09 Control Sytm

QSK 45/60 : Controls
CONTROL SYSTEM – Familiarization

SCENE AUDIO
03000 The QSK 45 and 60 engine control system is a full-authority electronically operated fuel control system that also provides over 80 operator and
vehicle or equipment features.
The primary functions of the control system include fueling and timing control, limiting the engine speed operating range between the low and
high idle set points, and reducing exhaust emissions while optimizing engine performance.
03050 QSK 45 and 60 engines used in gen-set and generator drive applications utilize a different control system from the one used on other applications.
03101 The QUANTUM fuel control system offers infinitely variable timing through the ECM's ability to control the pressure in the timing rail through
the use of the timing actuator.
03201 Other benefits of the electronic control system include:
Improved fuel economy
Diagnostics
Improved emissions and ...
Increased engine durability
04000 To understand electronic engine control, let's begin by taking a look at the overall control system. The components of the system can be
categorized as input, processing, or output devices.
04100 Inputs are electrical devices, typically sensors and switches, that provide signals used to determine operating conditions or desired operation.
04200 Processing is performed by the engine ECM. The ECM receives the information provided by the various inputs. Algorithms and tables stored in
the ECM's memory are used to perform calculations. These calculations determine the desired output signals for current engine operating
conditions.
04300 The ECM then supplies output signals to the various output devices. These devices control fuel flow, engine timing, and the operation of
components such as the electronic fan clutch.
04400 Now let's take a look at the inputs, processing, outputs, datalinks, and wiring harness for the QSK 45 and 60 engine.
Please click on the available section to continue. (generic clip C)

05000 INPUTS
The ECM receives inputs from the power supply, sensors, switches, and datalink in the system. The sensors and switches provide information
concerning engine and vehicle operating conditions and operator preferences.
Please click on the section you'd like to learn about. (generic clip B)
05100 POWER SUPPLY
The ECM operates on a 24 volt power supply. Power is supplied to the ECM through both an unswitched and a keyswitch controlled circuit. The
unswitched power supply provides the voltage requirements for the ECM powerdown memory save feature. The ECM battery connection must be
directly connected to the vehicle battery terminal with no other connection on the ECM harness wire.
05200 If a master disconnect is desired, it must be installed in the positive side of the switched battery circuit. A master disconnect should not be
installed in the ECM unswitched power supply or in the negative return circuit.
06100 SENSORS
In addition to the Base engine and CENSE sensors, other sensor inputs also supply information to the ECM, to control engine operation.

06200 TEMPERATURE SENSORS
The temperature sensors are a two-wire type sensor with a 5 volt supply line and return line. The ECM registers temperature changes as the
voltage changes across this circuit.
Cummins temperature sensors are thermistors. A thermistor's resistance is inversely proportional to temperature. As temperature increases,
resistance decreases. A working range can typically go from 500 ohms at the highest temperature to 40k ohms at the lowest temperatures.
However, the change in resistance is not linear nor are all thermistors the same. It is necessary to compare the values measured and the published
specifications to determine the appropriate value for the specific sensor being tested.
06300 PRESSURE SENSORS
Pressure sensors work by capacitance. The pressure sensor contains a disc that has the pressure to be measured on one side and reference pressure
on the other side. Pressure acting on the disc causes it to move toward or away from a second metal disc. As the gap changes, the capacitance also
changes. An integrated circuit inside the pressure sensor converts the capacitance value into a voltage signal that is proportional to the measured
pressure.
06400 GAUGE VS. ABSOLUTE SENSOR
A "gauge" pressure sensor has atmospheric pressure on one side. It is vented by a hole in the sensor or through the stranded sensor wiring. The
pressure measured by these sensors depends on the atmospheric pressure just like a mechanical pressure gauge. This type of sensor reads zero
when it is reading atmospheric pressure.
An "absolute" pressure sensor has a near vacuum on one side. This type of sensor provides a signal representing the total actual pressure. This
type of sensor reads approximately 100 kilo-pascals when it is reading atmospheric pressure.
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06500 SPEED SENSORS
The speed sensors used on a QSK 45 and 60 engine are a variable reluctance, or VR, type of sensor. VR sensors contain a fine wire wrapped
thousands of times around a metal core with a magnet on the tip. As pieces of ferrous metal, such as a gear tooth, passes near the tip of the sensor,
the magnetic field is disturbed. This causes varying voltage to be generated by the sensor. The voltage from the sensor varies with the speed of
the target passing the sensor, the proximity of the target to the end of the sensor, and the strength of the magnet in the sensor. The ECM can detect
this voltage and determine that a gear tooth or target has passed.
For example, the engine speed sensor installed in the flywheel housing generates a voltage pulse for every tooth on the flywheel as it passes by
the sensor. The ECM then interprets the frequency of this signal to determine the engine speed in revolutions per second.
06600 POSITION SENSORS
Position sensors are used to supply information to the ECM about the position of a component. The most common position sensor used on the
QSK 45 and 60 engine is the accelerator position sensor that is part of the accelerator assembly.
06700 FLUID LEVEL SENSORS
Fluid level sensors supply information to the ECM about the quantity of a fluid in the engine. The most common fluid level sensor used on the
QSK 45 and 60 engine is the coolant level sensor installed in the top tank of the radiator.
07700 BASE ENGINE SENSORS
Some of the sensors are installed on all QSK 45 and 60 engines, these are classified as base engine sensors. The following sensors are part of the
QSK 45 and 60 base engine.
07710 Please click on the section you'd like to learn about. (generic clip B)
07715 The Coolant Temperature Sensor is located in the thermostat housing on the left side of the engine. The input from this sensor is used to control
the operation of the fan. The engine coolant temperature is one of the values that can be enabled to derate or shut the engine down when the
reading reaches a predetermined value. In addition to engine protection, the input from this sensor is used for starting, and injection timing
control.
07720 The Intake Air Temperature Sensor is located at the front left aftercooler support. The input from this sensor is required by the engine protection
system, starting, as well as for fuel metering and injection timing. If the shutdown feature is activated, when this reading reaches a predetermined
value, the ECM will shut down the engine.
07725 The Fuel Temperature Sensor is installed in the Electronic Fuel Control Valve Assembly. The input from this sensor is used for fueling
calculations and the engine protection system.
07735 The Fuel Pump Pressure Sensor is installed in the fuel pump on the left side of the engine. The signal from this sensor is used by the ECM to
determine the fuel outlet, or supply, from the fuel pump. The sensor output is used by the ECM to provide closed loop control of the fuel pump
pressure.
07745 The Boost Pressure Sensor is located at the front left aftercooler support. The boost pressure input is required for electronic control of the fuel
system.
07750 The Ambient Air Pressure Sensor is installed on the Electronic Fuel Control Valve Assembly. The signal from this sensor allows the ECM to
determine the atmospheric pressure. This sensor provides altitude input information to the ECM for altitude derate purposes.
07755 The Fuel Metering Rail Pressure Sensor is installed in the metering passage in the Electronic Fuel Control Valve Assembly. This sensor is used to
measure the actual fuel pressure in the rail supplying fuel to the injectors. The input from this sensor is used by the ECM to ensure that the rail
actuator is providing the fuel flow needed for the engine operating conditions.
07760 The Fuel Timing Pressure Sensor is installed in the timing passage in the Electronic Fuel Control Valve Assembly. This sensor measures the
pressure in the fuel rail supplying the timing fuel to the injectors. The input from this sensor is used by the ECM to ensure that the timing
actuators are providing the fuel flow needed for the engine operating conditions.
07765 The Oil Pressure Sensor installed in the flywheel housing, senses oil manifold pressure. The Oil Pressure signal provides input to the engine
protection system.
07766 The Coolant Pressure Sensor is located in the thermostat housing on the left side of the engine. This sensor provides input to the engine protection
system. The input from this sensor is used to evaluate water pump and cooling system efficiency.
07767 The Blowby Pressure Sensors are installed in the crankcase ventilation system. The signal from this sensor is used by the ECM to determine the
engine crankcase pressure from the blowby past the pistons and rings. This input is used by the ECM for engine protection.
07770 The engine speed sensor is located on the flywheel housing. This sensor detects the teeth on the flywheel and sends a signal to the ECM. The
ECM uses this signal to determine the engine speed. The sensor is typically a magnetic pickup device providing a dual output to the ECM. If one
of the two signals from the sensor is lost, the engine will continue to operate.
07775 The Coolant Level Sensor, installed by the OEM, is typically located in the top tank of the radiator. The ECM lights the engine protection lamp
when the signal from this capacitance sensor indicates the coolant level below the sensor. This sensor provides input to the engine protection
system.
07785 If the Centinel make-up tank is installed, the Oil Level sensor signals the ECM when the oil level in the makeup tank drops below the sensor. This
sensor has a floating ring around the sensor shaft. When the oil level is above the sensor, the ring floats and the magnet in the ring causes a set of
small contact in the body of the sensor to open. However, when the oil level drops below the sensor, the magnet in the ring moves away from the
body of the sensor allowing the contacts to close. This sends a signal to the ECM that the oil level in the make up tank is below the desired level.
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08000 CENSE SENSORS
Not all QSK 45 and 60 engines are equipped with the CENSE system. The sensors connected with the CENSE system are listed here.
08010 Please click on the section you'd like to learn about. (generic clip B)
08020 The signal from the oil temperature sensor, installed in the oil pan adapter, indicates the temperature of the oil in the engine oil rifle.
08040 The base QSK 45 and 60 engine contains an intake air temperature sensor installed in the aftercooler on the front left bank of the engine. If the
engine is equipped with CENSE, additional intake air temperature sensors are installed in each of the remaining three aftercooler supports.
08060 Exhaust gas temperature sensors are installed in each of the cylinder head exhaust ports.
08080 A turbocharger compressor inlet temperature sensor is installed in the intake ducting between the air cleaner and a turbocharger compressor inlet.
08120 The base QSK 45 and 60 engine contains a boost pressure sensor installed on the front left aftercooler support. If the engine is equipped with
CENSE, an additional boost pressure sensor is installed on the right rear aftercooler support.
08140 An oil pressure sensor is installed before and after the oil filter head. This allows the ECM to monitor oil pressure and determine the pressure drop
across the oil filters.
08300 ACCELERATOR ASSEMBLY
The accelerator assembly is specified by the OEM. The accelerator can be either a foot pedal or a hand operated device. The accelerator contains
a position sensor and may have an idle validation switch incorporated. However, some OEM's will supply idle validation through other
controllers.
08345 The Accelerator is located in the cab. This "drive-by-wire" device transmits the operator input for desired speed to the ECM, and eliminates the
mechanical linkages and cables.
08350 The Accelerator is a dual input device to the ECM. It provides both an accelerator position and an idle/off-idle signal.
08355 IDLE VALIDATION
The accelerator uses a sliding contact on a conductive strip to provide a signal for idle and off-idle validation. At least one of the two switches is
always closed. This is a safety redundancy check to help ensure that the accelerator is not malfunctioning.
The ON Idle switch is a normally closed switch indicating that the accelerator position is at idle. This is the normal, or foot-off, position. The off-
idle switch is a normally open switch indicating that the accelerator has moved off its idle position.
In the idle, or no accelerator command position, the five volt supply is passed through the on-idle switch to ground indicating accelerator idle
position. When the accelerator is depressed, the on-idle circuit opens and the off-idle circuit closes and connects the off-idle circuit to ground.
This is only an idle/off-idle signal, it does not indicate the amount of accelerator travel.
08360 Because this idle/off-idle validation switch uses a sliding foot to send it's signal, under certain circumstances the ECM receives a signal from both
switches. When the accelerator is held in a slightly depressed position, the sliding foot can contact the idle and off-idle conductive strips at the
same time. If this accelerator position is held, or if both signals are sent simultaneously for any reason for longer than the ignore time value
programmed into the ECM, it will log an accelerator fault, fault code 431.
08365 Until the ECM receives this off-idle signal it ignores any signal it receives from the accelerator position sensor. This eliminates engine speed
changes due to accelerator position sensor errors, and provides a margin of safety from a failed accelerator.
08370 ACCELERATOR POSITION
The accelerator position is signaled to the ECM by the use of a potentiometer. The potentiometer has a 5 volt supply; negative return, or ground;
and a signal line. In the idle position, the accelerator position signal to the ECM is low, typically less than 0.4 volts. As the accelerator is
depressed, the signal voltage to the ECM increases proportionally to the accelerator travel. This continues until the accelerator is fully depressed
and the signal voltage at its highest level, typically greater than 3.8 volts. The ECM uses the strength of this signal to determine the position of the
accelerator.
08375 Different style electronic accelerator pedals are available. Instead of the low voltage at idle and higher voltage at full throttle, the input from the
accelerator may be just the opposite. In addition to these two accelerator types, the signal from the pedal may not be linear. This type of signal is
used to provide more exact control in some part of the accelerator range. Other applications use a stepped throttle signal. This type of signal is
used to control the engine to a specific engine speed or commanded fueling.
08380 The accelerator position sensor and the off-idle and on-idle circuits work together. In the idle position: the on-idle switch is closed and sends a
signal to the ECM, the off-idle circuit is open, and the accelerator position signal to the ECM is low.
As the accelerator is depressed, the on-idle switch opens and stops sending a signal to the ECM, and the off-idle switch closes sending a signal to
the ECM indicating that the accelerator is no longer in its idle position. At the same time, the accelerator position voltage increases. As the
accelerator is further depressed, the off-idle validation signal remains and the accelerator position signal increases. When the accelerator is fully
depressed, the accelerator position voltage continues to increase.
08400 The OEM supplied tailshaft speed sensor is installed in the transmission tailshaft. The signal from this sensor is used to determine the speed at
which the vehicle tailshaft is turning.
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08500 SWITCHES
Different switch types are installed by the OEM.
Many of these switches are installed within reach of the operator. These switches provide operator input to the ECM to activate, de-activate, set,
and operate various functions of the electronic control system.

