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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 Marine

G-Drive Genset

Filtration 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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AEB 10.151

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 Alternating Current
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
Amps Amperes
AWG American Wire Guage

B+ Battery Positive
BAM Broadcast Announce Message

CAN Controller Area Network


CE Communauté Européene or Conformité
Européene
CES Cummins Engineering Standard
CN SPN Conversion Method
CSA Canadian Standards Association
CTS Clear to send

DA Destination Address
DM Diagnostic message
DTC Diagnostic Trouble Code

ECM Electronic Control Module(electronic controller)


ECU Electronic Control Unit(electronic controller)
EFC Electronic Fuel Control
EFT Electrical Fast Transient
ESD Electro-Static Discharge
EPS Engine Position Sensor
ESS Engine Speed Sensor

FAE Full Authority Electronic


FMI Failure Mode Identifier
FSO Fuel Shut-Off
FSOV Fuel Shut-Off Valve

GND Ground
GOEM G-Drive Original Equipment Manufacturer

HCT High Coolant Temperature


HET High Engine Temperature
HHP High Horse Power
HP Horse-Power
HSI High Speed Idle

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Hz Hertz

IMV Inlet Metering Valve


INC/DEC Increment /decrement Switch
In Inches
ISO Internation Organization for Standardization

Kg Kilogram
KW Kilowatt
KWe Kilowatt electrical
KWm Kilowatt mechanical

Lb Pound
LED Light Emitting Diode
LOP Low Oil Pressure
LSI Low Speed Idle
LSG Low Speed Governor
LT Low Temperature

mA Milli-ampere
MID Message Identifier
MR Midrange

NFPA National Fire Protection Association


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

OC Occurence Count
OEM Original Equipment Manufacturer
OPS Oil Pressure Sensor
OR Boolean Logical OR operator
OS Overspeed

Psi Pounds Per Square Inch


PGN Parameter Group Number
PID Parameter Identifier
PTO Power Take-Off
PWM Pulse Width Modulation

QSX The Tier III product of the QSX15 engine

RPM Revolutions Per Minute


RTS Request to send
RX Receive

SA Source Address

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SAE Society of automotive Engineers
SID Suspect Identifier
SPN Suspect Parameter Number
SPST Single Pole Single Throw

TBD To be Determined
TP Transport Protocol
TX Transmit
TXD Transmit Data

UADL User Activated Data Logger

V Volts
VDC Voltage-Direct Current
VAC Voltage-Alternating Current

°C Degree Celsius
°F 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 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
Cummins Confidential
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“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 Bulletin Number
TM
INSITE User’s Manual……………………………………………………………….3886388
TM (
INSITE 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 E-
Stop 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 E-
stop 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 Input type


Discrete
Coolant Level Physical
Coolant
Temperature 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 SPN FMI


Oil Pressure
Warning 100 18
Shutdown 100 1
Coolant Temp
Warning 110 16
Shutdown 110 0
Coolant Level
Warning 111 18
Shutdown 111 1
Intake Manifold
Temp
Warning 105 16
Shutdown 105 0
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Fuel Temp
Warning 174 16
Shutdown 174 0
Coolant Pressure
Warning - -
Shutdown 109 1
Oil Temp
Warning 175 16
Shutdown 175 0
Overspeed
Warning - -
Shutdown 190 16
Crankcase Pressure
Warning - -
Shutdown 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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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 off-
board 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 WARNING Warning


STOP STOP 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

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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 Manufacturer Part Cummins Part
Number Number
Switch Robert Shaw 85927-C1 3612521
Connector & Seal Packard 1206 5298 3617139
Secondary Lock( Packard 1206 6176 3620902
TPA)
Cable Seal( White) Packard 1208 9678

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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 Connector
Function Type Connections
4-Pin Coolant
OEM 31 Pin
Level Sensor
J1939,
OEM 50 Pin 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 Wire
Connector specified Gauge
9-Pin Deutschb HD10-9-1939P Gold 18
Datalink AWG
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 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.
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 Wire
specified Gauge
J1939/11 Deutschb Plug - DT06-3S- Gold 18
Datalink E008 AWG
Connectors Receptacle -
DT04-3P-E008
Terminal
Receptacle -
DT04-3P-P006
Receptacle Pin
Reel - 1060-16-
0144
Wedge Lock -
W3P (Orange)
Plug Terminal
Reel - 1062-16-
0144
Locking Insert -
W3S (orange)
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 HD36-24-31SE-059 3171028
kit
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.

