industrial electronic features

Cummins Industrial Electronics Training 20021

Industrial Electronic Features

Updated: November 2002


Industrial Features

• The industrial features are classified as follows:– Governor Features– Throttle Features– Equipment Integration Features– System Diagnostics & Service– Engine & Accessory Protection– Operational Enhancements


Governor Features

• Governor Basics• Min/Max or Automotive Governor• All Speed or Variable Speed Governor• Auxiliary Speed

– Tailshaft Governor– Pressure Governor

• Hybrid Governor• High Speed Governor• Intermediate Speed Control Governor• Low Speed Governor• Engine Speed Cruise


Governor Basics

• A governor is logic to control a certain functionality.

– Engine Speed Governors: Governors like the Low Idle, High Idle & All Speed Governors & Intermediate Speed Control (PTO speeds) are “speed” governors & they control the engine to a certain engine speed.

– Fueling Governors: Governors like Min-Max and Hybrid calculate fueling based on throttle position and engine speed.

– Shaft Speed Governors: Tailshaft Governor (Auxiliary Governor) controls the speed of the engine to keep an output shaft at a constant speed.

– Pressure Governors: Pressure Governor (Auxiliary Governor) controls the speed of the engine to maintain a constant pressure of an auxiliary pressure input.


Governor Basics

Engine Speed (RPM)

Fuel

ing

Low Idle Governor High Idle Governor

Area in between the Low & High Idle Governor is generally Governed by

Min-Max,All Speed Governor

orIntermediate Speed Control


Droop Basics

Droop is the change in engine speed over change in fueling or change in engine speed with change in load. Droop % = (no_load_speed - full_load_speed) x 100

(full_load_speed )

ASGReference

Point

Fuel

ing

RPM

Droop

LowIdle

HighIdle


Droop Basics

• Isochronous Droop - Is a 0% droop where the engine RPM is maintained at a constant value over an available range of fueling irrespective of the increase or change in load.

Fuel

ing

RPMLow Idle


Min/Max Governor (Automotive Governor)

• What: Min/Max Governor controls fueling(torque) based on throttle percent and engine speed

• How:– With the calibration, you can select the type of governor

mode in which you wish to operate.• Why: This feature is used in applications with foot throttles &

where large instantaneous change in loads are not experienced.• Benefits:

– Improved driveability for applications which operate like on road vehicles (wheeled applications)

– Applications Examples: Haul Trucks, Cranes, Cars


Min/Max Governor (Automotive Governor)

ENGINE SPEED

TORQUE

HIGH SPEED BREAK POINT(HSBKRF)

NO LOAD CURVE

MAX TORQUE CURVE

ISOCHRONOUSLOW IDLE SPEED

(LSBPRFES)

100% THROTTLE

60% THROTTLE

30% THROTTLE

10% THROTTLE


All Speed Governor (Variable Speed (VS) Governor)

• What: Throttle position corresponds to an engine speed reference point.

• How: – With a calibration, you can select what type of governor

you would like for your specific application• Why: You would need this for applications that have hand

throttles & where sudden & large changes in load is experienced.• Benefits:

– Holds engine speed relatively constant when load varies.– Application Examples: Wheel Loader, Excavator, Ag

Equipment, Multiple Applications


All Speed Governor (Variable Speed (VS) Governor)

TORQUE


NO LOAD CURVE

MAX TORQUE CURVE


(LSBPRFES)

ENGINE SPEED

10%Throttle

30%Throttle

60%Throttle

100%Throttle

0%Throttle

ALL SPEED GOVERNOR (W/ CONTANT DROOP)

ALL SPEED GOVERNOR (W/ VARIABLE DROOP)

TORQUE


NO LOAD CURVE

MAX TORQUE CURVE


(LSBPRFES)

ENGINE SPEED

5%Droop

10%Droop

15%Droop


Auxiliary Speed Control - Tailshaft Governor• What: This features helps control the engine so as to maintain

a desired tailshaft speed.

• How: – This feature is activated by an operator switch .– The switch must go from an OFF to ON state to activate the feature.– The feature allows switching between Aux. Speed and All Speed

Governor. – A desired shaft speed is requested by a potentiometer (throttle

input). The ECM will control the engine speed to maintain the shaft speed.

– Why: To control the speed of auxiliary equipment• Benefits:

– This feature helps reduce installation cost by eliminating external devices to maintain tailshaft speed.

– Application Examples: Rock Crusher, Ski Lift


Auxiliary Speed Control - Pressure Governor

• What: A desired pressure is requested via throttle input & the ECM will control the engine speed to maintain the desired pressure.

• How: – A desired pressure is requested by a potentiometer (throttle

input). The ECM will control the engine speed to maintain constant pressure.

– This feature is activated by an operator switch .– The switch must go from an OFF to ON state to activate the

feature.• Why: Used to control air compressors.• Benefits:

– Installation cost savings by eliminating additional or external pressure governor.

– Application Examples: Air Compressor, Water Pumps or any other application where constant pressure is required.


Hybrid Governor

• What: This feature enables the engine to run on pre-determined part throttle torque curves.

• How:– This feature is implemented by calibrating throttle position

dependent fueling limits for the all speed governor.– This feature can be enabled & disabled via a calibration.– Once enabled, this feature will automatically come into effect.