08550 Single pole, single throw switches are used as ON/OFF type switches in the QUANTUM system. These switches either complete an electrical
circuit or break the circuit. The ECM interprets the presence or absence of voltage as a signal indicating ON/OFF input. This type of switch is
typically connected to a twelve volt supply. When the switch is open the return path is not completed.
08575 ON/OFF switches are used for Multi Unit Synchronization, Fan Clutch, Diagnostics, Alternate Low ldle Speed, Auxiliary Speed, Remote Throttle,
and Intermediate Speed Control.
08600 A momentary two position switch that maintains a center, or OFF, position when released is used as an input to the system. When this switch is
moved from its center position, it sends a signal to the ECM on one of the two circuits, depending on whether the switch is toggled up or down.
08650 Momentary switches are used as inputs for the Intermediate Speed Control increment/decrement switch, and for sequencing through fault codes.
08750 The three position switch is used for the alternate droop and alternate torque selection. When a three position switch is used for these features, a
resistor is installed in the circuit connected to one switch position to reduce the current flow when the switch connects to that leg. One position
does not connect the circuit and the remaining position connects to ground. The ECM uses this change in the signal to determine the current
switch position.
08940 A three position switch can also be used if two intermediate speeds are desired, either with or without ISC validation. When this switch is used for
this feature, one switch position does not complete the circuit and the remaining two positions connect circuits to ground. When ISC speed 3 is
required, this three position switch can not be used activate all three ISC speeds. Systems using three ISC speeds require an additional switch, or
switches.
20000 PROCESSING
The Electronic Control Module, or ECM, is the control center of the system. The ECM processes all of the inputs and sends commands to the fuel
system, vehicle, and engine control devices.
20020 The ECM is mounted to the left bank side of the engine block on top of the Electronic Fuel Control Valve Assembly.
20100 The ECM communicates with service tools and some other diagnostic devices through datalink connections.
20200 The ECM contains memory elements, microprocessors, and output driver circuitry to actuate the various control devices and accessories.
20300 The ECM constantly monitors major factors affecting combustion efficiency, such as coolant temperature, intake manifold temperature, boost
pressure, and ambient air pressure.
20400 The ECM uses these inputs, along with tables and algorithms stored in its memory, to determine the desired injection timing, and fuel quantity for
the current engine operating conditions.
30000 OUTPUTS
Output signals from the ECM control the operation of the:

