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CM2350 Programming Guide Eb015141

Guía programación carrocero motor CM2350 Cummins

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0% found this document useful (0 votes)

323 views

CM2350 Programming Guide Eb015141

Guía programación carrocero motor CM2350 Cummins

Uploaded by

Vargas Abe

Available Formats

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You are on page 1/ 225

Application

Engineering
Bulletin
Title: This AEB is for the following applications:
CM2350 Electronic Subsystem Automotive Industrial Marine
Technical Package – OEM
Programming Guide G-Drive Genset
Filtration Emission Solutions
Refer to AEB 9.01 for Safety Practices,
Date: 16 December 2013 AEB Number: 15.141
Guidelines and Procedures
Engine Models included: 2013 ISB6.7, ISL9, ISX12, and ISX15
Owner: Don Herlitz Approver: per Procedure VPI-GAE-0001 Page 1 of 225

This AEB supersedes AEB 15.141 dated September 23, 2013

This document provides information for the CM2350 electronic subsystems for the 2013 ISB6.7,
ISL9, ISX12, and ISX15 engines. This document contains OEM features and OEM
programming information.

On Board Diagnostics (OBD) Requirements – HD OBD

The following components are HD OBD regulated. The OEM supplied OBD components
are the responsibility of the OEM to implement and install according to the HD OBD
Requirements specified in this document. See AEB 191.23 – On Board Diagnostics
(OBD) Master Document – HD OBD for a list of all AEB documents that have HD OBD
Requirements.

HD OBD Component Section

Vehicle Identification Number (VIN) Programming Vehicle Information

CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 1 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Installation Requirements
In order to receive Cummins approval of the ECM installation, the following requirements
MUST be met. Exceptions to those requirements MUST be approved by Cummins application
engineering.

OEMs MUST program the Vehicle Identification Number (VIN) in the ECM.
A vehicle speed sensor MUST be installed for all applications on 2013 engines.
If there is NOT a Diesel Particulate Filter Regeneration Inhibit Switch installed on the
vehicle, the Diesel Particulate Filter Regeneration Inhibit Switch Setup parameter MUST be
DISABLED, or the engine will not be allowed to go into regeneration.
The Fan Control Switch parameter SHOULD only be enabled if there is a physical switch or
accessory switch connected to the engine ECM fan control switch input pin. If the fan
control switch is multiplexed over SAE J1939 Data Link, with no physical switch connection
or hardwired to the engine ECM, the Fan Control Switch parameter MUST be set to disable.
OEM’s that purchase Cummins branded starters MUST integrate a “Starter Lockout (SLO)”
feature in their cranking circuit.
Once incorrect Diesel Exhaust Fluid (DEF) has been detected, the vehicle MUST be taken to
an authorized service center to ensure no permanent damage has occurred to the Selective
Catalyst Reduction (SCR) system.
To ensure each OEM feature functions properly, the OEM features and parameters MUST be
programmed correctly as defined in this AEB.

Revision 17, 16 December 2013 Page 2 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

OEM Programming Guide

Technical Package
For Cummins 2013 ISB6.7, ISL9, ISX12, and ISX15
Engines Using the CM2350 Electronic Subsystem

Cummins Inc.
Columbus, Indiana 42701

This document and the information herein, are CONFIDENTIAL and PROPRIETARY and are intended for the
use of Cummins approved OEMs. This document MUST not be disclosed to any third parties other than
Cummins approved OEMs in hard copy or electronic form.

Revision 17, 16 December 2013 Page 3 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Table of Contents
Installation Requirements .......................................................................................2
How to Use This Document...................................................................................16
Purpose .................................................................................................................................................................16
Usage .....................................................................................................................................................................16
Organization.........................................................................................................................................................16
Content..................................................................................................................................................................16
Reference Documentation ...................................................................................................................................17
Definitions.............................................................................................................................................................18
Frequently Used Acronyms.................................................................................................................................19

Major Changes for 2013 ........................................................................................20

Features new for 2013..........................................................................................................................................20
Features no longer supported for 2013 ..............................................................................................................21

Accelerator Brake Override..................................................................................22

Accelerator Interlock.............................................................................................24
General Feature Description...............................................................................................................................24
Overview..........................................................................................................................................................24
Operation..........................................................................................................................................................24
Programming Dependencies ............................................................................................................................24
Hardware Required ..........................................................................................................................................24
Parameter Descriptions .......................................................................................................................................24
Accelerator Interlock........................................................................................................................................24
Accelerator Interlock Switch Setup..................................................................................................................25
INSITE/VEPS Naming Convention ...................................................................................................................25

Accelerator Pedal ...................................................................................................26

Adaptive Cruise Control .......................................................................................28

Revision 17, 16 December 2013 Page 4 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Aftertreatment Diesel Particulate Filter System Control ..................................30

Aftertreatment SCR System Control ...................................................................40

Air Shutoff Valve (ISL9, ISX12, and ISX15 Only).............................................50

Alternator Failure Warning..................................................................................53

Revision 17, 16 December 2013 Page 5 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

INSITE/VEPS Naming Convention ...................................................................................................................54

Battery Power Required Lamp.............................................................................55

Clutch Switch..........................................................................................................57
General Feature Description...............................................................................................................................57
Overview..........................................................................................................................................................57
Operation..........................................................................................................................................................57
Hardware Required ..........................................................................................................................................57
Parameter Descriptions .......................................................................................................................................57
Clutch Switch...................................................................................................................................................57

Cruise Control ........................................................................................................58

Driver Reward (ISX12 and ISX15 Only).............................................................64

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Engine Brakes.........................................................................................................69
General Feature Description...............................................................................................................................69
Overview..........................................................................................................................................................69
Operation..........................................................................................................................................................69
Programming Dependencies ............................................................................................................................71
Hardware Required ..........................................................................................................................................71
Engine Brake Hardware Summary By Platform for 2013................................................................................71
Parameter Descriptions .......................................................................................................................................72
Engine Brake Control.......................................................................................................................................72
Engine Brake Type...........................................................................................................................................72
Operation..........................................................................................................................................................72
Engine Brake Control Offset Speed (ISL9 Only).............................................................................................73
Engine Brake Minimum Vehicle Speed...........................................................................................................73
Engine Brake Service Brake Activation...........................................................................................................74
Engine Brake Clutch Pedal Activation.............................................................................................................74
Cruise Control and Engine Brake Interaction ..................................................................................................74
Start Maximum Engine Braking in Cruise Control ..........................................................................................74
Start Minimum Engine Braking in Cruise Control...........................................................................................74
Engine Brake Delay Time ................................................................................................................................75
Engine Brake Lamp..........................................................................................................................................76
INSITE/VEPS Naming Convention ...................................................................................................................76

Engine Protection...................................................................................................77
General Feature Description...............................................................................................................................77
Overview..........................................................................................................................................................77
Operation..........................................................................................................................................................77
Programming Dependencies ............................................................................................................................78
Hardware Required ..........................................................................................................................................78
Parameter Descriptions .......................................................................................................................................78
Coolant Level Engine Protection .....................................................................................................................78
Coolant Level Engine Protection Shutdown ....................................................................................................79
Engine Protection Shutdown............................................................................................................................79
Engine Protection Restart Inhibit .....................................................................................................................80
Engine Protection Shutdown Override.............................................................................................................80

Ether Injection (ISX12 and ISX15 Only) ............................................................81

Fan Control.............................................................................................................82
General Feature Description...............................................................................................................................82
Overview..........................................................................................................................................................82
Operation..........................................................................................................................................................82
Hardware Required ..........................................................................................................................................82
Parameter Descriptions .......................................................................................................................................82
Fan Clutch Control...........................................................................................................................................82
Minimum Fan On Time ...................................................................................................................................83
Air Conditioning Pressure Switch Input ..........................................................................................................83
Minimum Fan On Time for Air Conditioning Pressure Switch .......................................................................83
Fan Control Vehicle Speed Interaction ............................................................................................................83
Fan Control Switch ..........................................................................................................................................84
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 7 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Multiplexed Fan Control Switch 2 ...................................................................................................................85