• Why: This feature tries to accommodate for different driving techniques (operating speeds 2100RPM vs. 1800RPM)

• Benefits:– Improved operator feel– Smoother & more efficient operation of equipment. – Improved fuel economy– Application Example: Ag Application, Hydraulic Excavator


Hybrid Governor


New Installation Request*- Governor Selection

Example: Throttle controls torque converter output shaft speedExample: Throttle controls OEM compressor outlet pressure

AXG Min Reference: RPM or psi *AXG Max Reference: RPM or psi *

OEM Speed Input Pulses / Rev: teeth *Desired engine speed with OEM speed/pressure sensor fault: RPM *

Service Tool Adjustable

All Speed Governor (ASG)

Automotive Governor (MIN/MAX)

AXG as OEM Speed governor AXG as OEM Pressure governor

Fill Out Only if Using AXG

THROTTLE CONTROL

Auxillary Speed Governor (AXG)

*Note: All New Installation Request forms shown in this presentation are for Mid-Range engines unless other wise noted.


High Speed Governor

• What: The high speed governor limits the engine RPM as selected by it’s breakpoint.

• How:– This feature is calibratable by setting the desired high speed

governor breakpoint.– The droop for the high speed governor is also a calibratable

option.It can be set to have a percentage droop or it can be isochronous.

• Why:This feature prevents the engine from overspeeding; it sets engine speed to within engine limits or may be set to protect machine/equipment.

• Benefits:– Cost benefits by preventing engine/equipment damage due to

overspeeding– Improved engine durability– Application Examples: All Applications


Governor Basics

Engine Speed (RPM)

Fuel

ing

Low Idle Governor High Idle Governor

Isochronous Low Idle Speed

IsochronousHigh Speed

High Speed Break Point


New Installation Request - High Speed Governor

High s peed governor breakpoint speed: RPM * High Idle Droop: % *

High Id le Is och ronous Speed (ie . us e droop un til th is s p eed is reached): RPM *Des ired high idle no load speed: RPM *

HIGH SPEED GOVERNOR Service Tool Adjustable


Intermediate Speed Control(PTO Governor)• What: This is a fixed speed governor that provides the

capability to choose up to 8 different engine speed set points

• How: – 3 separate switch inputs & a resistor network for up to 5 points.– The 8 speed points are preset speed points in the calibration – The preset points can be adjusted with an inc/dec switch on the dash &

can be changed by an operator.

• Why: This feature is used to drive auxiliary equipment with precise engine speed control

• Benefits: – Reduces cost of installation compared to mechanical engines– Make it simpler for operator to set speeds when desired.– Improves engine durability (operate at lower speeds) & fuel economy– Better control of desired speed– Application Examples: Feller Buncher, Garbage Truck


New Installation Request - Intermediate Speed Control

Speed (RPM) * Delay Time (Sec.)ISC1*ISC2*ISC3* same delay as ISC1

INC/DEC Step Size: RPM Default is 25 RPM

ISC Droop (to be used by all ISC speeds): % * Ramp Rate (Transition to ISC or betw een ISC speeds): RPM/Sec Default is 400 RPM/Sec

Variable ISC (Volts) Variable ISC (Speed) *12345

Describe ISC usage:

ISC 1ISC 2 ISC 3 (N/A if using ISC validation)ISC Validation (N/A if using ISC3)

Variable ISC (Not available if using Remote Throttle)

Operator ISC speed INC/DEC

Allow throttle control BELOW active ISC speed (Standard set-up; ISC acts as the High Speed Governor)Allow throttle control ABOVE active ISC speed (Use when ISC acts as the Low Speed Governor)

ISC Option

Save INC/DEC Changes at key-off


ISC Priority greater than throttle (Ignore throttle during ISC usage)


Low Speed Governor

• What: This feature limits engine RPM above a minimum set point value for startup conditions.

• How:– This feature is a calibratable feature with the capability to set the

low idle engine RPM• Why: This feature prevents the engine from stalling when the

operator’s foot is off the throttle• Benefits:

– Improved engine performance at start-up & engine idle speed.– Quick response to load applications (eg.clutch engagement)– The droop increases operator awareness to increasing load.– Application Examples: All applications


Engine Speed Cruise

• What: Engine speed is maintained at a speed selected by using the standard cruise switches.

• How:– This feature can be enabled by calibration.

• Why: Engine speed is adjusted with the throttle and then set and maintained automatically.

• Benefits:– Allows engine speed to be set and maintained without the need

for a vehicle speed sensor.

– Application Examples: Ag Sprayers or any vehicle that needs to maintain its engine speed.


Engine Speed Cruise

Ramp Rate: RPM/Sec Bump Amount: RPMEnable Engine Speed Based Cruise Control

Throttle Control Below Cruise Set Speed Throttle Control Above Cruise Set Speed

Engine Speed Based Cruise


Throttle Features

• Remote Throttle • Deceleration Throttle• Min Wins / Max Wins• Frequency Throttle • Industrial Default Throttle Values• Throttle Limp Home


Primary Throttle

• What: This is the primary operator means for controlling engine speed or torque.

• How: – The OEM will need to provide a potentiometer or switch

to control throttle input.– The OEM provided potentiometer may include idle

validation switches.– Via J1939

• Application Examples: Most Applications (ISC)


New Installation Request - Throttle Control

Max voltage for 0% throttle: Volts (N/A if throttle meets 14118 Standard)Min voltage for 100% throttle: Volts (N/A if throttle meets 14118 Standard)

Throttle Manufacturer: P/N (if available):

Comments (hand or foot operation, etc...): Hand

Default RPM for throttle "out of range" Low Fault: rpmDefault RPM for throttle "out of range" High Fault: rpm

Primary Throttle

LinearSwitched

PRIMARY THROTTLE TYPE:

Idle Validation Switch

LIMP HOME (AVAILABLE WITH IDLE VALIDATION ONLY)

Foot Pedal


Remote Throttle

• What: This is an alternate throttle input to remotely control the engine.