Fuel Metering and Timing Actuators
Fuel Shutoff Solenoid
Fans
Centinel Oil Control Valve, if it is installed on the engine, and ...
Diagnostic Lamps
In addition to these components, an output signal is also sent to the datalink for communication with various devices.
31001 The ECM controls the pressure in a common timing rail through the use of two timing actuators. These actuators are located on the Electronic
Fuel Control Valve Assembly above the fuel shutoff valve.
31101 The ECM uses the rail actuator to control the pressure in the metering rail. This allows the ECM to precisely control the amount of fuel metered
into the injectors under all operating conditions.
31201 The ECM sends a signal to open the fuel shutoff valve to allow fuel flow to the metering rail. The ECM uses this valve to stop the flow of fuel to
the engine when necessary.
31301 If the engine is equipped with the optional Rockford fan clutch, the ECM controls fan operation. The fan clutch is a fully modulated, oil actuated
fan clutch utilizing a 270 mm friction plate.
31350 The output signal to the Centinel control valve determines when the Centinel system begins its operation cycle. Details on the Centinel system are
covered in more detail in the lube system section of this program.
31401 The diagnostic lamps are mounted within the operator's view and are used to notify the operator of service or diagnostic information. The lamps
can also be used to access the active fault codes.
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35000 DATALINK
Input and output signals between the ECM and various components and service tools can also be supplied through the datalink.
The QUANTUM control system is equipped with both J1587 and J1939 datalinks to provide communication with the ECM.
The SAE J1587 standard defines the communications protocol. The SAE J1708 standard defines the hardware over which J1587 communication
occurs.
The SAE J1939 standard defines both the physical hardware and software communications protocol for J1939 communication.
35200 Using a Cummins service tool, the J1587 datalink can be used to modify customer selectable QUANTUM features and parameters, and download
entire ECM calibrations.
35300 In addition to service tools, other J1587 devices can include an instrument cluster, and driver displays.
The J1587 network is limited to 20 nodes. J1587 can only communicate with one device at a time. If two devices attempt to broadcast a message
at the same time, data is lost and must be broadcast again.
35400 The J1939 Datalink is designed to work at a faster rate of information processing with minimal outside interference. It has the capability of
communicating with several devices at one time without loosing data. Each device communicates through an Electronic Control Unit.
35500 Vehicle control devices can send an input through the datalink to temporarily command engine speed or torque to perform one of its functions.
Unlike some other Cummins control systems, the QUANTUM system does not use the J1939 datalink to communicate with the INSITE service
tool.
40000 The compact designed wiring harness provides the connections and circuits for each of the input and output devices to communicate with the
ECM. The OEM harness is bolted to the front of the plate and the engine harness is bolted to the back of the plate.
40200 The enclosed wiring harness system provides for improved durability of the wiring harness in addition to improved water resistance.
40300 The datalink connector is located on the OEM harness. The 9 pin Deutsch connector is the SAE standard datalink connector for J1587
communication. The engine mounted SAE 9 pin service tool datalink connection requires the use of the Inline 1 or Inline 2 adapter to
communicate over J1587.
40400 Wiring for the J1587 datalink consists of 18-gauge twisted pair wires with a maximum length of 40 meters. All of the J1587 devices share a
common ground.
40500 The J1939 Datalink main bus has two wires from the ECM connecting to a J1939 backbone. The backbone circuit is shielded with a third wire to
help prevent outside interference. The datalink circuit is terminated at each end with a nominal 120 ohm resistor, known as a termination plug.
These resistors are connected in parallel to yield a 60 ohm equivalent resistance. They are used to reduce noise on the backbone.
40600 To extend the backbone, remove the termination plug and connect an extension. The termination plug must be installed at the end of the
extension. The maximum main bus extension is 40 meters.
40700 Stubs are used to connect J1939 devices to the backbone. These stubs are short lengths of shielded wire which are hard-wired to the backbone.
The maximum stub length is one meter.
40800 Two and three pin Deutsch connectors connect the harness to various engine and OEM components.
For example, the Deutsch 3 pin connector is used to connect to a J1939 controller with a J1939 component.
49000 CONTROL SYSTEM FEATURES
The engine control system provides programmable features and adjustable parameters, security, viewable information, and non-programmable
features.
49100 Programmable features are those items that can be enabled or disabled, or turned OFF and ON using INSITE.
49200 Each of the Adjustable Parameters is dependent on its corresponding feature. In other words, if the feature is not selected, the parameters are
deactivated. Once the feature has been enabled, the parameters relating to that feature can be set within a specified range. This range is limited by
engineering considerations and may vary from one calibration to another.
49300 INSITE groups the settings under the Adjustments heading in the Features and Parameters category.
49400 TABS
Due to the number and complexity of the features and parameters in this control system, INSITE groups each of these items into tabs.
The tabs can be accessed in any order desired.
Click on the tab you'd like to learn about.