Recommended Practice for a Serial Control and Communications Network (April 1997).
SAE J1939 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- Physical Layer (March 1997). Operates at 250K bits/sec, linear bus with Twisted Shielded Pair
11 cable.

SAE J1939- Physical Layer (Working draft is ISO 11783 Part 2, May 1997). Operates at 250K bits/sec,
12 linear bus with twisted quad cable

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

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

Vehicle Application Layer (May 1996 plus 1/97 addendum). Defines transmitted parameter
SAE J1939- value interpretation rules that allow receiving devices to determine if the sending device is able
71 to supply all parameters associated with the parameter group, if any of the parameters has an
error condition or if the signal is valid.

Diagnostic Application Layer (October 1998)–Diagnostics. Defines capability required to


SAE J1939- perform diagnostics on J1939 strategy to identify the least repairable subsystem that failed,
73 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 (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

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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:

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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 Champlain Cable Corporation


2200 U.S.Highway 27 South 12 Hercules Drive
P.O. Box 1980 Colchester, Vermont 05446
Richmond, IN 47345 Phone: 1-800-451-5162
Phone: 800-235-3361 http://www.champcable.com/
Fax: (765)983-5737
http://www.belden.com/

BICC Brand-Rex Ltd. Waytec Inc.


Viewfiled Industrial Estate P.O. Box 690
Glenrothes Chanhassen, MN 55317
Fife Phone: 800-328-2724
KY6 2RS Fax: 800-858-0319
Scotland Local: 952-949-0765
Phone: +44 (0) 1592 772124 http://www.tycoelectronics.com/
Fax: +44 (0) 1592 775314 http://www.raychem.com/
http://www.brand-rex.co.uk/F1024fl3.htm

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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


Update
Message Name
PGN Rate Parameters
SA→DA
(Seconds)
Proprietary B
Run/Stop
(Genset Control
Idle/Rated
65395 Parameters–GCP) 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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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
PGN Parameters
SA→DA (Seconds)
EEC1 - Electronic Engine
61444 Controller #1 0.02 Engine Speed (Filtered Time Engine Speed)
Engine (0) / None
Intake Manifold Information #1
65190 0.50 Turbocharger 1 Boost Pressure (HHP ONLY)
Engine (0) / None
Engine Fluid Level/Pressure #2 Injector metering rail 1 pressure (Fuel Accumulator
65243 0.50
Engine (0) / None Pressure)
On Request
Idle Operation Total Idle Fuel Used
65244 Using
Engine (0) / None Total Idle Hours
PGN 59904
On Request
Engine Hours, Revolutions Total Engine Hours
65253 Using
Engine (0) / None
PGN 59904
On Request
Fuel Consumption Trip Fuel
65257 Using
Engine (0) / None Total Fuel Used
PGN 59904
Engine Coolant Temperature
Engine Temperature
65262 1.00 Fuel Temperature (HHP ONLY)
Engine (0) / None
Engine Oil Temperature 1( HHP ONLY)
Fuel Delivery Pressure (Fuel Supply Pressure – HHP
ONLY)
Engine Fluid Level / Pressure Engine Oil Pressure
65263 0.50
Engine (0) / None Crankcase Pressure (HHP ONLY)
Coolant Pressure ( HHP ONLY)
Coolant Level (Discrete value of high or low)
Idle Increment Switch
Cruise Control/ Vehicle speed
Idle Decrement switch
65265 MX 0.10
Engine Test Mode Switch
OEM Specified/None
Engine Shutdown Override Switch
Fuel Economy
65266 0.10 Fuel Rate
Engine (0) / None
Ambient Conditions
65269 1.00 Barometric Pressure ( Not available on QSL9 G5)
Engine (0) / None
Inlet / Exhaust Conditions Boost Pressure (Compressor Outlet Pressure)
65270 0.50
Engine (0) / None Intake Manifold 1 Temperature
Water in Fuel Indicator
65279 10.00 Water in Fuel Indicator
Engine (0) / None
Vehicle Electrical Power*
65271 1.00 Electrical Potential (Voltage)
Engine(0) / None
Table5. J1939 Engine Information Messages