• How: – This feature has an enable switch that activates the

Remote Throttle & ignores the Primary Throttle.– The OEM will need to provide a potentiometer to control

throttle input.– Via J1939

• Why: It is used in applications where remote control of the engine is required.

• Benefits:– Installation cost reduction - no after market remote throttle controls needed.– Application Examples: Pavers, Asphalt Pavers,

Chippers, Rock Crushers, Sprayers, Etc.

(Cab)

(Remote)


Min Wins / Max Wins

• What:This feature can be set to choose the max throttle value between the Primary Throttle or the Remote Throttle or it can be set to chose the min throttle value.

• How: – Once enabled via the calibration, the feature compares

the primary throttle with the remote throttle to make choice of control.

• Why: To modify equipment operation without changing the desired primary throttle position.

• Benefits:– Improved equipment operation due to the ability to

maneuver without changing primary throttle position.– Application Examples: Bulldozers, Front End Loaders.


New Installation Request - Remote Throttle

Max voltage for 0% throttle: Volts (N/A if throttle meets 14118 Standard)Min voltage for 100% throttle: Volts (N/A if throttle meets 14118 Standard)

Throttle Manufacturer: P/N (if available):

Comments (hand or foot operation, etc...):

Default RPM for throttle "out of range": rpm

Primary Throttle vs Remote Throttle Selection:

Remote Throttle

LinearSwitched

Decel Throttle Required (Least Wins)Normal (mechanical feel)Optimized (no deadband)

REMOTE THROTTLE TYPE:

SwitchedRemote Throttle Interlock

Max. WinsMin. Wins


Deceleration Throttle

• What:This feature allows another throttle input to subtract from the primary set throttle value

• How: – Once enabled via the calibration, the feature works in

conjunction with the primary throttle.– OEM will have to provide wiring from appropriate pin & a

potentiometer to provide the deceleration throttle input.• Why: This feature slows equipment operation without changing

the desired primary throttle position.This feature works like an override decelerator

• Benefits:– Improved equipment operation due to the ability to

maneuver without changing primary throttle position.– Application Examples: Bulldozers, Tractors, Front End

Loaders.


Frequency Throttle

• What: This feature converts a frequency signal into a requested throttle percentage.

• How:– The feature interprets a 0-5 volt frequency signal into a corresponding

throttle value between the 0%-100% throttle– The frequency signal supplied must conform to the Cummins Engineering

Standard #14118– Idle validation is supported with this feature

• Why: This feature provides flexibility to adapt to “non-standard” throttles used in the industrial & marine & mining markets.This also reads frequency input as opposed to an analog input.

• Benefits:– Integration flexibility– A more accurate & robust throttle feature as it’s less dependent on a need

for a highly accurate voltage reference.– Installed cost savings by eliminating the need for an external device to

interface with the frequency throttle.– Application Examples: Marine, Electric Drive Haul Truck


New Installation Request - Frequency Throttle

Max frequency for 0% throttle: HzMin frequency for 100% throttle: Hz

System Power-up Initialization Delay: Sec.

Default RPM for throttle "out of range" Low: rpmDefault RPM for throttle "out of range" High: rpm

Frequency Throttle

Min. Wins


Industrial Default Throttle Values

• What: The Industrial Default Throttle determines the values of the throttle when certain throttle related systems errors become active.

• How:– The feature separately sets the throttle to a value for

high and low out of range errors. • Why: This feature will allow operator to generate some useful

torque until the throttle is repaired. It is used when throttle limp home is not selected due to lack of the idle validation switch. May not be used when limp home is enabled.

• Benefits:– Protects the equipment from undesirable engine

condition due to loss of throttle signal.– Application Examples: All applications


New Installation Request - Default Throttle

Comments (hand or foot operation, etc...): Hand

Default RPM for throttle "out of range" Low Fault: rpmDefault RPM for throttle "out of range" High Fault: rpm

Switched

LIMP HOME (AVAILABLE WITH IDLE VALIDATION ONLY)

Foot Pedal

Notes:• Industrial Throttle Default (OOR = Out of Range) (Leave Blank if Limp Home is required)• RPM Value should refer to maximum “no load” speed


Throttle Limp Home

• What: This feature provides the capability to continue equipment operation after a throttle failure occurs.

• How:– When throttle failure has occurs, throttle position will be

calculated via the Idle Validation switches.– The feature will default to some calibratable fueling value

to continue operation of equipment.• Why: This feature will allow operator to generate some

useful torque until the throttle is repaired. • Benefits:

– Reduces down time– A safety mode should throttle signal be lost to prevent

engine run away.– Application Examples: All mobile applications with idle

validation


Equipment Integration Features

• Electronic Fan Control– ON/OF– PWM Signal

• PWM Dedicated Pin Output• Switchable Torque Curves• Switchable Droop• Cold Start Aids

– Grid Heater Controls – Controlled Ether Injection

• Speed Signal to Tachometer• Multiple Unit

Synchronization• Switched Outputs Based on

Sensed Parameters• Oil Level Monitor• J1587 Datalink• J1939 Datalink


Electronic Fan Control - On/Off

• What: This feature provides a signal to turn ON or OFF a standard electronic fan clutch.

• How:– When certain parameters like the engine coolant or intake

manifold temperature reaches a predetermined limit, the fan clutch turns ON.

– This feature can also be turned ON/OFF by a manual switch.– OEM needs to supply ground line from from the fan clutch to the

engine .– Provide harness hook up on the OEM side.