Fan On With Engine Braking...........................................................................................................................85
Fan Control Logic ............................................................................................................................................85
Fan Type ..........................................................................................................................................................85
Fan On With Remote Accelerator ....................................................................................................................87
Variable Speed Fan Frequency ........................................................................................................................87
INSITE/VEPS Naming Convention ...................................................................................................................88

Fast Idle Warmup (ISB6.7 and ISL9 Only) ........................................................89

Gear Down Protection ...........................................................................................91

Generic Tool Permissions......................................................................................93

High Soot Load Idle Shutdown.............................................................................95

Idle Shutdown.........................................................................................................96
General Feature Description...............................................................................................................................96
Overview..........................................................................................................................................................96
Operation..........................................................................................................................................................96
Programming Dependencies ............................................................................................................................98
Hardware Required ..........................................................................................................................................99
Parameter Descriptions .......................................................................................................................................99
Idle Shutdown ..................................................................................................................................................99
Idle Shutdown Timer........................................................................................................................................99
Idle Shutdown Relay ........................................................................................................................................99

Revision 17, 16 December 2013 Page 8 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Idle Shutdown Manual Override ....................................................................................................................100

Idle Shutdown Ambient Air Temperature Override.......................................................................................100
Idle Shutdown Hot Ambient Air Temperature...............................................................................................100
Idle Shutdown Intermediate Ambient Air Temperature.................................................................................100
Idle Shutdown Cold Ambient Air Temperature .............................................................................................100
Idle Shutdown Hot Ambient Automatic Override..........................................................................................102
Idle Shutdown Manual Override Inhibit Zone Enable ...................................................................................102
Idle Shutdown in PTO....................................................................................................................................103
Idle Shutdown Percent Engine Loading .........................................................................................................103
Idle Shutdown with Parking Brake Set ..........................................................................................................104
Idle Shutdown Service Brake Switch (ISB6.7 and ISL9 Only)......................................................................105
Green House Gas Idle Shutdown ...................................................................................................................105
Green House Gas Automatic Engine Shutdown Expiration Distance............................................................105
Idle Shutdown Warning Period Enable ..........................................................................................................105
Idle Shutdown Warning Period ......................................................................................................................106
Idle Shutdown Coolant Temperature Threshold ............................................................................................106
INSITE/VEPS Naming Convention .................................................................................................................107

J1939 Multiplexing...............................................................................................108
General Feature Description.............................................................................................................................108
Overview........................................................................................................................................................108
Operation........................................................................................................................................................108
Programming..................................................................................................................................................108

Load Based Speed Control (ISX12 and ISX15 Only).......................................109

Low Idle Speed Control.......................................................................................111

Maintenance Monitor ..........................................................................................114

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Maintenance Monitor Fuel .............................................................................................................................115

Maintenance Monitor Distance ......................................................................................................................115
Maintenance Monitor Alert Percentage .........................................................................................................116
Maintenance Monitor Interval Factor.............................................................................................................116

OEM Switched Engine Protection Shutdown ...................................................117

Parking Brake Switch..........................................................................................119

Password Protection ............................................................................................120

Powertrain Protection..........................................................................................126
General Feature Description.............................................................................................................................126
Overview........................................................................................................................................................126
Operation........................................................................................................................................................127
Programming Dependencies ..........................................................................................................................127
Hardware Required ........................................................................................................................................128
Parameter Descriptions .....................................................................................................................................128
Powertrain Protection Enable.........................................................................................................................128
Powertrain Protection Torque Limit Switch...................................................................................................129
Powertrain Protection Torque Limit Switch Setup.........................................................................................129
Powertrain Protection Maximum Torque Allowed Switched ........................................................................129
Powertrain Protection Maximum Torque Allowed by Axle/Driveshaft.........................................................130
Powertrain Protection Maximum Torque Allowed by Transmission Top Gear Range..................................130
Powertrain Protection Maximum Torque Allowed by Transmission Intermediate Gear Range ....................130

Revision 17, 16 December 2013 Page 10 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Powertrain Protection Maximum Torque Allowed by Transmission Bottom Gear Range ............................130
Powertrain Protection Maximum Torque at Zero Vehicle Speed ..................................................................131
Powertrain Protection Ratio of Lowest Gear of Top Gear Range ..................................................................132
Powertrain Protection Ratio of Lowest Gear of Intermediate Gear Range ....................................................132
Powertrain Protection Ratio of Lowest Gear of Bottom Gear Range.............................................................132
INSITE/VEPS Naming Convention .................................................................................................................133
Programming Scenario 1...................................................................................................................................134
Programming Scenario 2...................................................................................................................................135
Programming Scenario 3...................................................................................................................................137

PTO Multiple Trip Information .........................................................................138

PTO/Remote PTO ................................................................................................141

General Feature Description.............................................................................................................................142
Overview........................................................................................................................................................142
Operation........................................................................................................................................................142
Interaction with Other Features and Parameters ............................................................................................146
Programming Dependencies ..........................................................................................................................146
Hardware Required ........................................................................................................................................147
Parameter Descriptions .....................................................................................................................................147
PTO ................................................................................................................................................................147
Cab PTO.........................................................................................................................................................147
Remote PTO...................................................................................................................................................147
Remote Station PTO ......................................................................................................................................148
PTO Maximum Engine Load .........................................................................................................................148
PTO Maximum Vehicle Speed ......................................................................................................................148
PTO Maximum Engine Speed........................................................................................................................148
PTO Minimum Engine Speed ........................................................................................................................148
PTO Accelerator Override .............................................................................................................................149
PTO Accelerator Override Maximum Engine Speed .....................................................................................149
PTO Clutch Override .....................................................................................................................................150
PTO Service Brake Override..........................................................................................................................150
PTO Parking Brake Interlock Type................................................................................................................150
PTO Transmission Neutral Interlock .............................................................................................................151
PTO Resume Switch Engine Speed ...............................................................................................................151
PTO Set Switch Engine Speed .......................................................................................................................151
PTO Additional Switch Engine Speed ...........................................................................................................151
Remote Station PTO Resume Switch Engine Speed......................................................................................152
Remote Station PTO Set Switch Engine Speed .............................................................................................152
Remote Station PTO Additional Switch Engine Speed..................................................................................152
PTO Engine Speed Ramp Rate ......................................................................................................................152
Remote PTO Number of Speed Settings........................................................................................................153
Remote PTO Speed Setting 1.........................................................................................................................153
Remote PTO Speed Setting 2.........................................................................................................................153
Remote PTO Speed Setting 3.........................................................................................................................153
Remote PTO Speed Setting 4.........................................................................................................................153
Remote PTO Speed Setting 5.........................................................................................................................153
Alternate PTO Operation (PTO Firetruck).....................................................................................................154
PTO Zero Vehicle Speed Source Limit..........................................................................................................155

Revision 17, 16 December 2013 Page 11 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Ignore Vehicle Speed Source in PTO.............................................................................................................155

PTO Pump Mode............................................................................................................................................156
PTO Pump Mode Maximum Vehicle Speed ..................................................................................................156
PTO Pump Mode Vehicle Speed Sensor Override.........................................................................................156
INSITE/VEPS Naming Convention .................................................................................................................157

Remote Accelerator..............................................................................................159
General Feature Description.............................................................................................................................159
Overview........................................................................................................................................................159
Operation........................................................................................................................................................159
Hardware Required ........................................................................................................................................160
Interaction with Other Features and Parameters ............................................................................................160
Parameter Descriptions .....................................................................................................................................160
Remote Accelerator........................................................................................................................................160
Remote Accelerator Mode .............................................................................................................................160
INSITE/VEPS Naming Convention .................................................................................................................161

Road Speed Governor..........................................................................................162

Service Brake Pedal Position Switch..................................................................173

Set/Resume Switch ...............................................................................................174

Revision 17, 16 December 2013 Page 12 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Operation........................................................................................................................................................174
Parameter Descriptions .....................................................................................................................................176
Set/Resume Switch Usage..............................................................................................................................176
Detailed Feature Descriptions...........................................................................................................................176
Cruise Control ................................................................................................................................................176
Diagnostics.....................................................................................................................................................177
Low Idle Speed Adjustment...........................................................................................................................179
PTO (Alternate PTO) .....................................................................................................................................180
PTO (Normal PTO)........................................................................................................................................180