* 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


Update
Message Name
PGN Rate Parameters
SA→DA
(Seconds)

Diagnostic Message #13 –


DM13
As Current Datalink
57088 (Stop Start Broadcast)
Needed
Any→ All devices on
datalink

Acknowledgment Message As Control Byte (Positive Acknowledgment (ACK), Negative


59392
ECS→any Needed Acknowledgment (NACK), Access Denied)
Request PGN
As
59904 Any→ Any device on Parameter Group Number Being Requested
Needed
datalink
Transfer Protocol - Data
Transfer – TP.DT As Sequence Number
60160
Any→ECS Needed Packeted Data
ECS→any
Transport Protocol -
Connection Control Byte (Identifies CM Message Type)
As Total Message Size (Number of Bytes)
60416 Management – TP.CM
Needed Total Number of Packets
Any→ECS
Parameter Group Number of Packeted Message
ECS→any
Diagnostic Message #1 –
Red Stop Lamp Status
DM1
Amber Warning Lamp Status
65226 (Active Diagnostic Trouble 1.00
Suspect Parameter Number
Codes)
Failure Mode Identifier
ECS→any
Diagnostic Message #3 –
On
DM3
Request
(Diagnostic Data Clear /
65228 Using Diagnostic Data Clear / Reset of Previously Active DTCs
Reset of Previously
PGN
Active DTCs)
59904
Any→ECS
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


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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.
PGN PID Parameter Description Authorized
Addresses/MIDs
J1939 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)

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

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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

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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)
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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.

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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.
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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 Parent/
Code SPN FMI Lamp Child Fault Description
QSX15
Core1
CM570
111 629 12 RED Engine Control Module Critical Internal Failure - Bad Intelligent Device or Component X
122 102 3 AMBER P Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High Source. X
123 102 4 AMBER P Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low Source X
135 100 3 AMBER P Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal, or Shorted to High Source X
141 100 4 AMBER P Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal, or Shorted to Low Source X
143 100 18 AMBER P Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level X
Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal, or Shorted to High Source. Effect:
144 110 3 AMBER P Possible white smoke X
Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal, or Shorted to Low Source. Effect:
145 110 4 AMBER P Possible white smoke X

146 110 16 AMBER P Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level. X
151 110 0 RED P Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Most Severe Level X
Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal, or Shorted to High Source.
153 105 3 AMBER P Effect:Possible white smoke. X
Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal, or Shorted to Low Source.
154 105 4 AMBER P Effect:Possible white smoke. X
155 105 0 RED P Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level. X
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
187 3510 4 AMBER P, C1, C2 sensor, barometric air pressure sensor, or rail fuel pressure sensor.) X
197 111 18 AMBER P Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level X
212 175 3 AMBER P Engine Oil Temperature Sensor 1 Circuit - Voltage Above Normal, or Shorted to High Source X
213 175 4 AMBER P Engine Oil Temperature Sensor 1 Circuit - Voltage Below Normal, or Shorted to Low Source X
214 175 0 RED Engine Oil Temperature - Data Valid but Above Normal Operational Range - Most Severe Level X

219 1380 17 MAINTENANCE Engine Oil Level Remote Reservoir - Data Valid but Below Normal Operational Range - Least Severe Level X
221 108 3 AMBER P Barometric Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High Source X
222 108 4 AMBER P Barometric Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low Source X
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,
227 3510 3 AMBER P, C1, C2 barometric air pressure sensor, or rail fuel pressure sensor) X
Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level.
234 190 0 RED P, C1, C2 Effect: Fuel injection disabled until engine speed below overspeed limit X
235 111 1 RED P Coolant Level - Data Valid but Below Normal Operational Range - Most Severe Level X