50101 LOW IDLE ADJUSTMENT SWITCH
The Low Idle Adjustment Switch checkbox enables and disables the ability to increase or decrease the Engine idle speed, or the intermediate
speed control 1 speed, using an operator controlled switch . This switch is used to increase or decrease the idle speed in calibratible steps.
When this feature is disabled, the switch has no affect on idle speed. However, the speed can still be adjusted using INSITE.
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50111 When this feature is enabled, the Adjustable Idle Speed can be adjusted, typically in 25 RPM increments, by toggling the increment/decrement
switch. Bumping this switch to the plus position increases the engine idle speed. Bumping this switch to the minus position decreases the engine
idle speed. This increases or decreases the engine speed up to the maximum idle rpm or down to the minimum idle rpm. The engine idle speed
remains at this new setting until it is adjusted again. If the save option is enabled, this idle speed is saved in the ECM memory and the engine will
return to this previously set speed after startup. If the save option is not enabled, the engine will return to the original low idle speed after the key
switch has cycled OFF and then ON.
50201 ENGINE PROTECTION
QUANTUM engines can be calibrated with an optional engine protection feature that monitors critical engine temperatures, fluid levels, and
pressures. The engine protection feature records separate fault codes when an out-of-range condition is found for any of the engine protection
sensors. The engine protection feature will then light the engine protection lamp.
50202 The Engine Protection Enable feature automatically derates and/or shuts down the engine whenever input values are not within an acceptable
range. This helps to prevent engine damage. The capabilities of the Engine Protection Feature vary according to the operating mode. The current
mode depends on operating conditions and customer programming.
50204 ENGINE PROTECTION DERATE
An engine protection condition is determined either based on the severity of the reading or the duration of a reading.
A severity based out-of-range condition compares the current reading to a predetermined threshold or range. The parameter is out-of-range when
it exceeds this threshold.
A duration based out-of-range condition initiates Engine Protection when a predefined condition exists for a predetermined time.
50208 The derate mode of engine protection can impose a gradual speed or torque derate depending on the severity or the duration of the observed
condition.
With either derate, when the parameter first goes out-of-range, a five second confirmation period is begun. If, after the five second period, the
parameter is back in range, no derate occurs. However, if, after the five second period, the parameter is still out-of-range the condition is
confirmed and the derate becomes active. An active derate causes the appropriate fault code to be logged, may light one of the diagnostic lamps,
and applies a derate according to the table stored in the ECM.
50250 Engine protection is based on coolant temperature, coolant level, intake manifold temperature, oil pressure, OEM temperature, OEM pressure,
coolant pressure, the crankcase blowby pressure, and fuel temperature.
50275 The engine protection feature has two selectable features - engine protection shutdown, and engine protection restart.
50301 ENGINE PROTECTION SHUTDOWN
When enabled, the Engine Protection Shutdown feature automatically shuts off the engine when one of the specific monitored engine parameters
is critically out-of-range.
50310 The Engine Protection lamp in the cab flashes for 30 seconds prior to shutdown to alert the operator. If at any time during the warning period, the
parameter goes back into range, the lamp is turned off and the shutdown is aborted. However, if the parameter is still out-of-range at the end of
the 30 second period, the engine will shutdown.
50331 After any engine shutdown, the reason for the shutdown should be determined and corrected before continuing operation. The ignition key must
be turned off for several seconds before attempting to restart the engine. A cool-down period is recommended prior to restarting the engine after a
shutdown.
50351 When the Engine Protection Shutdown feature is disabled, an Engine Protection Fault does not shutdown the engine. However, disabling the
Engine Protection Shutdown feature will not prevent the engine protection system from derating the engine as necessary.
50450 ENGINE PROTECTION RESTART
The Engine Protection Restart feature prevents the engine from being restarted if it has been shutdown because of an engine protection fault.
50455 After an engine protection shutdown, the engine can be cleared for restart by the fault changing from active to inactive, calibration, or in some
cases a predetermined time delay.
50501 INTERMEDIATE SPEED CONTROL
Intermediate Speed Control, or ISC, controls engine speed at a constant RPM to one of three specific setpoints within an operating range. In
addition (if Remote Throttle is not being used) a potentiometer may be added to allow five more speeds.
50511 An Intermediate Speed switch can be mounted on a cab panel for operator access. A three position switch can be used if two intermediate speeds
are desired, with ISC validation. When ISC speed 3 is required, ISC validation cannot be used. This three position switch can not be used to
activate all three ISC speeds. Systems using three ISC speeds require an additional switch, or switches.
If a remote throttle is required, ISC 2 cannot be used. If a remote throttle is not required a potentiometer can be used to obtain an additional 5 ISC
speeds. These speeds are obtained as the potentiometer is cycled through the range.
50521 The ECM control system attempts to maintain the engine speed as long as the intermediate speed On/Off switch is in the ON position.
50530 The preset speed can be adjusted with an increment/decrement switch.
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50601 REMOTE THROTTLE
When the Remote Throttle feature is enabled, the accelerator input to the ECM can be switched to a source other than the cab accelerator through
an OEM mounted switch.
50604 When the Remote Throttle switch is toggled to the ON position, the ECM receives a signal to switch engine control input from the cab accelerator
to the remote throttle.
50611 REMOTE THROTTLE INTERLOCK
For the ECM to switch the signal it uses to control the engine to the remote throttle when the Remote Throttle switch is moved to the ON position,
the remote throttle must be requesting less fuel than the cab accelerator and there must not be a remote throttle fault. The ECM then controls the
engine speed based on the signal from the remote throttle and the cab accelerator signal is ignored. The ECM uses the input from the remote
throttle to control engine speed until the remote throttle switch is moved to the OFF position and the requested primary accelerator is less than or
equal to the requested remote throttle.
50701 ENGINE WARM-UP PROTECTION
It is beneficial to limit engine speed and torque after start-up until sufficient oil pressure is available to supply oil to the engine components.
Under certain operating conditions, not allowing the engine time to develop oil pressure before accelerating can damage key components -
especially the turbocharger.
50750 When the Engine Warm-up Protection feature is enabled, and there is no active oil pressure or oil pressure sensor faults, the engine speed and
torque are limited immediately after startup until the ECM detects sufficient oil pressure.
50801 MAINTENANCE MONITOR
The Maintenance Monitor feature flashes a lamp to indicate to the operator that the predetermined interval is approaching.
When the maintenance monitor reaches its predetermined level, the ECM flashes a lamp after each key-on until the maintenance monitor has
been reset.
50811 MAINTENANCE MONITOR ENABLE
The Maintenance Monitor Enable checkbox enables or disables all functions associated with Maintenance Monitor.
50901 MAINTENANCE MONITOR WARNING WHILE RUNNING
The Maintenance Monitor Warning While Running feature is intended to accommodate applications where the engine is rarely shutdown. When
this feature is enabled, the engine protection lamp flashes while the engine is running. If this feature is disabled, the maintenance monitor only
notifies the operator that a threshold has been reached when the engine is first started.
51101 GOVERNOR TYPE
The Governor Type parameter allows the type of governor mode to be selected.
51105 With the automotive or MIN/MAX governor, engine speed between idle and maximum RPM is determined by the accelerator position sensor
input, as well as by the load applied to the engine. Since the accelerator position determines the amount of available engine torque, engine speed
is directly related to the amount of load placed on the engine. An Automotive Governor requires more operator interaction to maintain speed,
providing improved "feel".
51111 An All Speed, or Variable Speed, Governor provides aggressive speed holding capability and small changes in accelerator position result in large
gains in torque. This type of governor attempts to maintain a constant engine speed for a given accelerator position. The all-speed governing
mode varies engine speed based solely on input from the accelerator position sensor. This governor attempts to hold engine speed constant when
the accelerator is held in any position between minimum and maximum RPM, and engine load is varying.
51200 ALTERNATE DROOP SWITCH TYPE
The Alternate Droop Switch Type parameter indicates whether a 1, 2, or 3 position alternate droop switch type is installed in the cab.
51210 Switch position 1 is enabled by default. This feature allows a change in the drop in engine speed when the engine is operating between the
governor speed and the high idle speed.
52101 AMBIENT TEMPERATURE DERATE
The Ambient Temperature Derate feature reduces the thermal loads on the turbocharger. This is accomplished by derating engine fueling to limit
the turbine inlet temperature. Turbine inlet temperature is estimated by the ECM. The limit for the calculated temperature is determined by
electronic calibration.
52401 OEM SENSOR FAULTS
Enabling the OEM Sensor Faults feature allows the ECM to record faults based on OEM pressure and temperature sensors.
52501 ETHER INJECTION
The Ether Injection feature is an ECM regulated cold start aid. Ether injection also helps to minimize white smoke emissions.
52505 With this feature, the ECM can inject ether into the intake manifold while cranking if the engine is below a calibrated minimum coolant
temperature or intake manifold temperature. The ether will continue to inject until a calibrated maximum engine speed has been reached.
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52511 Two types of ether injection systems are typically used. The measured shot system cycles ether injection on and off, each cycle lasting a
calibrated period of time. This provides a measured shot of ether each time the sequence is completed.
The constant on system provides a constant supply of ether, controlled through an orifice.
52521 With this feature, the ECM calculates the amount of ether left in a given canister and logs a fault when the canister is empty.
52601 FAN CLUTCH
The Fan Clutch feature provides a Pulse Width Modulated signal to control a variable speed fan clutch based on the need provided by sensor
inputs, or an input from an electronic service tool. This feature reduces fuel consumption by minimizing fan on-time and lengthens belt life by
reducing belt hop and slippage.