• Why: This feature helps maximize horse power to engine.• Benefits:

– Reduced fuel consumption– Increases available horsepower in comparison to a constant ON

fan– Application Examples: Any application which utilizes a clutched fan


Electronic Fan Control - via PWM• What: This feature provides a Pulse Width Modulated

(PWM) signal to control a variable speed fan clutch.• How:

– The variable fan speed is controlled based on various engine and vehicle inputs.

– An optimum PWM level is calculated based on the input sensor signals.

• Why: This feature modulates fan speed as needed opposed to a constant speed fan. This feature helps optimize fan horse power

loss.

• Benefits:– Reduced fuel consumption– Lengthens belt life– Improved performance by limiting

belt hop & slippage (via ramp ON/OFF)– Reduced fan noise– Application Examples: Most applications; Loaders, Haul truck

PWM

Coolant Temp SensorIMT, Fuel Temp

(QSK19/45/60 only) OEM, Hydr Oil TempTransient Condition

oooooooooooooooooooooooooooooooooooooooo

oooooooooooooooooooooooooooooooooooooooo

Control ValveECM


QSKV ECM Fan Control - System Diagram

ECM

S270 RockfordFan Clutch

Proportional Valve

Coolant Temp

PWM

Ground

Intake Manifold Temp

Oil supply from main oil rifle

Oil return to sump

OEM fan switch.To pin 27 of 31 pin OEM connector.Open switch = 0% fan.Closed switch = 100% fan.

Cummins Scope of Supply

Engine Speed

Fuel Temp

Engine Mounted Bracket

OEM temp signal.To pin ‘K’ of 21 pin OEM connector.

OEM temp signal return (0V -5V).To pin ‘J’ of 21 pin OEM connector.

To pin ‘F’ of 21 pin OEM connector.

From Pin ‘11’ of 31 pin OEM connector.

Return to pin ‘X’ of 21 pin OEM connector.

OEM pressure switch


New Installation Request - Electronic Fan Clutch

When using an electronic fan clutch, select inputs to control fan speed:

+ Default - alw ays enabledPlease refer to AEB 24.06 Additional information (fan size, pulley diameter, etc.)

Coolant Temperature +Intake Manifold Temperature +OEM PressureOEM TemperatureFan Clutch Switch

Air Conditioner Press SW

Enable Electronic Fan Clutch Control

Electronic Fan Clutch


PWM Dedicated Pin Output• What: This feature provides a pulse width modulated

(PWM) signal that can represent a number of engine parameters for OEM’s.

• How: – The OEM will need an electronic control module to read/convert the PWM

signal.– The PWM signal generated can be based on % throttle, engine speed,

engine load (for midrange), engine torque at speed. This can be set up in the calibration.

• Why: This feature provides an analog signal to be used by the equipment subsystems that need to be modulated as a function of engine load, engine speed, % throttle etc. Used in the absence of a datalink

• Benefits– This feature provides an alternate method of controlling the engine & transmission– Maximizes utilization of transmission capabilities– Applications Examples: Transmission shift selector for potentially any

application

Transm.


New Installation Request - Dedicated PWM Output

• DEDICATED PWM OUTPUT OPTIONSPWM Output Signal will provide: (Check one if desired)

Frequency needed: 64 Hz (64-300 Hz)

% Engine Speed

% Throttle

PWM Output

%Torque


Alternate Torque Curves• What: This feature allows the OEM to switch between the 100%

throttle torque curve & up to two derated torque curves.• How:

– This feature can be activated by the operator with a vehicle switch.

– A 2 or 3 position switch can be used to switch between the 100% & the 2 additional torque curves.

• Why: This feature is used when there is a need to limit engine torque output to protect drivelines, or to change the functional characteristics during a particular operating mode.

• Benefits:– Optimizes performance based on operating characteristics of the

equipment.– Operation cost savings by protecting equipment & components

from damage.– Possible fuel savings– Application Examples: Loaders, Ag Equipment

T

RPM


Alternate Torque Curves

TORQUE

NO LOAD CURVE

100% TORQUE CURVEISOCHRONOUS

LOW IDLE SPEED

ENGINE SPEED

ALTERNATE TORQUE CURVE 1

ALTERNATE TORQUE CURVE 2


New Installation Request - Alternate Torque Curves

5.) Performance Options:

Explain derates or attach speed vs. torque plots:

Use Power Curves Sheet to provide desired torque aternate curves

Alternate Torque Curve

Automatic Boost Power

Two Alternate Torque CurvesOne Alternate Torque CurveNone Required


Alternate Droop

• What: This feature allows the droop characteristics to be changed for both the High Speed & All Speed Governor. The droop is expressed as a percentage.

• How: – The droop & throttle feel is selected with an input from an

operator switch. – A 2 or 3 position switch is used to select up to 3 droop options.– This feature can alter the reference point & droop for the High

Speed Governor as well as reference point & droop(0% & 100% for the all speed governor.

• Why: This feature improves equipment operation.• Benefits

– This feature improves operator feel for applications with varying modes of operation.

– Application Examples: Ag Applications & Graders


TORQUE


MAX TORQUE CURVE


(LSBPRFES)

ENGINE SPEED

1: Normal Droop2: Alternate Droop 23: Alternate Droop 3

3 12

Alternate Droop


New Installation Request - Alternate Droop

High Speed Governor Breakpoint (2): RPM * High Speed Governor Breakpoint Droop (2): % *

High Idle Isochronous Speed (2): RPM * High Speed Governor Breakpoint (3): RPM *

High Speed Governor Breakpoint Droop (3): % *High Idle Isochronous Speed (3): RPM *

Not RequiredUse 2 position switch

Service Tool AdjustableAlternate Droop

Use 2 position switch


Cold Start Aid - Grid Heater

• What: This feature controls a grid heater in the air intake manifold.