Starter Lockout ....................................................................................................182

Switchable Governor Type..................................................................................184

Switched Maximum Engine Operating Speed ..................................................187

Tire Wear Adjustment (ISX12 and ISX15 Only) .............................................190

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Transmission Driven PTO ..................................................................................193

Transmission Setup..............................................................................................198
General Feature Description.............................................................................................................................198
Overview........................................................................................................................................................198
Operation........................................................................................................................................................198
Hardware Required ........................................................................................................................................198
Parameter Descriptions .....................................................................................................................................198
Transmission Top Gear Ratio ........................................................................................................................198
Gear Down Transmission Ratio .....................................................................................................................198
Transmission Type .........................................................................................................................................198
INSITE/VEPS Naming Convention .................................................................................................................199

Trip Information ..................................................................................................200

Vehicle Acceleration Management (ISB6.7, ISX12, and ISX15 Only) ...........202

Vehicle Information .............................................................................................204

Revision 17, 16 December 2013 Page 14 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Customer Unit Number ..................................................................................................................................205

Engine Serial Number ....................................................................................................................................205
ECM Code......................................................................................................................................................205
INSITE/VEPS Naming Convention .................................................................................................................206

Vehicle Speed Input .............................................................................................207

VS Governor Acceleration/Deceleration Limit (ISX12 and ISX15 Only)......211

Vehicle Speed Sensor Anti-Tampering (ISX12 and ISX15 Only)...................213

Appendix A – Cummins Disclaimer on Odometer Mileage ............................214

Revision History ...................................................................................................215

Revision 17, 16 December 2013 Page 15 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

How to Use This Document

Purpose
This document describes the OEM-programmable features of Cummins engines using the
CM2350 Electronic Control Module. The document focuses on providing feature
descriptions and logic sufficient to program all programmable parameters for each
feature. The CM2350 is used by the 2013 ISB6.7, ISL9, ISX12, and ISX15 engines.

Usage
OEMs use this document to understand parameter programming and to understand
general feature operation.

Organization
This document contains the programmable features in alphabetical order.

Content
Each feature contains the following sections listed below. The main feature description
will be with the parameter which enables the feature.
1. Parameters Table
The Parameters Table at the beginning of each feature lists all of the programmable
parameters in the feature, the Units used by that parameter, and the entity which generally
programs the feature. The entities are listed below:
OEM 1 The OEM 1 is the entity installing the engine into a chassis.
OEM 2 The OEM 2 is sometimes called the “body builder”. In many cases, OEM 1
and OEM 2 may be the same entity.
Field The Field represents the dealer, fleet owner, or owner-operator of the vehicle.
Programming in the field requires a Cummins Service Tool (e.g. INSITE).
Note: The parameter ranges and defaults are no longer included in this document.
They can now be found in the Programmable Parameters document. See the
Referenced documents section below for details.
2. General Feature Description
The General Feature Description does not describe parameters individually, but the
feature as a whole. The General Feature Description contains one or more of the
following sections:
Overview
The overview section describes the purpose of the feature.
Operation
The operation section describes the general operation of the feature. Some parameters
enable special functions of the feature that may not fit into the overall description. In
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 16 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

these cases, the operational descriptions of those functions will be in the specific
parameter description.
Programming Dependencies
If the feature contains this section, it is because the feature programming depends on the
programming of another feature, or because individual parameters in the feature affect
engine operation even if the feature as a whole is not enabled. For any feature containing
a feature enable, the individual parameters of the feature do not affect engine operation
unless the feature is enabled or this section indicates otherwise.
Hardware Required
This section describes specific hardware the OEM needs to be aware is required for the
feature as a whole or certain functions of the feature to work properly. In most cases, the
OEM will supply this hardware; in some cases, the hardware is supplied by Cummins and
installed by the OEM. If the hardware listed in this section is not installed, the feature or
some functions of the feature will be unavailable. If the unavailable features or feature
functions are enabled when required hardware is not installed, undesirable effects may
result, including, but not limited to: fault codes, lack of operation, undesirable operation,
feature interactions and engine torque or speed derates. Contact your Cummins Service
or Customer Engineering representative before deviating from the requirements and
recommendations in this document.
3. Parameter Descriptions
The Parameter Descriptions occur in the same order the parameters are listed in the
Parameters Table. In some cases, closely related parameters will be described as a group.
Each parameter description will contain one or more of the following sections:
Application
This section describes the parameter’s purpose in the feature.
Operation
If the function performed by a parameter in the feature is not completely described in the
main feature Operation section, the parameter will have a separate Operation section
within the Parameter Description.
Programming
This section describes how to choose a specific setting for the parameter.

Reference Documentation
This AEB, OEM Programming Guide, references the following documents:
AEB 15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond
Automotive Engines. Contains the interface information necessary to multiplex vehicle
cab information with the engine Electronic Control Unit (ECU) using the SAE J1939
Data Link.
AEB 15.123 – Stationary Pumping Operations Oil & Gas Applications. Describes the
PTO Pump Mode feature.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 17 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

AEB 15.138 – CM2350 Electronic Subsystem Technical Package – OEM Serial

Communications. Describes the hardware and communication protocols for using SAE
J1939 Data Link with the CM2350.
AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces.
Describes OEM wiring and functions of each pin on the OEM 96-Pin Connector.
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components.
Describes OEM-installed hardware.
AEB 21.140 – Air Intake Shutoff Valve Installation Requirements. Describes OEM-
installed hardware.
AEB 21.145 – Heavy Duty Intake Air Shut-off (ASO) Valve Installation Requirements
and Guidelines. Describes OEM-installed hardware.
Programmable Parameters There is a Programmable Parameters document for each
major engine platform (e.g. 2013 ISX15). These documents are available at the
Cummins Global Customer Engineering website: http://gce.cummins.com. This is a
secure website – contact your Cummins Application Engineer for instructions on how to
obtain access.

Definitions
Automotive Governor A fueling governor relating Accelerator Position to engine
torque.
CM2350 Electronic Control Module used on 2013 ISB6.7, ISL9, ISX12, and ISX15
engines.
Disable To turn a feature off with a service tool, making it inaccessible to that vehicle.
A vehicle cannot use a disabled feature until it is enabled with a service tool.
Enable To turn a feature on with a service tool, making it accessible to that vehicle. The
relevant algorithms will be considered by the ECM at the appropriate times.
Falling Edge (Electronics) Measuring a change from the “high” state to the “low” state
to enact the desired transition. For example, if “x” is considered to happen on the falling
edge of a switch, “x” occurs when the switch transitions from ON to OFF.
Feature A group of related functionalities and the associated parameters.
Least-Wins A method of selecting from a group of parameters with only one output.
This selection method is typically used for limits like engine torque or speed. Several
features submit a limit, and the lowest limit “wins”, or is the actual limit applied to the
engine.
PowerSpec An online tool that allows the end user to set up a calibration for their
vehicle. They can download the calibration to a disk and load that into the ECM with an
appropriate service tool.

Revision 17, 16 December 2013 Page 18 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Pulse Width Modulated An periodic electronic signal consisting of a square wave of

fixed amplitude and frequency with a varied duty-cycle (or pulse width).
Rising Edge (Electronics) Measuring a change from the “low” state to the “high” state
to enact the desired transition. For example, if “x” is considered to happen on the rising
edge of a switch, “x” occurs when the switch transitions from OFF to ON.
Variable Speed Governor (VS) A fueling governor relating Accelerator Position to
engine speed.
Warning Lamp Maintenance Event An event performed by the ECM to notify the
operator of a maintenance occurrence. The ECM performs a maintenance event by
flashing the Amber Warning Lamp 0.5 second on and 0.5 second off for 30 seconds after
the startup lamp sequence.