52650 The fan clutch sensor inputs include the coolant temperature, intake manifold temperature, fuel temperature, OEM pressure, OEM temperature,
and fan clutch switch.
52901 THROTTLE DIAGNOSTIC SWITCH
The Throttle Diagnostic Switch feature allows the operator to activate the diagnostic mode through a simple sequence of accelerator movements.
52950 With the engine stopped, and the key switch ON, the operator cycles the accelerator three times to enter the diagnostic mode. Once in diagnostic
mode, each additional cycling of the accelerator increments to the next fault code. If there are accelerator errors, this feature will automatically
enter diagnostic mode when the engine is stopped and the key switch is ON.
53101 DECELERATION THROTTLE
The Deceleration Throttle feature allows the operator to slow down the engine by pressing a "deceleration" throttle for applications where the
engine's primary accelerator input is at a fixed position. This feature sets the final throttle value to the minimum value of the primary accelerator
value or the deceleration throttle value.
53150 Selecting Delta for this parameter causes the commanded accelerator to be the difference between the primary accelerator and the deceleration
throttle. With this selection, the engine speed begins to decrease as soon as the deceleration throttle begins to be depressed.
Selecting Minimum for this parameter causes the commanded accelerator to be the lower of the accelerator input from the primary accelerator
and the deceleration throttle. With this selection, the engine will not begin to decelerate until the requested fueling from the deceleration throttle
reaches the level of the primary accelerator.
54101 IDLE SHUTDOWN TIME
The Idle Shutdown Time parameter helps increase fuel efficiency and engine life by shutting down an idling engine when there is an absence of
an operator for a calibratible time period. The engine automatically shuts down after the amount of time entered in this field if there is no operator
input.
Before shutdown occurs, a warning period is indicated by a yellow flashing diagnostic lamp. During the warning time, the shutdown can be
prevented by changing the engine fueling.
54201 HOT SHUTDOWN LOAD PERCENT
The Hot Shutdown Monitor feature monitors the engine condition and records the occurrence of an engine hot shutdown.
This fault will log regardless of whether the engine was shutdown by the operator or the engine protection system. The Hot Shutdown Load
Percent parameter defines the amount of engine load above which the ECM will log an inactive fault when the engine is shutdown.
54211 An engine is considered "hot" when the hot shutdown load percent of the engine is above the threshold set in INSITE. The Hot Shutdown Load
Percent is based on the duty cycle load factor which is determined from engine fueling levels.
54301 FAN CLUTCH RAMP RATE
The Fan Clutch Ramp rate is the ramp rate percentage used for increasing and decreasing the fan speed.
54310 This value is expressed as a percentage per second. This allows the rate of change in fan speed to help prevent belt hopping and slippage to
improve drive belt life.
54350 The Auxiliary Speed Governor is an application specific feature that allows the engine to be governed by either an auxiliary speed or pressure
signal. The feature uses a manual switch input to turn the governor operation ON or OFF.
54401 AXG MINIMUM AND MAXIMUM REFERENCE SPEED
The Auxiliary Governor Minimum and Maximum Reference Speeds establishes a range for Auxiliary Speed Governor operation.
54601 AXG NUMBER OF TEETH
The Auxiliary Governor Number of Teeth parameter sets the number of teeth, or pulses, on the customer input device.
54701 AXG HIGH THRESHOLD
The Auxiliary Governor High Threshold parameter sets the high threshold for the engine speed. This is the point at which a fault is logged.
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56000 THROTTLE DROOP
It is often desirable to allow the engine speed to gently decrease with the application of a load to enhance driveability. This prevents jerkiness and
protects mechanical components attached to the drivetrain from damage due to sudden applications of torque from an engine that is aggressively
attempting to maintain its commanded speed. For these reasons, QUANTUM uses variable droop in the governor algorithm, where droop is
defined as the difference between the no load commanded speed and the full load commanded speed divided by breakpoint speed. The ECM
calculates the proportional amount of droop at engine speeds between high and low idle.
56101 BREAKPOINT 1 SPEED
the Breakpoint 1 Speed parameter sets the engine speed, in RPM, that activates droop during normal operating conditions.
56200 The Droop at Breakpoint 1 parameter sets the percentage of droop when the engine speed reaches breakpoint 1.
56300 The Droop at Maximum Throttle 1 parameter sets the percentage of droop if the engine reaches maximum throttle.
56400 The Droop at Minimum Throttle 1 parameter sets the percentage of droop if the engine reaches minimum throttle.
56500 The Isochronous Breakpoint 1 Speed parameter sets the engine speed at which droop control stops and isochronous engine speed control begins
when the automotive governor is being used.
56801 LOW IDLE SPEED
The Low Idle Speed parameter provides a default engine idle speed. If the Idle Adjustment feature is disabled, the engine idle RPM is defined by
this parameter.
56901 ALTERNATE IDLE SPEED
The Alternate Idle Speed feature allows the operator to switch between the low idle speed setting and an alternate low idle speed setting. The
alternate Idle Speed setting in INSITE allows the alternate idle speed to be set. The increment/decrement switch can not be used to increase or
decrease the alternate idle speed.
57000 If the Alternate Idle Start-up feature has not been enabled in the calibration, the engine operates using the normal idle speed until the Alternate
Idle Switch is moved from Normal to Alternate.
If the Alternate Idle Start-up feature has been enabled, the position of the Alternate Idle Switch determines the idle speed at startup.
58001 ALTERNATE DROOP
The Alternate Droop feature allows the droop characteristics to be changed for high engine governed speeds and for the All Speed governor. Less
governor droop provides a more responsive governor for more precise engine control. More governor droop provides smoother shifting and
smoother mechanical clutch engagement.
58011 Depending on availability from the OEM, the alternate droop feature provides the ability to select up to two additional alternate droop settings
through the use of an OEM provided switch.
58021 Each alternate droop setting provides the ability to select the high speed governor break point speed, droop percent, and the isochronous break
point speed. Droop percent at minimum and maximum throttle for the All speed governor is also adjustable . The break point speed determines
the position on the engine torque curve where the high speed governor will start to limit engine torque output.
59001 INTERMEDIATE SPEED - MAXIMUM SPEED
The Intermediate Speed Maximum Speed parameter is the upper limit for all ISC speeds.
60101 INTERMEDIATE SPEED - ENGINE SPEED SET POINT 1, 2, AND 3
The engine speed setpoints are adjustable parameters that set the engine RPM activated by the ISC switches. These speeds cannot exceed the low
or high idle governor engine speed limits. The calibration determines which of these speeds is given priority if more than one speed is requested
at the same time.
60200 One of the switch inputs can be used as a validation input. In this case, Intermediate Speed Control requests are not recognized unless the
validation input is ON and the ISC switch input has transitioned from OFF to ON. With validation selected, two switch activated ISC speeds are
available.
60401 INTERMEDIATE SPEED - DROOP
The Droop parameter sets the percentage of droop if the maximum speed is reached while using any ISC switch. This droop setting applies to all
ISC speeds.
62000 SWITCHED SPEED
The five Switched Speed Settings define each of the preset engine operating speeds for an alternate remote throttle control.
62100 To switch to any of the other settings, the switch is moved to the position corresponding to the desired speed.
64100 ENGINE INFORMATION
The optional engine information area provides for data entry that is specific to the engine. Information recorded in this area includes: Engine data
such as Serial Number, Build Date and Engine Hour Offset.
64201 CUSTOMER INFORMATION
The optional customer information area provides for storing customer determined information in the ECM.
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64301 VEHICLE INFORMATION
The optional vehicle information area provides for data entry that is specific to the vehicle. Information recorded in this area includes: OEM
Name, Model Number, Vehicle Identification Number, and Year of manufacture.
66101 MAINTENANCE MONITOR OPTION
The Maintenance Monitor alerts the operator when the interval is reached. The Maintenance Monitor Option setting determines whether
maintenance monitor operates in manual or automatic mode.
66111 With the Automatic Mode, the filter or oil change interval is determined by the maintenance interval value in fuel burned established by the
calibration or by the number of hours of engine operation.
66121 With the Manual Mode, the maintenance interval is determined by tracking engine operating time.
66201 MAINTENANCE MONITOR WARNING PERCENT
The Maintenance Monitor Warning Percent causes Maintenance Monitor to issue its alert prior to the end of the maintenance interval. This
provides an advance warning of the upcoming interval. This parameter is expressed in terms of percentage of the total interval. A 90% value is
recommended for this parameter.
66301 MAINTENANCE MONITOR INTERVAL
The Maintenance Monitor Interval parameter is used when Maintenance Monitor determines the interval using the Automatic mode. This mode of
calculation uses a fuel consumption rate to determine when to change the oil.
66311 The maintenance monitor notifies the operator when the first of these factors reaches the pre-determined level. When this monitor is used for oil
change intervals, interval factor parameter is the expected life of the oil and filter combination expressed in liters of fuel burned. This parameter is
derived from type of oil used and the vehicle kilometers per liter.
66331 Refer to the service literature when selecting the appropriate interval factor for the application; severe duty, normal duty, or light duty.
66341 However, these intervals can be extended if a synthetic blend oil, such as Premium Blue 2000, is used. Refer to the product literature to
determine how much the drain interval can be extended.
66401 MAINTENANCE MONITOR USER HOURS
The Maintenance Monitor User Hours parameter specifies the amount of time that the engine should be in operation before the desired
maintenance interval, when Maintenance Monitor is set to the Manual mode. When this monitor is used for oil change intervals, this parameter is
the expected life of the oil and/or the filter combination expressed in engine operating hours.
70200 SECURITY
The security feature provides the capability for multiple levels to secure functions in the programmable memory of the ECM. This capability
reduces the risk of unauthorized program memory changes and reduces the risk of unauthorized clearing of information in the ECM.
The ECM utilizes three different levels of password protection; master, adjustments, and reset passwords. In order to service the engine the
vehicle owner must supply the appropriate password to the Cummins Repair Location.
70400 The Adjustments Password allows access to the:
Adjustable Features and Parameters and