• How: – A “Wait to Start” lamp controlled by the ECM advises the

operator to pause after the key is turned ON for the grid heater to complete the preheat cycle before attempting to start the engine.

– The OEM will have to supply relay(s) to interface with the grid heater.

• Why: This feature serves to 1) preheat the intake air prior to cranking to improve cold starting & 2) to increase air temp. when engine temp. is low to reduce white smoke.

• Benefits:– Installation simplicity due to the integrated grid heater & controls– Improved performance at starting & reduced white smoke– Application Examples: Any application


Cold Start Aid - Controlled Ether Injection

• What: The Controlled Ether Injection feature provides a method to automatically inject ether into the intake manifold dependent upon engine speed and coolant temperature.

• How: – Measured Shot System:

• Based on engine speed, system temperatures, a measured shot of ether will be injected into the system during start-up.

• The ether injection solenoid is pulsed ON & OFF.– Constant ON:

• Ether is injected by constantly energizing the ether solenoid during start-up.

– The type of injection is selectable by a calibration/PC Service Tool• Why: This feature improves cold starting & reduces white smoke

• Benefits: – An integrated cold start aid reduces installed cost.– Improves reliability of the equipment.– Application Examples: All application


New Installation Request* - Controlled Ether Injection

The Quantum ECM has the ability to automatically control an OEM's ether injection system.The following information is required to provide this capability:

Size of Ether Bottle: Fault Lamp Indicates Empty Bottle:

Diagnostic switch clears Empty Bottle fault:

Measured Shot systemConstant ON system

Type of Injection

ETHER INJ ECTION CONTROL - Not available on Q45/Q60

*Note: This New Installation Request section is from High Horsepower and is not found in the Midrange or Heavy Duty form.


Speed Signal to Tachometer

• What: This feature provides a signal capable of driving vehicle or equipment tachometers.

• How:– This tachometer signal is available via a pin on the OEM

connector. – The OEM has to provide wiring from OEM connector to

tachometer. • Why: This feature eliminates the need for a redundant

speed sensor for the OEM.• Benefits:

– Installed cost savings by eliminating the 2nd speed sensor that the OEM would have to provide.

– This feature makes it easy to pick up engine speed information to drive cab tachometers.

– Application Examples: All applications


Speed Signal to Tachometer

6.) Signal Outputs:

PWM Output Signal will provide:

PWM Out Frequency: Hz

Tachometer Output: Pulses per Revolution 12 (Must evenly divide in 480)

% Engine Speed

% Throttle

PWM Output (5-300 Hz, Battery Voltage)

%Torque

Dedicated PWM Output

Electronic Fan Clutch

Tachometer Ouput


Multiple Unit Synchronization

• What: This features provides the capability to control up to 5 engines from the throttle input of 1 engine, the master engine.

• How: – The master engine send the throttle value to the other engines

via a J1939 Datalink.– The feature is activated by a switch.– Each engine is identified (as master or slave) by a switch input.

• Why: This feature allows up to 5 engines to be run at the same speed/load. This feature is particularly useful when multiple engines are used to drive a single load.

• Benefits: – Ease of use in steady state mode.– Eliminates multiple controls/throttles– Operator reduction (cost)– Application Examples: Marine


Multiple Unit Synchronization

Note : The Master / Slave is dif ferentiated via the OEM harness.Slave Address:

J 1939 Multi Unit Sync Master EngineSlave Engine

Service Tool AdjustableIntermediate Speed Control (ISC)


Switched Outputs based on Sensed Parameters

• What: This provides switched output control based on internal electronic parameters & OEM Inputs

• How: – Allows 2 separate & independent outputs to be turned ON/OFF– The 2 outputs are based on a max of about 16 inputs. (the # & type

of inputs is engine family specific)– A specific calibration has to be developed for the customer with

parameters & requirements for this feature set as requested.• Why: This feature is excellent to integrate vehicle functions with engine &

vehicle parameters.It provides a means to implement vehicle control features by programmable engine control system.

• Benefits:– Definite installation/integration cost savings.– Increases vehicle & engine integration possibilities– It provides an easier integration option– Application Examples: Applications requiring starter lockout, alarms,

hydraulic system enable.


New Installation Request - Switched Outputs based on Sensed Parameters

DUAL OUTPUTS BASED ON SENSED PARAMETERSThe OEM may control one or tw o sw itched source driver outputs. Output can be in one of tw o states eitherSource (@ Vbatt+) or Off (@ 0 volts). Maximum pinout current is 2A. Minimum Load Resistance is 6 ohms @ 12 Vdc or 12 ohms @ 24 Vdc. The maximum inductive load is 130mH. For each input to be used, enter the threshold required to change the output state, and w hether to trigger Over the threshold or Under the threshold. Also select w hich output (can be both) w ill use the given input.(for those inputs not used, leave blank. Leave all blanks if this feature is not desired)

SETUP FOR OUTPUT #1INPUTS THRESHOLD TYPE VALUE

Engine Speed RPM

Fueling Command MM3S

Boost Pressure INHG

Auxillary Speed Input RPM

Oil Pressure PSIG

Coolant Temperature DEGF

Commanded Throttle %

OEM Pressure Volts

OEM Switch N/A

ISC Status N/A

J1930 Torque %

Intake Air Temperature DEGF

Road Speed MPH

Battery Voltage Volts

OVER

OVER UNDER

OVER UNDER

OVER UNDER

OVER UNDER

UNDER

OVER UNDER

OVER UNDER

OFF ACTIVE

OVER UNDER

Open GND

OFF ACTIVE

OFF ACTIVE

OVER UNDER

OFF ACTIVE

OUTPUT 1: X Amp limit (Type of output driver is engine specific)