Frequently Used Acronyms

APS Analog Accelerator Position
ASO Air Shutoff
CC Cruise Control
ECM Engine Control Module
DEF Diesel Exhaust Fluid
DPF Diesel Particulate Filter
FMI Failure Mode Indicator
OEM Original Equipment Manufacturer
PTO Power Take-Off
PTP Power Train Protection
PWM Pulse Width Modulated
RPM Revolutions per Minute
RSG Road Speed Governor
SCR Selective Catalyst Reduction
SLO Starter Lockout
TSC1 Torque Speed Control 1
VGT Variable Geometry Turbo
VS Variable-Speed Governor
VSS Vehicle Speed Sensor

Revision 17, 16 December 2013 Page 19 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Major Changes for 2013

OEMs MUST program the Vehicle Identification Number (VIN).

Features new for 2013

All Medium Duty and Heavy Duty 2013 products are now required to meet U.S. Heavy Duty
OBD standards.
The Accelerator Brake Override is an optional feature for 2013 Automotive engines. When
the Accelerator Pedal and the Service Brake are pressed simultaneously, the Accelerator
Pedal position is overridden to the Idle position.
Accelerator Pedal Type. A Dual PWM accelerator type is now supported for 2013 in
addition to the Dual Analog.
Battery Power Required Lamp is added for all 2013 automotive engines. It should be used
on vehicles which must comply with regulations that must have the ECM on a battery
isolator circuit. The Battery Power Required Lamp will indicate to the user when the ECM
needs battery power.
Fan Clutch Minimum On Time is added for all engines.
Idle Shutdown Ambient Air Temperature Override feature is added for ISB6.7 and ISL9
engines.
Idle Shutdown Hot Ambient Automatic Override Mode Enable is a new function of the Idle
Shutdown feature and allows the Hot Ambient Override Zone to be enabled as Automatic
mode or disabled to be Manual mode.
Idle Shutdown Manual Override Inhibit Zone feature is added to ISX12 and ISX15 engines.
Load Based Speed Control has changed from two breakpoints to one breakpoint. Load
Based Speed Control is supported in ISX12 and ISX15 engines.
PTO changes for all 2013 automotive engines:
A new type of remote PTO has been added for all 2013 automotive engines, Remote
Station PTO. With the addition of Remote Station PTO, the traditional PTO feature
is now referred to as Cab PTO. The names of the PTO functions are:
Cab PTO
Remote PTO
Remote Station PTO
The new Remote Station PTO feature allows the user more flexibility in the function
of PTO. It provides cab like PTO switch functionality via hardwired switches at the
Remote PTO Station.
Remote Station PTO MUST not be enabled at the same time as Remote PTO, and
Cab PTO must be disabled OR switches must be multiplexed.

Revision 17, 16 December 2013 Page 20 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Cab PTO can now be disabled to allow configurations to only enable Remote PTO.
Parking Brake PTO Interlock: Requires the Parking Brake to be set to operate PTO.
Can be configured for none, all, Cab PTO only, or Remote PTO only.
Transmission Neutral interlock is added. When enabled, PTO can only operate when
a 1939 transmission indicates that the transmission is in Neutral. It applies to Cab
and Remote PTO.
PTO Pump Mode is now available on all products.
Switched Maximum Vehicle Speed feature is added to ISX12 and ISX15 engines.

Features no longer supported for 2013

VSS Anti-tampering feature is no longer supported for Cummins ISB6.7 and ISL9 engines.
Smart Road Speed Governor is no longer supported on 2013 products.

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Accelerator Brake Override

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Accelerator Brake Override Enable None

General Feature Description

Overview
The Accelerator Brake Override feature is an optional feature which uses complementary
service brake switches to limit the ECM’s commanded engine torque, effectively
overriding the Accelerator Pedal position to 0%. When the Accelerator Pedal and the
Service Brake Pedal are pressed simultaneously; after a short delay, engine torque is
limited to a value similar to the amount needed to idle the engine. This torque limit is
imposed for all engine operating modes, including PTO.
The Accelerator Brake Override feature uses a complementary service brake switch input
which is referred to as the Service Brake Validation Switch.

Operation
If the Accelerator Pedal and the Service Brake Pedal are pressed simultaneously and the
Vehicle Speed Sensor reads greater than 12 km/h; after a short delay, engine torque is
limited to a value similar to the amount needed to idle the engine. No torque limit is
imposed for vehicle speeds of less than 12 km/h.
Note: The Accelerator Brake Override feature can be enabled whether the Service
Brake Switch is multiplexed or hardwired. The Service Brake Validation
Switch must be hardwired to the ECM whether the Service Brake Switch is
multiplexed or hardwired.
Note: If vehicle speed is read while in PTO and the Vehicle Speed reading is greater
than 12 km/h, pressing the Accelerator Pedal and the Service Brake Pedal
simultaneously will cause engine torque to be limited to a value similar to the
amount needed to idle the engine. This interaction is imposed even if the PTO
Accelerator Override and PTO Service Brake Override parameters are set to
disable.

Programming Dependencies
Accelerator Brake Override / Two Speed Rear Axle Ratio:
The Service Brake Pedal Validation Switch shares an ECM pin with the Two Speed Rear
Axle Ratio Switch. Since the Service Brake Pedal Validation Switch can only be
hardwired, if the Accelerator Brake Override feature is enabled and the Two Speed Rear
Axle Ratio feature is desired, the Two Speed Rear Axle Ratio Switch must be
multiplexed.

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Hardware Required
Service Brake Validation Switch (See the Service Brake Validation Switch section of
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components
for more details.)

Parameter Descriptions
Accelerator Brake Override
Application The Accelerator Brake Override parameter enables or disables the
Accelerator Brake Override feature.
Programming If the vehicle uses the Accelerator Brake Override feature, set the
Accelerator Brake Override parameter to enable.

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Accelerator Interlock
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Accelerator Interlock Enable None
Accelerator Interlock Switch Setup Condition None

General Feature Description

Overview
The Accelerator Interlock feature disables accelerator control of engine fueling under
conditions specified by the OEM.
If the accelerator interlock function is desired, set the Accelerator Interlock parameter to
enable. The Accelerator Interlock Switch may be a hardwired switch or a SAE J1939
Data Link multiplexed switch.

Operation
The Accelerator Interlock feature operation depends on the state of the Accelerator
Interlock Switch input. The OEM-specified switch usage condition (OPEN or CLOSED)
activates the Accelerator Interlock Switch and disables accelerator control of engine
fueling. The opposite switch position (CLOSED or OPEN) allows normal accelerator
control of engine fueling.
Note: This feature will disable the Remote Accelerator when it is active and the
Accelerator Interlock is activated.

Programming Dependencies
Accelerator Interlock / Powertrain Protection Torque Limit Switched function:
The Accelerator Interlock Switch shares an ECM pin with the Torque Limit Switch.
Therefore, the Accelerator Interlock feature cannot be enabled if the Powertrain
Protection Torque Limit Switched function of the Powertrain Protection feature is
enabled, unless the Accelerator Interlock Switch and/or the Torque Limit Switch are
multiplexed on the vehicle SAE J1939 Data Link.

Hardware Required
Accelerator Interlock Switch (See the Accelerator Interlock Switch section of AEB
15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for
more details.)

Parameter Descriptions
Accelerator Interlock
Application The Accelerator Interlock parameter enables or disables the Accelerator
Interlock feature.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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Programming If the vehicle uses the Accelerator Interlock feature, set the Accelerator
Interlock parameter to enable.