Calibration Transfers to the ECM.
70500 The Reset Password allows access to:
Reset Engine Protection Data

Duty Cycle Monitor
Fuel Consumption Monitor and ...
Resetting the Maintenance Monitor
70600 The ECM Master Password allows access to all of the levels accessed by the Adjustment Password and the Reset Password as well as locking out
the ability to change the Adjustment and Reset Passwords.
80000 Some of the information contained in INSITE is available through "viewable" information.
80100 ENGINE PROTECTION DATA
The Engine Protection Data screen displays a one-line entry for the most recent engine protection system data.
The description is the type of data that was recorded. The fault code is the numeric Cummins code that identifies the fault associated with this
type of data. The value is the numeric value or status indicator that was recorded. The duration is the total amount of time during which this fault
was active, measured in hours, minutes, and seconds.
80200 Selecting a fault on this screen and then clicking on the History button displays the engine protection data for the previous five occurrences of the
selected fault.
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80300 ENGINE PROTECTION SETTINGS
The Engine Protection Settings screen displays which sensors are monitored for engine protection and how each sensor affects engine protection.
80400 DUTY CYCLE MONITOR
The Duty Cycle Monitor screen displays the time periods in which the engine or vehicle has run within specific operating ranges. The operating
ranges are based on engine RPM speed versus torque. This information is then graphically displayed.
80500 The Duty Cycle Monitor Long Term Map records operating ranges over the life of the engine or vehicle. This map cannot be reset.
80600 Short term maps 1 and 2 can each log a total of 500 hours of engine time. Upon reaching 500 hours on map 1, the ECM automatically begins
recording information on short term map 2. Both of these maps can be reset using the reset password.
80700 FUEL CONSUMPTION MONITOR
The Fuel Consumption Monitor displays the instantaneous fuel economy and the fuel consumption rate for any single hour in the last monitored
40 hour period. This feature also tracks a non-resettable running average of fuel consumption rate over the lifetime of the engine. This feature can
be used to monitor and track performance. The fuel consumption monitor can be reset using the reset password.
80800 MAINTENANCE MONITOR
The Maintenance Monitor screen displays the elapsed Maintenance intervals and fuel usage since the monitor was last reset.
80900 CENTINEL MONITOR
The Centinel Monitor feature launches the monitor screen and displays all of the monitorable information associated with the Centinel Advanced
Oil Management System. The monitor screen functions in the same way that it would if it was entered through the menu selection or button.
81000 SYSTEM ID AND ECM DATAPLATE
The System ID and ECM Dataplate area provides information from six different categories.
81100 The System tab displays a list of performance parameters of the engine.
81200 The Engine tab displays identifying characteristics of the engine.
81300 The OEM tab displays identifying information about the vehicle. This information should match the vehicle's external dataplate.
81400 The Customer tab displays identifying information about the owner or user of the vehicle.
81500 The ECM tab displays identifying information about the engine ECM.
81600 The Calibration tab displays identifying information concerning the ECM's calibration. The ECM code listed at the top of this screen identifies the
current ECM calibration.
82000 AUDIT TRAIL
The audit trail screen displays changes that have been made to the Adjustable Features and Parameters. Up to four screen are available to display
the four most recent changes. This screen records when the change was made, in ECM time, and control information about which registered
INSITE software made the change. The code and description identify the numeric code and provides a description of the change made to the
ECM.
84000 NON-PROGRAMMABLE FEATURES
Non-Programmable features are those items that are always part of the QUANTUM control system and can not be enabled or disabled, or turned
OFF and ON using INSITE.
84100 ACTUATOR ELECTRICAL DIAGNOSTIC
The Actuator Electrical Diagnostic feature provides diagnostics of the pulse width modulated driver circuits from the ECM. If an open or short
circuit is detected, a fault code activates to alert the operator of the problem.
84200 Actuator circuit diagnostics are performed continuously whenever the key switch is turned to the ON position. Diagnostics are based on the
difference between the commanded PWM current and the feedback current. A short circuit fault is recorded when the feedback current is higher
than expected and sustained for a period of time. An open circuit fault is recorded when the feedback current is lower than expected and sustained
for a period of time.
84400 FSO VALVE ENGAGEMENT DELAY
The Fuel Shutoff Valve Engagement Delay feature slows the opening of the fuel shutoff valve during warm engine starts. The coolant
temperature is used to determine when this feature delays the opening of the shutoff valve. With a warm engine the fuel shutoff valve is not
opened until the engine speed is above the threshold for a calibrated amount of time. This allows the fuel pressures in the timing and rail passages
to become stabilized for improved fueling control which reduces engine noise during hot engine starts.
84600 FUEL SHUTOFF VALVE DIAGNOSTICS
With a stuck open fuel shutoff valve the fuel actuator shuts off the supply of fuel to the engine at shutdown. However, if the metering rail actuator
should also become stuck, the ECM may not be able to shutdown the engine.
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84700 QUANTUM DIAGNOSTICS
The QUANTUM system has built-in diagnostic capability which alerts the operator of a system problem while the engine is running by
illuminating one of the three diagnostic lamps.
84800 The yellow warning lamp illuminates to indicate a fault condition that allows the engine to continue to be operated. With this type of fault, the
engine can still be operated but may lose some system features, which can result in power loss. This fault should be repaired as soon as it is
convenient to do so.
84900 The red stop lamp illuminates to indicate a fault condition that can disable the engine. Operation of the engine should be stopped as soon as
possible.
85000 The engine protection lamp illuminates when an out-of-range condition occurs. If the engine protection system lamp illuminates during engine
operation, this indicates that a fault code has been recorded. The lamp will remain ON as long as the fault is active. If shutdown is enabled, the
lamp flashes to indicate an approaching engine shutdown. When this type of fault remains active, the engine power and/or engine speed will be
gradually reduced. If the engine protection shutdown feature is enabled in the calibration, the engine will shutdown after a short time delay to
prevent engine damage.
85100 In addition to alerting the operator of system faults, diagnostic lamps can be used to flash out active faults stored in the ECM. The fault lamp
flashing sequence differs depending on whether or not the engine is equipped with CENSE.
Please click on the section you'd like to learn about.

85200 CENSE NOT INSTALLED
If the engine is not equipped with CENSE, the following method can be used to flash out active fault codes. Turn the vehicle key switch to the
OFF position. Turn the diagnostic switch to the ON position. Turn the vehicle key switch to the ON position but do not start the engine.
85300 If no active faults are recorded, all three of the lamps will illuminate and say on.
85400 If active fault codes are recorded, all three lights come on momentarily. Then the yellow warning light and the red stop light will begin to flash
out the first active fault code.
First the yellow light will flash, followed by a short delay. Then the red stop lamp will flash out the first digit of the three-digit fault code. After a
one second delay, the red lamp flashes out the second digit. Then, after another one second delay, the red lamp flashes out the third, or last, digit.
After flashing out the fault code, the yellow light will flash again and the same fault code will flash out again.
85500 To advance to the next active fault code, move the increment/decrement switch to the plus position and then release it.
The increment/decrement switch can also be used to return to the previous fault code.
After reaching the final active fault code, moving the increment/decrement switch to the plus position begins the entire sequence over again
starting with the first fault code displayed.
86200 CENSE INSTALLED
CENSE engines are not equipped with a diagnostic switch. Active fault codes flash out when the key switch is in the ON position with the engine
not running.
86300 QUANTUM faults are flashed out first on the red stop lamp and then CENSE faults are flashed out on the yellow warning lamp.
86400 Beginning with the first active QUANTUM fault, the red lamp will flash out the first digit of the three-digit fault code. After a one second delay,
the red lamp flashes out the second digit. Then, after another one second delay, the red lamp flashes out the last digit.
After the last digit there is a two second delay and then the next active QUANTUM fault is flashed out.
86500 After completing all of the active QUANTUM faults, the CENSE faults flash out on the yellow warning lamp.
When all of the faults have been displayed, there will be a three second delay, after which the flashout sequence begins again with the first active
QUANTUM fault code.
87000 TOOLS DIAGNOSTICS
The datalink is activated whenever the key switch is in the ON position regardless of whether or not the engine is running. With the current QSK
45 and 60 engines, the J1587 datalink is used by Cummins service tools. In addition, the datalink provides information, formatted according to
the SAE J1939 standard, to additional data logging equipment such as electronic dashboards and other equipment ECM's.
88000 ALTERNATE TORQUE CURVE
At times it is desirable to limit the engine torque output to protect the equipment, transmission, or change the functional characteristics of the
equipment during a particular operating mode. The Alternate Torque Curve feature provides the ability to switch between the 100% torque curve
and two additional curves through the use of an OEM installed two or three position switch.
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88100 DEDICATED PWM OUTPUT
The Dedicated PWM Output feature allows the OEM to create a 12 volt pulse width modulated signal whose duty cycle is selected by the
calibration to be proportional to either engine speed, engine torque, or accelerator percent. The intended use of the analog signal is to control an
engine or transmission that relies on an analog signal input.
88200 DUAL OUTPUTS BASED ON SENSED PARAMETERS
The Dual Outputs Based On Sensed Parameters feature allows for two separate and independent 24 volt outputs to be turned OFF and ON based
on input values from 13 specified parameters. These outputs could be used to activate devices such as a fan clutch, audible alarm, or lamps.
88300 The thirteen parameters that can be configured as inputs to this algorithm are: engine speed, final fueling, boost pressure, auxiliary speed, oil
pressure, coolant temperature, fuel temperature, commanded throttle, OEM sensor, OEM switch, ISC status, OEM temperature, and OEM
pressure.
Depending on the calibration design, all of the parameters, or any combination of the parameters, may be configured as inputs. The outputs may
be turned on when all of the inputs become active or when any one input becomes active.
88400 FREQUENCY THROTTLE
The Frequency Throttle feature converts a filtered throttle frequency input into a requested throttle percentage. This feature applies to industrial
and marine applications where a position or logic signal is not appropriate. The Remote Throttle can also be used in addition to a Frequency
Throttle.
88405 MULTIPLE UNIT SYNCHRONIZATION
Multiple Unit Synchronization allows two or more engines to be operated at the same speed, torque, or with commanded throttle input. Some of
the parameters that apply to engine synchronization can be monitored.
88410 In a Hard-Coupled Synchronization application, the primary engine sends a throttle signal to the first secondary engine. This engine passes the
throttle signal to the next engine. This pattern continues until the last secondary engine passes the signal back to the primary engine. The
feedback duty cycle to the primary engine is compared with the output duty cycle from the primary engine. If this comparison is outside of a
calibratible range, a fault condition exists and the engines will be shutdown.
88415 The output signal from each engine is generated on the PWM out pin of the OEM harness. This output is then the input signal for the next engine,
on the VSS input pin of the OEM harness. The last secondary engine provides this as a feed back signal on the VSS input of the primary engine.
88420 In a Soft-coupled application, the primary engine sends the throttle signal out to all of the secondary engines at the same time. This feature utilizes
the Dedicated PWM Output feature to generate a throttle output duty cycle on the primary engine from Commanded Throttle input. This signal is
sent to the secondary engine and read on the VSS input circuit. Since these engines are wired in parallel, if one engine stops, the others remain
running.
88425 The Soft-Coupled Marine application sends the throttle signal out to all the secondary engines through the J1939 datalink. Since these engines are
wired in parallel, if one engine stops, the others remain running. The ID pins configure each engine to operate either as the primary engine, or one
of five secondary engines. By using the pins the need for a separate calibration for each engine is eliminated. In addition, for a service tool to
communicate over the J1939 bus it must be able to recognize which engine the information that it currently is receiving applies to.
88450 ACCELERATOR LIMP HOME
In some applications it is desirable to provide the ability to continue equipment operation after an accelerator failure occurs. The Accelerator
Limp Home feature provides this capability. Accelerator failures are any out of range accelerator conditions. Idle validation is required to use the
Accelerator Limp Home feature.
88500 INDUSTRIAL ACCELERATOR DEFAULT
The Industrial Accelerator Default feature determines the default accelerator values to be used when certain accelerator system errors become
active. Depending on the fault condition, the accelerator value defaults to one of two calibratible values. The intent of this feature is to allow
continued engine operation at sufficient power to maintain accessory loading.
When this feature is enabled it replaces the Accelerator Limp Home feature.
88600 OVERSPEED PROTECTION
The Overspeed Protection feature monitors the engine speed and shuts off fuel to the engine if an overspeed condition is detected. The engine
speed at which an overspeed conditions is detected depends on the calibration. A fault is logged and the ECM records engine data when the fault
occurs. Fuel flow is restored to the engine when the engine speed drops below a secondary engine speed threshold.
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10001 In this section we will look at various electronic troubleshooting procedures for the QSK 45 and 60 engine.