Output #1 Comments:

Change state if ANY threshold crossedChange state if ALL thresholds crossed

Output # 1 Activation Logic ON after threshold is crossedOFF after threshold is crossed

Output # 1 will be



OUTPUT 2: X Amp limit

DUAL OUTPUTS BASED ON SENSED PARAMETERS (Continued)SETUP FOR OUTPUT #2

INPUTS THRESHOLD TYPE VALUE

Engine Speed RPM

Fueling Command MM3S

Boost Pressure INHG

Auxillary Speed Input RPM

Oil Pressure PSIG

Coolant Temperature DEGF

Commanded Throttle %

OEM Pressure Volts

OEM Switch

ISC Status N/A

J1930 Torque N/A %

Intake Air Temperature DEGF

Road Speed MPH

Battery Voltage Volts

OVER

OVER UNDER

OVER UNDER

OVER UNDER

OVER UNDER

UNDER

OVER UNDER

OVER UNDER

OFF ACTIVE

OVER UNDER

OFF ACTIVE

OFF ACTIVE

OFF ACTIVE

OFF ACTIVE

Open GND



Output #2 Comments:

Change state if ANY threshold crossedChange state if ALL thresholds crossed

Output # 2 Activation Logic ON after threshold is crossedOFF after threshold is crossed

Output #2 will be


J1587 Datalink

• What: This is a two wire serial communications link that conforms to the SAE J1587 standard.

• How: – The J1587 is broadcasts & receives messages; it can

request for specific messages; it can perform authorized writes into the ECM.

• Why: This datalink is used for information sharing & diagnostics. Proprietary data transfer & control cannot be performed over the J1587.

• Benefits:– Due to it’s existence in the market for some time now, it

is a standard which is utilized by many OEM’s & third party components suppliers.


J1939 Datalink

• What: J1939 datalink is a high speed serial communicationshigh speed serial communications network based on the Bosch CAN protocol that supports communication between engine, transmission & equipment.

• How: This datalink can perform same functions as the J1587. Method & format for transmitting data is different (as per the SAE J1939 Standard)

• Why: – It’s a common link for controls, information sharing,

diagnostics & proprietary (needed J1922/J1708 & J1587/J1708 in the past)

• Benefits: – This datalink is capable of performing the functions of

J1708/J1587 & the control system support. Avoids the need for multiple protocols.

– Cost savings due to the possibility of multiplexing.– Expanded control capability


J1939 DatalinkCommunications Options:

Parameter Source Address

Describe J1939 Usage

OEM to provide J 1939 Backbone

Enable J 1939 Multiplexing Air Conditioner Pressure SwitchPrimary Throttle PositionIdle Validation Switch

Service Tool AdjustableJ 1939 Datalink

Remote Throttle SwitchBrake SwitchDiagnostic SwitchDiagnostic Switch

Cruise Set/PTO Decrement Switch

Remote Throttle PositionCruise On/Off Switch

Cruise Resume/PTO Increment SwitchIdle Decrement SwitchIdle Increment SwitchClutch SwitchEng. Brake Switch LevelPercent Fan RequestAux Shutdown Switch


Operational Enhancements

• Boost Power• Automatic Boost Power• Switched Alternate Low Idle• Low Idle - Adjustable• Idle Timer Shutdown• Centinel (Continuos Oil Replacement)


Boost Power & Automatic Boost Power

• What: Boost Power Boost Power allows the engine to operate on the full power curve for a limited period of time by activating an OEM supplied switch. Automatic Boost Automatic Boost Power allows the operator to have the full power curve for a limited period of time based on engine operating conditions.

• How: Normal engine operation is on an alternate torque curve, Normal engine operation is on an alternate torque curve, when boost power is active the engine operates on the full power when boost power is active the engine operates on the full power curve. Reduces available alternate torque curves by one. curve. Reduces available alternate torque curves by one.

• Why: This feature is beneficial when a brief “surge” of power can help push an application over a rough spot or give extra power to the machine during defined short periods of additional loads.

• Benefits:– Improved performance & operator feel– Improves engine durability – Application Examples: Combine


New Installation Request - Boost Power

Boost Power Cooldown Timer secBoost Power Cycle Time secBoost Power Duty Cycle Time sec

Boost Power Torque Threshold %Boost Power IMT Threshold deg FBoost Power RPM Threshold RPMBoost Power Coolant Threshold deg F

Automatic Boost Power


Switched Alternate Low Idle

• What: Provides an increased low idle engine speed based on a switched input

• How: – This feature is activated by an in-cab switch– It switches the speed between “normal idle” & “alternate

idle”– If this feature is not activate at start-up, engine will

remain at “normal idle” at start-up.– Once enabled, this switch determines the idle speed at

start.• Why: Improves engine response during transients &

maintains low idle engine performance for auxiliary loads.• Benefits:

– Cost saving due to improved fuel consumption– Application Examples: All applications


New Installation Request - Switched Alternate Low Idle

Alternate Idle Speed: RPM*Go to Alt. Idle speed at key-on if sw itch set? (600 - 1200 RPM)

Cold Idle Speed RPM Default = 1000 RPMUsed Below Temperature of Deg F

Idle Time Required for Shutdown: Minutes*



Alternate Idle Speed

Low Idle Shutdown

Cold Idle Speed


Low Idle Adjustable• What: This feature provides the capability to adjust the

low idle engine speed.• How:

– The low idle engine speed is adjustable to any engine speed within preset limits.