Accelerator Interlock Switch Setup

Application The Accelerator Interlock Switch Setup parameter indicates whether the
Accelerator Interlock Switch activates the Accelerator Interlock feature (i.e. disables the
accelerator) in the OPEN or CLOSED position.
Operation If the OEM sets the Accelerator Interlock Switch Setup parameter to
ACTIVE OPEN, an OPEN Accelerator Interlock Switch disables accelerator control of
engine fueling. If the OEM sets the Accelerator Interlock Switch Setup parameter to
ACTIVE CLOSE, a CLOSED (to ECM switch return) Accelerator Interlock Switch
disables accelerator control of engine fueling.
Programming Set the Accelerator Interlock Switch Setup parameter to enact the desired
functionality. The OEM SHOULD carefully consider the effects on the vehicle when
programming this parameter. If the OEM programs the Accelerator Interlock Switch
Setup parameter to ACTIVE OPEN, and the Accelerator Interlock Switch circuit fails in
an open condition, the Accelerator Interlock feature will disable accelerator control of
engine fueling until the circuit failure is corrected.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Accelerator Interlock Accelerator Interlock
Accelerator Interlock Switch Setup Accelerator Interlock Switch Setup

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Accelerator Pedal
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Hardwired Accelerator Type Level None

General Feature Description

Overview
Cummins 2013 engines support two hardwired accelerator pedal types. The first
accelerator pedal type is the Dual Analog Accelerator, which existed in 2010 products.
The second accelerator pedal type is the Dual PWM Accelerator, which is new for 2013.
The dual accelerator signals (either Analog or PWM) are used to provide an indication of
accelerator pedal position to the ECM for operator control of the engine.

Operation
The Dual Analog Accelerator Position #1 signal uses the APS #1 Ratiometric Analog
Input which detects the value of a continuously variable voltage and converts this voltage
to a commanded accelerator value using a linearization table as defined in the Appendix
of AEB 15.67 – Electronic Accelerator Pedal Position Performance Specification
(Interface). The ECM uses this value to determine the operator requested fueling when
no accelerator faults are active.
The ECM compares Accelerator Position Sensor #2 Signal to the Accelerator Position
Sensor #1 Signal to determine if the Accelerator Pedal is in proper operating condition.
The Dual PWM accelerator is a new type of accelerator interface for 2013 Midrange and
Heavy Duty engines. It is similar to the Dual Analog Accelerator, however, the
accelerator signal is calculated as a function of Duty Cycle at a set frequency. The Dual
PWM accelerator provides two pulse width modulated signals to the engine control
module, which the ECM uses to calculate accelerator percentage. The second signal is
used to validate the first signal. The requirements for this accelerator pedal are also
defined in AEB 15.67 – Electronic Accelerator Pedal Position Performance
Specification (Interface).

Hardware Required
Accelerator Pedal (See AEB 15.67 – Electronic Accelerator Pedal Position Performance
Specification (Interface) for more details.)

Parameter Descriptions
Hardwired Accelerator Type
Application: The Hardwired Accelerator Type is used to indicate whether a hardwired
Dual Analog or a Dual PWM accelerator pedal is installed in the vehicle.

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Note: For a SAE J1939 Data Link type accelerator, enable the J1939 Multiplexing
Accelerator Pedal parameters. If the accelerator is set to multiplexed the
ECM’s hardwired accelerator input will be ignored.
Programming: Select either the Dual Analog accelerator or the Dual PWM accelerator
depending on the accelerator type installed in the vehicle.

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Adaptive Cruise Control

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Adaptive Cruise Control Enable None
Adaptive Cruise Control Recovery Enable None

General Feature Description

Overview
The Adaptive Cruise Control feature allows an Adaptive Cruise Control system (such as
the WabCo OnGuardTM, Bendix WingmanTM or Bendix VORAD SmartCruiseTM system)
to override the normal vehicle cruise control set speed when the following distance
behind another vehicle is reduced below the set following distance.

Operation
The Adaptive Cruise Control system sends commands to the ECM via SAE J1939 Data
Link to limit engine speed, or engine torque (depending on system installed), pause cruise
control, resume cruise control and maintain a set following distance behind a vehicle
travelling slower than the current cruise control set speed.

Programming Dependencies
The Adaptive Cruise Control feature cannot be enabled unless the normal Cruise Control
feature is also enabled.

Hardware Required
CC/PTO On/Off Switch (See the CC/PTO On/Off Switch section of AEB 15.140 –
CM2350 Electronic Subsystem Technical Package – OEM Components for more details.)
CC/PTO Set/Resume Switch (See the CC/PTO Set/Resume Switch section of AEB
15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for
more details.)
SAE J1939 Data Link (See AEB 15.138 – CM2350 Electronic Subsystem Technical
Package – OEM Serial Communications for more details.)
Adaptive Cruise Control System
Note: The only Adaptive Cruise Control systems currently supported are the WabCo
OnGuardTM, Bendix WingmanTM or Bendix VORAD SmartCruiseTM systems.

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Parameter Descriptions
Adaptive Cruise Control
Application The Adaptive Cruise Control parameter enables or disables the Adaptive
Cruise Control feature in the engine control system. Configuration of Adaptive Cruise
Control System is covered by that system’s manufacturer.
Programming If the vehicle uses the Adaptive Cruise Control feature, set the Adaptive
Cruise Control parameter to enable.

Adaptive Cruise Control Recovery

Application The Adaptive Cruise Control Recovery parameter indicates whether the
ECM will disable or allow the normal Cruise Control feature in the event of an Adaptive
Cruise Control fault.
Operation If the Adaptive Cruise Control Recovery parameter is enabled, normal Cruise
Control can be re-engaged by the driver after acknowledgement that the Adaptive Cruise
Control system is no longer operating correctly. The operator performs the
acknowledgement by toggling the CC/PTO On/Off switch OFF-ON-OFF-ON and then
pressing the Set switch once. A Set or Resume command on the Set-Resume switch will
then engage the Cruise Control feature without Adaptive Cruise Control functionality.
If the Adaptive Cruise Recovery parameter is disabled, normal Cruise Control will not
function while an Adaptive Cruise Control fault is active. The Adaptive Cruise Control
feature will recover after a fault at the next key ON event following a return of proper
communication between the ECM and the Adaptive Cruise Control system.
Programming If the normal Cruise Control should be allowed after an Adaptive Cruise
Control fault, set the Adaptive Cruise Control Recovery parameter to enable. If no
Cruise Control operation should be allowed after an Adaptive Cruise Control fault, set the
Adaptive Cruise Control Recovery parameter to disable.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Adaptive Cruise Control Cruise Control Adaptive Cruise
Adaptive Cruise Control Recovery Cruise Control Adaptive Cruise Recovery

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Aftertreatment Diesel Particulate Filter System Control

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Diesel Particulate Filter Regeneration Allowed in
Enable None
PTO and Other Modes
Diesel Particulate Filter Lamp Setup Enable None
High Exhaust System Temperature Lamp Setup Enable None
High Exhaust System Temperature Lamp On
Enable None
During Active Regeneration
High Exhaust System Temperature Lamp On
Level Degree
Temperature Threshold
High Exhaust System Temperature Lamp Off
Level Degree
Temperature Threshold
High Exhaust System Temperature Lamp On
Level mph
Vehicle Speed Threshold
Parked Regeneration Initiate Switch Enable Enable None
Diesel Particulate Filter Regeneration with Parking
Enable None
Brake
Diesel Particulate Filter Regeneration Inhibit
Enable None
Switch Setup
Diesel Particulate Filter Regeneration Inhibit
Level mph
Vehicle Speed Threshold
Diesel Particulate Filter Regeneration Stay Warm Enable None
Particulate Filter Maintenance at Idle – Idle Speed
Enable None
Increase (Read Only)
In-Mission Regeneration Idle Speed Up
Enable None
(Read Only)

General Feature Description

Overview
The Aftertreatment Diesel Particulate Filter System Control feature provides the OEM
options on when and how the diesel particulate filter regeneration of the aftertreatment
system will run. It is also used for configuring the High Exhaust System Temperature
Lamp on/off conditions so the operator can be properly alerted to exhaust system
temperatures that may be higher than normal for the vehicle operation conditions related
to an active regeneration of the diesel particulate filter.

Operation
The Aftertreatment Diesel Particulate Filter System Control feature provides switch
inputs and lamp outputs with programmable settings and sends commands (via either
hardwired switch or SAE J1939 Data Link multiplexed input) to the ECM to initiate a
Diesel Particulate Filter regeneration. The OEM will also have an option to send the

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regeneration inhibit command to the ECM via the SAE J1939 Data Link multiplexed
switch input. The regeneration PTO operation and the exhaust temperature indicator can
be set by the OEM as well.

