235

190 111

0 1

RED RED

236 254 255

190 632 632

1 4 3

RED RED AMBER

Both Engine Speed Signals Lost - Data Valid but Below Normal Operational Range - Most Severe Level FSO_PWM_HIGH_CONTROL_ERROR FSO_PWM_LOW_CONTROL_ERROR

X X X

259

632

7

AMBER

X

284 295 341 343

1043 108 630 629

4 2 2 12

AMBER AMBER AMBER AMBER

Engine Fuel Shutoff Valve stuck open - Mechanical System Not Responding Properly or Out of Adjustment Engine Speed/Position Sensor (Crankshaft) Supply Voltage Circuit - Voltage Below Normal, or Shorted to Low Source AMBIENT_AIR_PRESS_KEYON_ERROR Engine Control Module data lost - Data Erratic, Intermittent, or Incorrect Engine Control Module Warning internal hardware failure - Bad Intelligent Device or Component

352 378 379

3509 633 633

4 5 6

AMBER AMBER AMBER

Sensor Supply 1 Circuit - Voltage Below Normal, or Shorted to Low Source. Effect: Loss of some sensor P, C1, C2 functionality (oil pressure, remote accelerator pedal or lever position sensor, and OEM pressure sensor) Electronic Fuel Injection Control Valve Circuit - Current Below Normal, or Open Circuit Electronic Fuel Injection Control Valve Circuit - Current Above Normal, or Grounded Circuit

X X X

386 394 395 396 397 398 399 415 419 421 422 426 433 434

3509 635 635 1244 1244 1245 1245 100 1319 175 111 639 102 627

3 5 6 5 6 5 6 1 2 16 2 2 2 2

AMBER AMBER AMBER AMBER AMBER AMBER AMBER RED AMBER AMBER AMBER NONE AMBER AMBER

Sensor Supply 1 Circuit - Voltage Above Normal, or Shorted to High Source Effect: Loss of some sensor P, C1, C2 functionality (oil pressure, remote accelerator pedal or lever position sensor, and OEM pressure sensor) Engine Timing Actuator Driver Circuit - Current Below Normal, or Open Circuit Engine Timing Actuator Driver Circuit - Current Above Normal, or Grounded Circuit Fuel Control Valve Solenoid Driver 2 Sensor Circuit - Current Below Normal, or Open Circuit Fuel Control Valve Solenoid Driver 2 - Current Above Normal, or Grounded Circuit Engine Timing Actuator Driver 2 Circuit - Current Below Normal, or Open Circuit Engine Timing Actuator Driver 2 Circuit - Current Above Normal, or Grounded Circuit Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level. P Intake Manifold Pressure Bank Imbalance - Data Erratic, Intermittent, or Incorrect Engine Oil Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level P COOLANT_LEVEL_READING_INCORRECT SAE J1939 Datalink - Data Erratic, Intermittent, or Incorrect P Intake Manifold Pressure Sensor Circuit - Data Erratic, Intermittent, or Incorrect Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect

X X X X X X X X X X X X X X

Engine Oil Level Remote Reservoir - Data Valid but Below Normal Operational Range - Least Severe Level Barometric Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High Source Barometric Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low Source Sensor Supply 2 Circuit - Voltage Above Normal, or Shorted to High Source. Effect: Loss of some sensor functionality (camshaft engine position sensor, intake manifold pressure sensor, fuel supply pressure sensor, P, C1, C2 barometric air pressure sensor, or rail fuel pressure sensor) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level. P, C1, C2 Effect: Fuel injection disabled until engine speed below overspeed limit Coolant Level - Data Valid but Below Normal Operational Range - Most Severe Level P P P

39

X X X X X X X X

X X X

X X X X

AEB 10.151

Appendix D. Cummins Wiring Diagram for QSX15 OEM Responsibility

Cummins Respnosibility

41 47 32

31 PIN CONNECTOR

17 6

5

31

6 45

7

44 42 434

19 3 PIN DATALINK CONNECTOR

1

13

B

J1939 Datalink (-)

2

A J1939 Datalink (+)

37

C Datalink Shield

39 38

C-01 50pin OEM Connector

9 PIN SERVICE CONNECTOR C

46

40 11 50 21

J1939 Datalink (+) J1939 Datalink (-)

37

D

27 29

E

B A

30

Datalink Shield

36 Datalink Power

15 26 7

Datalink Return

Key Switch

38 18 28 07 08

5A Fuse

Ignition

Key Switch

35 34 43

17 3

29 30

Starter Accessory

39 40 50

33 10 9

Common Shutdown

6 16

Common Warning

6 16 8

+ 24V

7

-

26 36

40

4 1

AEB 10.151

See table below for OEM Pinout information:

QSX15

CM 570 OEM Connections

50-pin OEM Connector Pin # Reference 46 SAE J1939 Datalink (+) 37 SAE J1939 Datalink (-) 38 Keyswitch 18 Battery (+) 28 Battery (+) 7 Battery (+) 8 Battery (+) 17 Battery (+) 29 Battery (-) 30 Battery (-) 39 Battery (-) 40 Battery (-) 50 Battery (-)

Document Revision History Date

Author

Description

May 7, 2007

Parul Malik

Initial Release

Page(s)

41