– Engine speed can be adjusted by a fixed amount by toggling the switch or ramping the engine speed by holding the switch in position (Inc or Dec)

– The idle speed increment, decrement & ramp rate can be adjusted by a Service Tool.

– The new Low Idle engine speed can be saved at power down as the new Low Idle engine speed.

• Why: If the vehicle vibrates at a particular engine speed, this feature can allow the operator to change to a new engine speed at low idle.

• Benefits:– Can lower the low idle to improve fuel consumption– Improved operator feel by allowing the operator to set speed for

best working condition– Application Examples: All applications


New Installation Request - Low Idle Adjustable

4.) Speed Governors:

Low Idle Speed: RPM*

INC/DEC Step Size: RPM Default = 25 RPMMin Adjustable Speed: RPM Default = 600 RPM

Max Adjustable Speed: RPM Default = 1200 RPMSave INC/DEC changes?:


Idle Increment / Decrement (INC/DEC)


LOW SPEED GOVERNOR

Throttle Control Below Cruise Set Speed Throttle Control Above Cruise Set Speed


Idle Timer Shutdown

• What: This feature shuts down an engine when there is an absence of operator activity for a prolonged (calibratable) period of time.

• How: – The feature can be enabled by a service tool.

• Why: This feature increases the overall fuel economy of the vehicle.

• Benefits:– Cost benefits due to improved fuel consumption– Application Examples: Beneficial for applications in the rental

market.


Idle Timer Shutdown







Low Idle Shutdown

Cold Idle Speed


Centinel• What: The Centinel is an electro-mechanical continuos oil

replacement system.• How:

– Option 1: Utilizes a remote oil reservoir. Based upon fuel usage, a controlled amount of engine crankcase oil is released into the fuel system via a fuel return line. The fuel & oil is further mixed in the vehicle’s fuel tank. A corresponding amount of oil is added back to the engine lube oil system from the remote reservoir.

– Option 2: This system burns oil without a remote reservoir. For this system, the lubeoil will be replenished during the daily lubesystem check or at the time of re-fueling

• Why: This feature potentially eliminates engineoil change & reduces oil filter disposal

• Benefits:– Reduces operation cost– Extends service intervals.

OIL

oooooooooooooooooooo




L SFuel Pump


System Diagnostics & Service

• Water In Fuel Warning• Trip Information - Fuel

Consumption Rate Log• Throttle Activated

Diagnostic Switch

• Maintenance Monitor - Oil Change Monitor

• Duty Cycle Monitor• Hot Shutdown Monitor


Water in Fuel Warning

• What: This feature monitors a water-in-fuel sensor & alerts the operator when there is significant water present in the fuel.

• How:– OEM has to route a wire from the WIF lamp driver to the

maintenance fault lamp on the dash.– This will light up when water is present in fuel

• Why: This feature warns operator of potentially damaging engine fluid conditions.

• Benefits:– This provides installed cost benefits by having an

integrated WIF (water in fuel) sensor & controls.– Application Examples: All applications


Water in Fuel Warning

Communications Options:

Enable Water in Fuel Service Tool Enable / DisableWater In Fuel


Trip Information - Fuel Consumption Rate Log

• What: This feature collects data that tracks instantaneous fuel economy.

• How: – This feature is automatically turned on in the calibration.– Allows service tool to access the data– It tracks data over a 40 hr period in 1 hr increments .– Also tracks the fuel consumption running average over

the life of the engine. This cannot be reset.• Why: This feature helps trouble shoot issues relating to

poor fuel economy & also helps track performance of the engine.

• Benefits:– This data can be used to improve fuel economy– Improves performance with data gathered.– Application Examples: All applications


Throttle Activated Diagnostic Switch

• What: Provides the operator or technician with the capability to display faults without a cab switch while the engine is OFF & the key switch is ON

• How:– With Key Switch ON & engine not running, a sequence of

throttle movements will activate the diagnostic mode.– Every successive cycle of the throttle pedal, will lead to

the next fault code.• Why: Allows display of fault codes without use of a

Service Tool.• Benefits:

– Cost savings by eliminating an additionalswitch (HD requires diagnostic switch)

& using an existing component.– Application Examples: All applications




oooooooooooooooooooo ECM


Maintenance Monitor - Oil Change Monitor

• What: This feature monitors the oil change interval of an engine & signals to the operator when an oil change is needed.

• How:– Two modes of monitoring are available – Automatic Mode: Based on coolant temperature & load factor,

adjustment is made to the oil change interval– Manual Mode: Based on engine operating hours.– OEM has to wire the appropriate I/O to the Maintenance Lamp &

the lamp will be turned on to indicate need for oil change.• Why: Alerts operator on impending problem• Benefits:

– Cost savings due to reduced down time– Improves durability & reliability of the engine.– Application Examples: All applications


New Installation Request - Oil Change Monitor

Oil change interval: 250 hours *

Engine Protection Feature

Enable Oil Change Monitor *Service Tool Adjustable

Oil Change Monitor


Hot Shutdown Monitor

• What: This feature monitors the engine condition & records any occurrence of an engine hot shutdown.

• How: – This feature is automatically enabled in the calibration.– The operator will be informed via a fault code the

occurrence of a hot shutdown. This fault code can be tracked via a service tool.

• Why: This feature helps track engine damage (turbocharger, exhaust manifold, etc.) due to repeated hot shutdowns.

• Benefits:– The awareness of the existence of the feature could prevent

operator from doing a hot shutdown that could damage engines.– Application Examples: Beneficial in rental markets but could be

used on all applications.


Duty Cycle Monitor• What: This feature allows a Service Tool to access

data that tracks the time spent in different operating regions based on an engine speed vs. torque relationship.