Hardware Required
Diesel Particulate Filter Regeneration Force Switch – Shared hardwired switch input pin
with the Diagnostic Switch or SAE J1939 Data Link multiplexing (Optional, OEM
Components and OEM Serial Communications)
Diesel Particulate Filter Regeneration Inhibit Switch (Optional, OEM Components)
SAE J1939 Data Link (Optional, OEM Serial Communications)
High Exhaust System Temperature Lamp (Optional, OEM Components)
Diesel Particulate Filter Lamp (Optional, OEM Components)

Parameter Descriptions
Diesel Particulate Filter Regeneration Allowed in PTO and Other Modes
Application The Diesel Particulate Filter Regeneration Allowed in PTO and Other
Modes parameter permits or does not permit active diesel particulate filter regeneration
during:
o PTO Governor operation.
o Remote Accelerator operation.
o J1939 Pump Governor operation.
o J1939 TSC1 Speed Control operation.
Note: The governed engine speed in any of the above four operating modes will not
be changed by the active diesel particulate filter regeneration. The Diesel
Particulate Filter Regeneration Allowed in PTO and Other Modes feature has
higher priority and is not affected by the Diesel Particulate Filter Regeneration
Inhibit Vehicle Speed Threshold setting which is described below.
Programming If active diesel particulate filter regeneration is desirable when the engine
is operating on the PTO governor, Remote Accelerator, J1939 Pump Governor, or under
J1939 TSC1 Speed Control, set the Diesel Particulate Filter Regeneration Allowed in
PTO and Other Modes parameter to enable.

Diesel Particulate Filter Lamp Setup

Application The Diesel Particulate Filter Lamp Setup parameter enables or disables the
Diesel Particulate Filter condition monitor function. If enabled, it will provide an
indication that the filter has not been able to regenerate under the previous engine
operation conditions, and is in need of assistance to perform required regeneration (by
changing the duty cycle/load of the engine or initiating a stationary regeneration). When
effective assistance (successful regeneration) has been provided, the lamp will be turned
off.

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Programming If the Diesel Particulate Filter Lamp is installed (or via SAE J1939 Data
Link parameter command) and the Diesel Particulate Filter Lamp monitor function is
desired, set the Diesel Particulate Filter Lamp Setup parameter to enable.

High Exhaust System Temperature Lamp Setup

Application The High Exhaust System Temperature Lamp Setup parameter controls
how the High Exhaust System Lamp functions. If the High Exhaust System Temperature
Lamp Setup parameter is enabled, the High Exhaust System Temperature Lamp will be
on when the high exhaust system temperature threshold is reached OR a diesel particulate
filter regeneration is active.
If the High Exhaust System Temperature Lamp Setup parameter is disabled, the High
Exhaust System Temperature Lamp will be on only when the high exhaust system
temperature threshold is reached.
Programming If the High Exhaust System Temperature Lamp is hardwired to the ECM
or controlled via SAE J1939 Data Link parameter command from the ECM, set the High
Exhaust System Temperature Lamp Setup parameter properly as desired.
Note: The High Exhaust System Temperature Lamp Setup parameter is not used for
disabling the High Exhaust System Temperature Lamp monitor function. To
disable the High Exhaust System Temperature Lamp, set the High Exhaust
System Temperature Lamp Setup parameter to disable AND set the High
Exhaust System Temperature Lamp On Temperature Threshold or the High
Exhaust System Temperature Lamp On Vehicle Speed Threshold to the
maximum values.

High Exhaust System Temperature Lamp On During Active Regeneration

Application The High Exhaust System Temperature Lamp On During Active
Regeneration parameter allows or does not allow the High Exhaust System Temperature
Lamp to turn on when an active diesel particulate filter regeneration (dosing) begins.
Programming If turning on the High Exhaust System Temperature Lamp during the
active diesel particulate filter regeneration is desired, set the High Exhaust System
Temperature Lamp On During Active Regeneration parameter to enable.

High Exhaust System Temperature Lamp On Temperature Threshold

Application The High Exhaust System Temperature Lamp On Temperature Threshold
parameter sets a temperature threshold level to turn on the High Exhaust System
Temperature Lamp when the exhaust temperature, as measured at the diesel particulate
filter outlet, rises above the threshold value.
Programming The current High Exhaust System Temperature Lamp On Temperature
Threshold default setting is 800 °C (1,472 °F) which effectively prevents this lamp from
coming on during normal diesel particulate filter regeneration operation. When selecting
the appropriate temperature for this threshold value, the determination SHOULD be
based on exhaust system design and vehicle application. This threshold value SHOULD

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also be greater than the High Exhaust System Temperature Lamp Off Temperature
Threshold programmed value.

High Exhaust System Temperature Lamp Off Temperature Threshold

Application The High Exhaust System Temperature Lamp Off Temperature Threshold
parameter sets a temperature threshold level to turn off the High Exhaust System
Temperature Lamp when the exhaust temperature as measured at the diesel particulate
filter outlet, falls below the threshold value.
Programming The current default setting is 350 °C (662 °F). When selecting the
appropriate temperature for this threshold value, the determination SHOULD be based on
exhaust system design and vehicle application. This threshold value SHOULD also be
less than the High Exhaust System Temperature Lamp On Temperature Threshold
programmed value.

High Exhaust System Temperature Lamp On Vehicle Speed Threshold

Application The High Exhaust System Temperature Lamp On Vehicle Speed Threshold
parameter sets a vehicle speed threshold level to turn on the High Exhaust System
Temperature Lamp when the vehicle speed falls below the threshold. Generally
conditions which will cause the High Exhaust System Temperature Lamp to be turned on
will occur while the vehicle is operated at some vehicle speed above this threshold value.
When the vehicle then slows below this threshold the High Exhaust System Temperature
Lamp will turn on.
Programming The High Exhaust System Temperature Lamp On Vehicle Speed
Threshold parameter will allow the High Exhaust System Temperature Lamp to be on
when the vehicle is operated at speeds below this threshold value and the other conditions
call for the High Exhaust System Temperature Lamp to be on. When selecting the
appropriate vehicle speed for this threshold value, the determination SHOULD be based
on exhaust system design and vehicle application.
Note: When setting a speed threshold at which the High Exhaust System
Temperature Lamp will turn ON, 3 mph hysteresis needs to be considered.
For example, with a programmed value at 10 mph, the High Exhaust System
Temperature Lamp will turn ON when appropriate and the vehicle speed
drops to 10 mph. The lamp will turn back OFF when the vehicle speed goes
above the programmed vehicle speed plus the hysteresis value (10 mph +
3 mph hysteresis = 13 mph). See the following picture for details:

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Parked Regeneration Initiate Switch Enable

Application The Parked Regeneration Initiate Switch Enable parameter enables or
disables both the hardwired switch and the SAE J1939 Data Link multiplexed switch
input feature to start a diesel particulate filter regeneration when the vehicle is in a
stationary condition with all of the interlock conditions satisfied.
Note: The Diesel Particulate Filter Regeneration Force Switch shares the same ECM
input pin with the Diagnostic Switch input. With the Parked Regeneration
Initiate Switch Enable parameter enabled, pressing the Diesel Particulate
Filter Regeneration Force Switch, when the diesel particulate filter needs to
regenerate, the engine is running at idle and the interlock conditions for a
stationary regeneration are satisfied, the ECM will initiate a stationary
regeneration of the diesel particulate filter.
Programming If the regeneration initiate switch function is desired, set the Parked
Regeneration Initiate Switch Enable parameter to enable.
Note: The Parked Regeneration Initiate Switch function can be achieved using either
the hardwired switch input or the SAE J1939 Data Link multiplexed switch
input.
Note: The Diesel Particulate Filter Regeneration Inhibit Switch has priority over the
Diesel Particulate Filter Regeneration Force Switch. This priority is enforced
whether either signal is multiplexed on the SAE J1939 Data Link or
hardwired.