12001 Some troubleshooting, repair, and service procedures for the QSK 45 and 60 engine require specialized service tools. Service tools used when
working on the electronic control system include:
INSITE for QUANTUM

QSK 45/60 Dyno Controller
Break-out Cable Kit
Wiring Harness Kit
Datalink Adapter
The use of some of these tools are covered in more detail in troubleshooting procedures in this section.
12100 INSITE is a Windows-based software application that works with selected Cummins control modules to diagnose and troubleshoot engine
problems, store and analyze historical information about an engine, and modify an engine's operating values.
12200 The Dyno Controller connects to the 21 and 31 pin OEM connectors to provide operator interface to operate the engine while it is on a
dynamometer.
12700 Three different style breakout cables connect between the sensors installed in the engine and the engine wiring harness connector. A breakout
harness provides the ability to monitor the electrical circuit for these sensors.
Each of the test leads is labeled or color coded corresponding with the pin to which they are connected. Refer to the wiring diagram for
information about which pin is connected to each circuit.
12901 The wiring harness kit provides repair parts for wiring connections for the QSK 45 and 60 engine that are not found in the standard electrical
wiring repair kit.
13000 An Inline 1datalink adapter is needed to allow the ECM to communicate with INSITE. In the future an Inline 2 adapter will work with INSITE
through the J1939 datalink.
14000 QUANTUM SYSTEM SPECIFICATIONS
The QSK 45 and 60 QUANTUM engine control system is a 24 volt system. In order to properly troubleshoot the control system, it is necessary to
understand the various supply and operating voltages.
The sensors within the system operate on a 5 volt supply signal.
All of the switch circuits within the system are 12 volt circuits. Closing any of these switches causes the voltage in the circuit to be pulled to
ground indicating to the ECM that the switch has been closed and the appropriate action is requested. The one exception to this is the Accelerator
pedal. Both the idle/off-idle circuit and the position sensor circuit operate off of a 5 volt circuit.
The PWM output is a 12 volt signal. All of the remaining output drivers create a 24 volt signal.
14100 Some of the features conflict with certain other features. This is often due to a shared pin in the ECM.
14200 Both the ether injection feature and the Centinel Make-Up valve circuit utilize pin 2 on the engine harness connector. Due to this conflict with this
pin, only one of these features can be enabled at one time.
14300 The third intermediate speed control speed cannot be utilized if intermediate speed control validation is desired.
14400 The second intermediate speed control speed cannot be utilized if a remote throttle select switch is desired.
14500 Because the OEM switch, cold idle inhibit, and frequency pull up switches all use the same pin in the OEM harness connector only one of these
functions can be activated in the vehicle. The OEM switch is an optional switch that can be installed at the discretion of the vehicle OEM. When
the cold idle inhibit switch is closed the ECM operates the engine at the lower idle speed, even when operating in cold ambient conditions. When
used for frequency pull up this circuit supplies a 12 volt supply source to a transistor.
14600 The switch connected to pin 36 in the OEM connector can be configured to operate as an Alternate Idle Switch, or as an Auxiliary Governor
Switch. The calibration will only allow the switch to function in one of these capacities.
15000 Whenever checking an electrical connection the appropriate test lead must be used to avoid damaging the electrical component.
15100 When troubleshooting electrical components, similar types of procedures are normally followed. Although each of these steps cannot always be
performed on each circuit, when they can be checked, these procedures verify if the circuit is performing properly. Check for the desired supply
voltage to the component, check for a short to ground, check for a short from pin to pin in the connector, check for an open circuit, and when
possible perform a function check of the component.
15150 A function check might consist of verifying component performance in specific circumstances. For example, checking a temperature sensor's
resistance at a given temperature and comparing it to the manufacturer's specifications.
15200 For the electrical systems used on Cummins engines, a short to ground is typically defined as any connection with a resistance of less than 100 K
ohms. An exception to this specification is the ESS short to ground which is less than 10 mega-ohms.
15250 A short circuit to an external voltage reading is more than 1.5 volts.
15300 For most circuits in the QUANTUM electronic control system, the definition of a good closed circuit is less than 10 ohms, therefore an open
circuit is more than 10 ohms.
15400 The QSK 45 and 60 wiring diagram provides information to assist you in understanding and troubleshooting the electrical system. This diagram
shows the overall electrical system and will help you to identify circuits and individual pin labels.
The wiring diagram also contains sensor specifications and a list of potential fault codes.
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64000 INSITE
In this section we will look at tests and troubleshooting tools available in the INSITE service tool.
64100 FAN CLUTCH CONTROL TEST
The Fan Clutch Control test allows the percent of fan operation to be set to determine if the fan clutch is operating properly.
64200 A hand held tachometer can be used with this value set at 100% to determine the maximum fan speed. After determining the fan RPM at 100%, a
lesser value can be entered and the RPM determined to verify that the fan is operating properly.
65000 MONITOR / DATA LOGGER
In this section we will look at the various types of information available through the Monitor and Data Logger Screens.
The monitor screen in INSITE is used to monitor various engine parameters. The Data Logger screen functions very similar to the Monitor screen
but the engine operating data is stored in a file and can be retrieved at any time.
65100 DATA LOGGER
The selection box is used to choose to monitor data only, datalog data only, or monitor and datalog.
The rate at which the values are updated can be selected in the Desired Sampling Rate selection box.
65200 AVAILABLE PARAMETERS
The Available Parameters area is a scroll box containing all of parameters that can be monitored. A maximum of 14 parameters can be moved to
the Selected Parameters box and then monitored at one time. The monitor screen checks the reading from each of the selected parameters and
updates each reading.
65400 In this segment we will look at each of the parameters available for monitoring by INSITE.
Select the type of parameter that you want to learn about.