• How:– The feature has two, 500 hour (short term) blocks of data that

can be reset using a service tool. – After they are filled, the average load factor will continue to be

calculated & broadcast but not stored until reset.– It also has a 50,000 hr map to store long term data. This cannot

be reset.• Why: This feature can help identify Vehicle operating

characteristics; change in operation vs. change in performance;• Benefits:

– Assists with engine diagnosis – Application Examples: All application

100%

90%

70%

50%

30%

10%0%

Torque Peak

90%70%50% 60% 80%

SPEED

TORQUE

Rated Power

IDLEMONITORING HIGH IDLE

R+100 RPM

57%

30%

8%

1%

1%

1%

1%

1%


Duty Cycle Monitor

The shaded area indicates the region of engine operation when the data was retrieved by INSITE.


Engine & Accessory Protection

• Engine Protection - Warning (Lamp), Derate or Shutdown• Engine Protection - Coolant Temperature• Engine Protection - Oil Pressure• Engine Protection - Oil Temperature• Engine Protection - Intake Manifold Temperature• Engine Protection - Low Coolant Level• Engine Protection - OEM Temperature & Pressure Input• Engine Protection - Blow By• Engine Protection - Fuel Temperature• Engine Warm-up Protection - Max RPM• Low Idle - Warm-up RPM• Altitude Derate• Overspeed Protection

Note: available features are engine specific


Engine Protection

• What: This feature monitors key engine parameters and logs diagnostic faults when an over or under normal operating range condition occurs.

• How: – The engine warns the operator with a dash lamp when an out of

range condition occurs– It also derates the engine when certain conditions exceeds the

limit threshold– An OPTIONAL shutdown is also available. This needs to be

activated using a programming tool.• Why: This feature prevents engine damage by proactively

warning the operator, derating the engine or shutting it down.• Benefits:

– Cost saving by preventing engine damage– Reduced down time– Application Examples: All applications


New Installation Request - Engine Protection

Select Sensors Torque SpeedCoolant Temperature XIntake Manifold Temp X

Oil Temperature XOil Pressure X X

Coolant Level X

Fully Derated Max Engine RPM: 1600/1875 RPM (Default = 1600 RPM(qsc/l,1875 qsb) Minimum 1450 RPM)

Torque Derate: ~30 % (Default = 30%)

Standard Engine Protection (see attached worksheet for details)

Engine Protection Feature

Custom Engine Protection (see attached worksheet)Service Tool Enable / Disable


Operational Enhancements

• Engine Warm-up Protection• Low Idle Warm-up• Altitude Derate• Overspeed Protection• Engine Brakes


Engine Warm-up Protection - Max RPM

• What: This feature limits the engine speed & torque to a calibratable value until oil pressure has reached an acceptable limit.

• How: – Once enabled in the calibration, in the absence of active

oil pressure or oil pressure sensor faults, the feature limits torque &/or speed until sufficient oil pressure is observed.

– No operator interface required.• Why: This feature extends engine bearing life• Benefits:

– Cost savings by preventing engine damage - particularly to the turbocharger.

– Improves engine durability.– Application Examples: All applications


New Installation Request - Engine Warm-up Protection - Max RPM

7.) Engine Protection

In addition, lock engine speed on low idle governor until oil pressure is sufficient *Enable Engine Warmup Protection (Limit Engine Torque until oil pressure sufficient) *

Service Tool Enable / DisableEngine Warmup Protection

Coolant Level Switch


Low Idle - Warm-up RPM

• What: This feature puts the low idle to a higher value while the engine is warming up or for a set (calibratable) period of time.

• How: – If coolant temp is below a certain (calibratable)

temperature, then the cold idle speed set point is used as the low idle reference for only a calibratable period of time.

• Why: This allows for faster engine warm-ups.• Benefits

– Improved performance– Applications Examples: All applications


New Installation Request - Low Idle Warm-up RPM







Low Idle Shutdown

Cold Idle Speed


Altitude Derate• What: This feature automatically derates engine fueling

based on barometric pressure.• How:

– The feature is enabled via the calibration– Once enabled & the engine detects an ambient pressure

below the calibrated limit, it will derate the engine within 1.0 sec & bring it back to normal operating conditions 1.0 sec after the normal ambient pressure is attained.

• Why: This feature helps prevent turbochargers from over speeding at high altitudes by limiting full load torque available to the engine.

• Benefits:– Cost savings from reduced down time.– Improved reliability of engine & equipment– Capable of obtaining the most torque at all altitudes– Application Examples: All applications


Overspeed Protection

• What: This feature monitors the engine speed & shuts off fuel to the engine if an overspeed condition is detected.

• How:– Once an overspeed condition is detected, the fuel delivery is

stopped, preventing fuel flow to the engine.– A fault will be logged & the ECM will store the data relating to

the occurrence of the fault.– The fuel delivery will be resumed when the engine returns to

normal speed threshold.– Overspeed condition is application dependent.

• Why: This feature prevents excessive engine speed under some abnormal operating conditions.

• Benefits:– Protects engine & equipment from wear & damage.– Application Examples: All applications


Engine Brake• What: This feature provides an additional means to slow

a vehicle down beyond conventional braking methods.

• How: Operator can enable or disable via an On/Off switch located in the cab interface panel. Requires the addition of an exhaust brake system.

• Why: To provide additional braking power for equipment.

• Benefits:– Reduced wear on conventional brakes.– Reduce potential for overheating of conventional brakes.– Applications: All road equipment


Engine Brake

Do not apply brakes unless engine speed greater than: rpm

Comments:

Engine brake will be used

Engine Brakes

Automotive Style Braking

industrial electronic features

Documents