Diesel Particulate Filter Regeneration with Parking Brake

Application The Diesel Particulate Filter Regeneration with Parking Brake feature
enables an additional lock-out that must be overcome before a parked diesel particulate
filter regeneration will initiate. If the Diesel Particulate Filter Regeneration with Parking
Brake parameter is enabled, a parked regeneration will not initiate unless the Parking
Brake Switch is set. This feature assumes the Parking Brake Switch feature is enabled
and the Parking Brake Switch is either hardwired or multiplexed to the ECM.

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Programming If it is desired that a parked diesel particulate filter regeneration should

not initiate unless the Parking Brake is known to be engaged, set the Diesel Particulate
Filter Regeneration with Parking Brake parameter to enable.

Diesel Particulate Filter Regeneration Inhibit Switch Setup

Application The Diesel Particulate Filter Regeneration Inhibit Switch Setup parameter
allows the Diesel Particulate Filter Regeneration Inhibit Switch to inhibit active diesel
particulate filter regeneration.
Programming If the switched inhibit function for the diesel particulate filter
regeneration is desired, set the Diesel Particulate Filter Regeneration Inhibit Switch Setup
parameter to enable.
Note: The Diesel Particulate Filter Regeneration Inhibit Switch Setup function can
be achieved using either the hardwired switch input or the SAE J1939 Data
Link multiplexed switch input.
Note: If there is NOT a Diesel Particulate Filter Regeneration Inhibit Switch
installed on the vehicle, the Diesel Particulate Filter Regeneration Inhibit
Switch Setup parameter MUST be DISABLED, or engine will not be allowed
to go into regeneration.
Note: The Diesel Particulate Filter Regeneration Inhibit Switch has priority over the
Diesel Particulate Filter Regeneration Force Switch. This priority is enforced
whether either signal is multiplexed on the SAE J1939 Data Link or
hardwired.

Diesel Particulate Filter Regeneration Inhibit Vehicle Speed Threshold

Application The Diesel Particulate Filter Regeneration Inhibit Vehicle Speed Threshold
allows a vehicle speed value to be programmed. When the vehicle speed falls below the
programmed threshold value an ongoing active regeneration of the diesel particulate filter
will be stopped and will not be re-initiated until the vehicle speed has gone above a
threshold or a parked regeneration has been initiated. The vehicle speed at which an
active regeneration can be initiated is dependent on the engine as well as the
programmable vehicle speed regeneration inhibit threshold. This is summarized in the
table below.

ISB6.7 and ISL9 ISX12 and ISX15

Programmable upper limit (mph) 25 25

Programmable lower limit (mph) 0 0
Start of regeneration threshold (mph)
with inhibit programmed to zero 0 0
Start of regeneration threshold (mph)
with inhibit programmed to non-zero value 40 40

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Programming If active regeneration of the diesel particulate filter should be inhibited

based on vehicle speed, set this value at the vehicle speed below which the regeneration
should be inhibited. The following figures serve as examples of how the system will
react to different vehicle speed regeneration inhibit thresholds.
Note: Low duty cycle applications or stop/go applications, such as refuse truck,
feedlot truck, school bus, shuttle/transit bus, delivery truck, yard spotter,
mixer, and utility truck, may benefit from setting the Diesel Particulate Filter
Regeneration Inhibit Vehicle Speed Threshold parameter to the 0 mph to
perform mobile regenerations successfully. These applications may encounter
difficulty performing mobile regenerations with a nonzero setting.

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Diesel Particulate Filter Regeneration Stay Warm

Application When an In-Mission Regeneration is active and the vehicle speed falls
below the customer threshold, the Diesel Particulate Filter Regeneration Stay Warm
parameter prevents the cancelation of the filter regeneration by changing the start of
regeneration threshold to be 0.6 mph above the vehicle speed regeneration inhibit
threshold verses the 40 mph standard. This allows the system to dose low amounts when
the exhaust temperature drops and “keep the DPF warm” so that the regeneration will not
have to completely start over when the vehicle starts to move again and exhaust
temperatures increase.
Note: Only for use with engines which have a Diesel Particulate Filter (DPF).
Programming Enables Diesel Particulate Filter in-Mission Regeneration Stay Warm
feature as desired.

Particulate Filter Maintenance at Idle – Idle Speed Increase

Overview: If the engine is left at idle for significant periods of time without reaching the
minimum exhaust operating temperatures, the engine will automatically increase the
engine idle speed for several minutes to maintain the condition of the particulate filter.
This maintenance event is similar to the Fast Idle Warm-up feature used on ISB6.7 and
ISL9 engines. This feature is not OEM programmable.
Operation: Particulate Filter Maintenance at Idle – Idle Speed Increase will occur
automatically depending on different conditions for different engines. The following
table summarizes the basic conditions and requirements:

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Idle Speed Increase Conditions

Engine Idle Speed Will Be Increased Increased Idle Speed

After two continuous idle hours with exhaust 1,050 rpm for ten
ISB6.7
temperature < 177 °C (350 °F) minutes
After four continuous idle hours with exhaust 1,050 rpm for ten
ISL9
temperature < 150 °C (302 °F) minutes
After four continuous idle hours with exhaust
ISX12 and temperature < 120 °C (248 °F). 760 rpm for ten
ISX15 After eight continuous idle hours with exhaust minutes
temperature < 250 °C (482 °F).
Note: The engine speed will not be changed during PTO operation.
Note: Entry conditions for Particulate Filter Maintenance at Idle are the same as
those for the stationary regeneration; zero vehicle speed, the clutch and brake
pedal released, transmission is out of gear, etc.
Note: The user may interrupt the Particulate Filter Maintenance at Idle operation by:
using the Diesel Particulate Filter Regeneration Inhibit Switch, pressing the
Service Brake Switch, pressing the Clutch Switch, or increasing vehicle speed
above 0 mph.
Programming The Particulate Filter Maintenance at Idle – Idle Speed Increase feature is
not OEM programmable.

In-Mission Regeneration Idle Speed Up (ISX12 and ISX15 Only)

Application The In-Mission Regeneration Idle Speed Up feature is designed to protect
the Diesel Particulate Filter during periods of low engine speed when in-mission
regeneration is active. It also allows for a more effective regeneration by increasing
exhaust flow. This feature is active automatically when an in-mission regeneration is in
progress and the vehicle comes to stop. When it is active, the In-Mission Regeneration
Idle Speed Up feature will elevate the engine idle speed up to 760 rpm on vehicles
equipped with Automatic or Manual transmissions, if the pre-programmed idle speed
setting is lower. For Automated Manual transmission, the Idle-Up speed upper limit is
700 rpm. The engine speed will drop to its normal idle speed after five minutes in
situations when the vehicles stops for longer duration if active regeneration is in progress.
Programming The In-Mission Regeneration Idle Speed Up feature is not OEM
programmable.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Regeneration Allowed in PTO DPF Regeneration in PTO
High Exhaust System Temperature Lamp Aftertreatment HEST Lamp Setup
Setup
High Exhaust System Temperature Lamp On HEST Lamp Setup When Regen In Progress
During Active Regeneration
High Exhaust System Temperature Lamp On HEST Lamp Setup High Threshold
Temperature Threshold
High Exhaust System Temperature Lamp Off HEST Lamp Setup Low Threshold
Temperature Threshold
High Exhaust System Temperature Lamp On HEST Lamp Setup Vehicle Speed
Vehicle Speed Threshold
Parked Regeneration Initiate Switch Enable Diesel Particulate Filter Regeneration Start
Switch
Diesel Particulate Filter Regeneration Inhibit Diesel Particulate Filter Regeneration Permit
Switch Setup Switch
Regeneration Inhibit Vehicle Speed Threshold DPF Mobile Regeneration Vehicle Speed
Threshold
Diesel Particulate Filter Regeneration Stay Aftertreatment Diesel Particulate Filter
Warm Temperature Stabilization

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Aftertreatment SCR System Control

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Diesel Exhaust Fluid Low Level Level %
Diesel Exhaust Fluid Warning Level Level %
Diesel Exhaust Fluid Inducement Level Level %
Diesel Exhaust Fluid Minimum Separation
Level %
(Read Only)

General Feature Description

Overview
The Aftertreatment Selective Catalyst Reduction (SCR) System Control feature provides
the OEM with a Diesel Exhaust Fluid Tank Level indicating percent remaining usable
Diesel Exhaust Fluid in order to meet the EPA requirements associated with driver
notification and inducement. There will be levels of specific interest that will drive the
Diesel Exhaust Fluid Lamp and induce the operator to take action to refill the Diesel
Exhaust Fluid tank.
Note: The DEF low level warning and inducement strategy for Emergency Vehicle
applications is different (as seen detailed below).