236 190 1 RED Both Engine Speed Signals Lost - Data Valid but Below Normal Operational Range - Most Severe Level X
254 632 4 RED FSO_PWM_HIGH_CONTROL_ERROR X
255 632 3 AMBER FSO_PWM_LOW_CONTROL_ERROR X

259 632 7 AMBER Engine Fuel Shutoff Valve stuck open - Mechanical System Not Responding Properly or Out of Adjustment X
Engine Speed/Position Sensor (Crankshaft) Supply Voltage Circuit - Voltage Below Normal, or Shorted to
284 1043 4 AMBER Low Source X
295 108 2 AMBER AMBIENT_AIR_PRESS_KEYON_ERROR X
341 630 2 AMBER Engine Control Module data lost - Data Erratic, Intermittent, or Incorrect X
343 629 12 AMBER Engine Control Module Warning internal hardware failure - Bad Intelligent Device or Component X

Sensor Supply 1 Circuit - Voltage Below Normal, or Shorted to Low Source. Effect: Loss of some sensor
352 3509 4 AMBER P, C1, C2 functionality (oil pressure, remote accelerator pedal or lever position sensor, and OEM pressure sensor) X
378 633 5 AMBER Electronic Fuel Injection Control Valve Circuit - Current Below Normal, or Open Circuit X
379 633 6 AMBER Electronic Fuel Injection Control Valve Circuit - Current Above Normal, or Grounded Circuit X

Sensor Supply 1 Circuit - Voltage Above Normal, or Shorted to High Source Effect: Loss of some sensor
386 3509 3 AMBER P, C1, C2 functionality (oil pressure, remote accelerator pedal or lever position sensor, and OEM pressure sensor) X
394 635 5 AMBER Engine Timing Actuator Driver Circuit - Current Below Normal, or Open Circuit X
395 635 6 AMBER Engine Timing Actuator Driver Circuit - Current Above Normal, or Grounded Circuit X
396 1244 5 AMBER Fuel Control Valve Solenoid Driver 2 Sensor Circuit - Current Below Normal, or Open Circuit X
397 1244 6 AMBER Fuel Control Valve Solenoid Driver 2 - Current Above Normal, or Grounded Circuit X
398 1245 5 AMBER Engine Timing Actuator Driver 2 Circuit - Current Below Normal, or Open Circuit X
399 1245 6 AMBER Engine Timing Actuator Driver 2 Circuit - Current Above Normal, or Grounded Circuit X
415 100 1 RED P Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level. X
419 1319 2 AMBER Intake Manifold Pressure Bank Imbalance - Data Erratic, Intermittent, or Incorrect X
421 175 16 AMBER P Engine Oil Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level X
422 111 2 AMBER COOLANT_LEVEL_READING_INCORRECT X
426 639 2 NONE P SAE J1939 Datalink - Data Erratic, Intermittent, or Incorrect X
433 102 2 AMBER Intake Manifold Pressure Sensor Circuit - Data Erratic, Intermittent, or Incorrect X
434 627 2 AMBER Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect X

39
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
7 45
44
19 4
42 1

434
3 PIN DATALINK 1

CONNECTOR
13
J1939 Datalink (-)
B 2

A J1939 Datalink (+) 37


39
C Datalink Shield C-01 50pin OEM 38
Connector 40

9 PIN SERVICE 11
46
CONNECTOR 50
21
C J1939 Datalink (+)
J1939 Datalink (-)
37 27
D
29
Datalink Shield 30
E
36

Datalink Power 15
B
26
Datalink Return 7
A

Key Switch
38
35
18 34
5A Fuse 28 43
07
Key Switch 08
Ignition
17
3
Starter 29
30
Accessory
39
40 33
50 10
9
Common Shutdown 6 6
Common Warning 16 16
8
+ 24V 7

- 26
36

40
AEB 10.151
See table below for OEM Pinout information:

CM 570 OEM
QSX15 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 Page(s)


May 7, 2007 Parul Malik Initial Release

41