66000 SWITCHES
The monitor screen allows you to view the status of various switches in the system. The switches that can be monitored include switches installed
for driver interface with the system, the vehicle key switch, and other electronic switches such as the ISC switches.
The display indicates the position of the switch. This display can be used to confirm that the desired signal is being sent to the ECM when the
switch is moved.
Information concerning the various switches is covered in the engine controls familiarization portion of this program under "inputs".
67000 SENSORS
The monitor screen displays calculated values from the signals supplied from various sensors in the system. This provides the ability to monitor
engine operating conditions seen by the ECM. Sensor locations and a description of each sensor is covered in the engine controls familiarization
portion of this program under "inputs".
68200 TEMPERATURE SENSORS
Temperature sensors are used to determine the temperature of the fuel, coolant, engine oil, and intake air.
68700 OEM TEMPERATURE
In addition to the temperature sensors discussed earlier, the engine can also be equipped with an OEM installed temperature sensor. The OEM
Temperature parameter on the monitor screen displays the temperature read from this sensor. The input from this OEM provided sensor can be
used by the ECM for engine protection and/or Solenoid A and B outputs.
68800 OEM TEMPERATURE LOWER AND UPPER THRESHOLDS
The OEM Temperature Lower and Upper Threshold parameters display the range beyond which engine protection will start and a fault will be
logged.
70000 PRESSURE SENSORS
The readings from pressure sensors such as oil, intake air, blowby, ambient air, and fuel pressure are monitorable.
70500 OEM PRESSURE
In addition to the temperature sensors discussed earlier, the engine can also be equipped with an OEM installed pressure sensor. The OEM
Pressure parameter on the monitor screen displays the pressure read from this sensor. The input from this OEM provided sensor can be used by
the ECM for engine protection and/or Solenoid A and B outputs.
70600 OEM PRESSURE LOWER AND UPPER THRESHOLDS
The OEM Pressure Lower and Upper Threshold parameters display the calibrated range beyond which an engine protection will start and a fault
will be logged.
15
SCENE AUDIO
70800 FUEL PUMP PRESSURE ERROR
The Fuel Pump Pressure Error parameter displays the difference between the desired and actual fuel pump pressure.
71800 PWM OUTPUT MODE
The PWM Output Mode parameter indicates whether the PWM output corresponds to the engine speed, engine torque, or percent accelerator. The
mode is set by the calibration.
71900 % PWM OUTPUT
The % PWM Output parameter indicates the analog PWM output signal as a percentage of duty cycle.
72000 ECM SOFTWARE LEVEL
The ECM Software Level parameter displays a seven digit number that indicates the level of software in the ECM.
72100 FAN PERCENT ON
The Fan Percent On parameter displays the percentage of potential fan speed that the fan is commanded on by the electronic fan clutch.
72600 SOLENOID A AND B COMMAND
The Solenoid A and B Command parameters display the commanded on or off value of the OEM specific Solenoid A or B circuit.
72710 TORQUE CURVE SELECTION
The Torque Curve Selection parameter indicates, by number, the torque curve under which the engine is currently operating.
72715 ISC VALIDATION
The ISC Validation parameter displays whether the ISC mode of operation has been validated. This parameter is only used when validation is
enabled and the ISC 3 switch is disabled by calibration.
72730 MULTI UNIT SYNC COUPLE TYPE
The Multi Unit Sync Couple Type parameter displays the type of synchronization being used by the engines: hard coupled, soft coupled, or soft
coupled marine.
72800 MULTI UNIT SYNC ENGAGED
The Multi Unit Sync Engaged parameter displays the on or off status of the Multiple Unit Synchronization.
72900 MULTIPLE UNIT SYNCHRONIZATION ENGINE TYPE
The Multiple Unit Synchronization Engine Type parameter displays the type of ECM calibration, either primary engine or secondary engine, that
is currently loaded into the ECM.
73000 CENTINEL
The Centinel Advanced Oil Management System improves the overall engine lubrication and extends maintenance intervals. Some of the
parameters that apply to Centinel can be monitored.
74060 THROTTLE STATUS
The Throttle Status Idle Validation parameter displays the status of the of the accelerator pedal. On-idle indicates that the pedal position is at idle.
This is the normal, or foot-off, position. Off-idle indicates that the pedal has moved off its idle position.
74100 FUEL PUMP CURRENT
The Desired Fuel Pump Current parameter displays the desired fuel pump actuator current, in amps, for a given engine speed and load. The value
of this current is in proportion to the fuel quantity and pressure. When the current increases, the actuator opening increases and the pressure
decreases.
The Fuel Pump Current parameter displays the measured current, in amps, at the fuel pump actuator.
The Fuel Pump Current Offset parameter displays the additional current required to obtain the desired fuel pump current.
16
SCENE AUDIO
74400 TIMING
The Timing Feedback Current parameter displays an electronic measurement of timing actuator current, measured by the ECM. The value of this
current is proportional to the fuel quantity and pressure. When the current increases, the actuator opening increases and the pressure increases.
The range for this reading is typically between .9 and 2.4.
The Desired Timing Fueling parameter displays the desired timing fueling for the current engine speed and load.
The Timing Current Offset parameter displays the additional current required to obtain the desired timing fueling.
The Timing Deviation parameter displays the difference between the desired and estimated timing fueling.
The Estimated Timing Fueling parameter displays the percent of maximum estimated timing fueling, recorded by the actuator, as calculated from
the engine speed and timing pressure inputs.
74900 METERING
The Estimated Rail Fueling parameter displays the estimated rail fueling, recorded by the actuator, as calculated from the engine speed and rail
pressure inputs.
The Desired Rail Fueling parameter displays the rail fueling requested by the ECM for the current engine speed and load.
The Rail Feedback Current parameter displays an electronic measurement of the rail fuel actuator current, measured by the ECM. The value of
this current is proportional to the fuel quantity and pressure. When the current increases, the actuator opening increases and the pressure
increases. The range for this reading is typically between .45 and 1.2.
The Fueling Deviation parameter displays the difference between the desired and estimated rail fueling.
The Fueling Current Offset parameter displays the additional current required to obtain the desired metering rail fueling.
75500 FUEL RATE
The Instantaneous Fuel Rate field provides a display of current liters per hour fuel injection.
The Long Term Fuel Rate parameter displays the fuel rate of the engine in liters per hour fuel consumption for the life of the engine.
75820 PRIMARY THROTTLE COMMAND
The Primary Throttle Command parameter is used in applications that utilize a deceleration throttle. In these applications, this is the throttle value
commanded from a primary source such as a hand throttle lever or other set point throttle. A primary throttle operates from 0 percent to 100
percent, where 0 percent is the idle position.
75900 DECELERATION THROTTLE COMMAND
The Deceleration Throttle Command parameter displays the value commanded from a deceleration pedal. The Deceleration throttle operates from
100 percent to 0 percent, where 0 percent is fully depressed position. The Deceleration Throttle Value is used in conjunction with the Primary
Throttle Value to set the Final Throttle Value by the Deceleration Minimum Accelerator method or the Deceleration Delta Throttle method.
76000 FINAL THROTTLE COMMAND
The Final Throttle Command parameter displays the accelerator value used by the ECM for fueling control expressed in percent of full throttle.
76100 FREQUENCY THROTTLE
The Frequency Throttle parameter displays the percent frequency throttle input if a frequency throttle is present and in use.
76200 REMOTE THROTTLE PERCENT
The Remote Throttle Percent parameter displays the remote throttle input, if the application is equipped with a remote throttle and it is in use.
76300 FSOV
The FSOV Diagnostic parameter displays the enabled or disabled state of the fuel shutoff diagnostic feature.
The Fuel Shutoff Valve Output parameter indicates the electrical status of the shutoff valve power at the ECM. This valve must be in the open
position to allow fuel to flow to the engine.
The Fuel Shutoff Valve Diagnostic Counter parameter displays the number of times a possible stuck open fuel shutoff valve condition has been
detected.
The Fuel Shutoff Valve Diagnostic Counter Limit parameter displays the number of consecutive times a possible stuck open fuel shutoff valve
condition can be detected before a fault is logged.
17
SCENE AUDIO
77000 AUXILIARY SPEED
The Auxiliary Speed parameter displays the reference input speed supplied by an auxiliary device to the ECM.
The AXG Reference Speed parameter displays the desired auxiliary speed corresponding to accelerator position over the auxiliary speed
governor operating range.
The AXG High Threshold parameter displays the high threshold for engine speed at the point at which a fault is logged.
The Maximum and Minimum Auxiliary Governor Frequency parameters display the calibrated frequency range within which the Auxiliary
governor can operate.
80000 Fault trees, available in both INSITE and the service literature, provide a guide to troubleshooting the engine.
Both Symptom Driven and specific Fault Code trees are available.
Please click on the section you'd like to learn about (generic clip B)
80100 Symptom driven fault trees are used when there is an engine complaint but there are no active fault codes pertaining to that complaint. The
symptom trees are structured to check the most common or the easiest checks for a specific complaint.
80200 Let's take a look at a symptom driven fault tree to see how it is used to troubleshoot the engine. For example, this tree troubleshoots the engine for
the Engine Runs Rough or Misfires symptom.
This tree utilizes many of the fuel system checks demonstrated in the fuel system Troubleshooting and Repair section of this program.
85000 Specific Fault Code driven trees are used when an active or inactive fault is logged. These trees apply specifically to an error logged by the ECM.
85100 Fault code 452 is logged when less than 0.15 volts DC is detected at the rail pressure sensor signal pin 31 of the engine harness.
85150 The steps shown here summarize all the steps in troubleshooting fault code 452.
18

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QSK 45/60 : Controls

CONTROL SYSTEM – Familiarization

Please click on the available section to continue. (generic clip C)

Please click on the available section to continue. (generic clip C)

Different switch types are installed by the OEM.

Please click on the available section to continue. (generic clip C)

Output signals from the ECM control the operation of the:

The tabs can be accessed in any order desired.

Click on the tab you'd like to learn about.

Adjustable Features and Parameters and

Reset Engine Protection Data

Please click on the section you'd like to learn about.

Please click on the available section to continue. (generic clip C)

INSITE for QUANTUM

The sensors within the system operate on a 5 volt supply signal.

Select the type of parameter that you want to learn about.

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