Operation
The Aftertreatment SCR System Control feature has OEM adjustable parameters to set
these levels. There are a set of minimum values of usable Diesel Exhaust Fluid left in the
tank to trigger warnings and inducement. The OEM may adjust these values higher than
the minimums.

Parameter Descriptions
Diesel Exhaust Fluid Low Level
Application The Diesel Exhaust Fluid Low Level parameter is a user-adjustable
parameter, which is used to define the fluid level percentage that will trigger the ‘Low’
DEF level causing the Diesel Exhaust Fluid Lamp to be solid.
Programming Set the Diesel Exhaust Fluid Low Level parameter to 10% of usable
volume or higher (the trimmable range at this stage is 10% - 60%).
For Emergency Vehicle applications, set the Diesel Exhaust Fluid Low Level parameter
to 15% of usable volume or higher (the trimmable range at this stage is 15% - 60%).

Diesel Exhaust Fluid Warning Level

Application The Diesel Exhaust Fluid Warning Level parameter is a user-adjustable
parameter, which is used to define the fluid level percentage that alerts the driver that a

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

derate will be activated if the Diesel Exhaust Fluid is not replenished. The Diesel
Exhaust Fluid Lamp will flash.
Programming Set the Diesel Exhaust Fluid Warning Level parameter to 5% of usable
volume or higher (the trimmable range at this stage is 5% - 55%). In addition the Diesel
Exhaust Fluid Warning Level must be at least 2.5% below the Diesel Exhaust Fluid Low
Level.
For Emergency Vehicle applications, set the Diesel Exhaust Fluid Warning Level
parameter to 10% of usable volume or higher (the trimmable range at this stage is 10% -
55%).

Diesel Exhaust Fluid Inducement Level

Application The Diesel Exhaust Fluid Inducement Level parameter is a user-adjustable
parameter, which is used to define the fluid level percentage at which the initial
inducement of 25% torque derate will be activated. The Diesel Exhaust Fluid Lamp will
flash and the Amber Warning Lamp will be on solid.
For Emergency Vehicle applications, there will be no torque derate or speed derates for
the initial inducement.
Programming Set the Diesel Exhaust Fluid Inducement Level parameter to 2.5% of
usable volume or higher (the trimmable range at this stage is 2.5% - 50%). In addition
the DEF Fluid Inducement Level must be at least 2.5% below the Diesel Exhaust Fluid
Warning Level.
For Emergency Vehicle applications, set the Diesel Exhaust Fluid Inducement Level
parameter to 5% of usable volume or higher (the trimmable range at this stage is 5% -
50%). In addition the Diesel Exhaust Fluid Inducement Level must be at least 2.5%
below the Diesel Exhaust Fluid Warning Level.
Note: Second and Severe Inducement: Once the Diesel Exhaust Fluid tank level is
at 0% as broadcast by the ECM, a 40% torque derate will be activated. Then,
after a key cycle has occurred, or after an extended idle operation, or after a
diesel fuel refill; in addition to a 40% engine torque derate, the vehicle will be
restricted to 5 mph and the engine speed will be limited as well (1,000 rpm for
manual or automated transmissions and 1,100 rpm for automatic
transmissions). The Diesel Exhaust Fluid Lamp will flash, and the Amber
Warning Lamp and Red Stop Lamp will be on solid.
Note: For Emergency Vehicle applications, there will be no torque derate or speed
derates for the second and severe inducement.

Diesel Exhaust Fluid Minimum Separation

Application The Diesel Exhaust Fluid Minimum Separation is a read only parameter. It
defines the minimum separation between the: Diesel Exhaust Fluid Low Level, Diesel
Exhaust Fluid Warning Level, and Diesel Exhaust Fluid Inducement Level parameters.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Definition of Emergency Vehicles

Please refer to the Emergency Vehicle section of AEB 21.47 – Engine
Certification/Market/Region Application Requirements for the definition of Emergency
Vehicles.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Diesel Exhaust Fluid Low Level Warning and Inducement

Table 5 describes the specific events which trigger Diesel Exhaust Fluid Low Level
Warnings and Inducements. The associated deactivation that occurs at each level is also
listed along with driver indication lamps, and SAE J1939 Data Link SPN definitions. For
Diesel Exhaust Fluid Low Level Warnings and Inducements in Emergency Vehicle
applications, please refer to Table 5’.

Table 5

DEF Low Level Warning and Inducement

J1939 SPN
J1939 DM1
DEF Level Driver Indication Lamps 5245 (DEF Inducement Deactivation
(SPN-FMI)
lamp status)
Above initial warning threshold. None None Off None None
Initial Warning at 10% ECM
Fill DEF tank to a
Broadcast of Diesel Exhaust DEF Solid minimum of 2.5%
Fluid Tank Level (default). 1761-17 Solid None
above initial warning
level.
Trimmable between 10% - 60%
Critical Warning at 5% ECM
DEF Flashing Fill DEF tank to a
Broadcast of Diesel Exhaust
minimum of 2.5%
Fluid Tank Level (default). 1761-18 Blink None
above critical
warning level.
Trimmable between 5% - 55%
Initial Inducement at 2.5% ECM DEF Flashing and
Fill DEF tank to a
Broadcast of Diesel Exhaust Amber Warning Lamp
1761-1 minimum of 2.5%
Fluid Tank Level (default). Blink 25% Torque Derate
1569-31 above initial derate
level.
Trimmable between 2.5% - 50% and
DEF Flashing and
Fill DEF tank to a
Secondary Inducement at 0% Amber Warning Lamp 40% Torque Derate
1761-1 minimum of 4.5%
ECM Broadcast of Diesel Blink ramped in at 1% per
1569-31 above initial derate
Exhaust Fluid Tank Level. minute.
level.
and
Final Inducement at 0% ECM
DEF Flashing and
Broadcast of Diesel Exhaust
Amber Warning Lamp and 40% Torque Derate, Fill DEF tank to a
Fluid Tank Level and Engine has 1761-1
Red Stop Lamp 5 mph Vehicle Speed minimum of 4.5%
been intentionally shut down 1569-31 Blink
Limit, and 1,000 rpm level and allow the
(key switched off) in extended 5246-0
Engine Speed Limit. system prime.
idle for 1 hour or fuel tank has
and and
been refilled.

Notes:
1. The Secondary Inducement is calibrated to trigger slightly above 0% to ensure any
tolerance stack up errors will not prevent the inducement for being applied. This trigger
level is set to approximately 1%.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

2. After one continuous hour of zero vehicle speed with Diesel Exhaust Fluid Tank Level at
0%, vehicle speed will be limited to 5 mph.
3. All Diesel Exhaust Fluid Tank Level percentage values are as broadcast by the ECM and
displayed on the DEF level dash gauge.
4. If the DEF tank becomes empty and can no longer inject DEF, the system will set fault
code 3547 (SPN 4096 FMI 31) and illuminate the Malfunction Indicator Lamp. This can
occur prior to or following the application of the final inducement.
5. A minimum of 2.5% separation is required between the programmed warning and
inducement levels.
6. Fuel tank has been refueled is defined as the fuel volume level has increased by 15%.
7. Final Inducement for an automatic transmission equipped vehicle will be limited to
1,100 rpm verses 1,000 rpm for all other transmission types.
8. The ECM will create a DEF reserve level of 10% by recalculating the DEF level
broadcast to the dash gauge. A sensor value of 10% level will be broadcast to the gauge
as 0% level. Sensor values between 10% and 100% will be rescaled to broadcast as 0%
and 100%. Sensor values less than 10% will be broadcast as 0%.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

The following table is applicable for Emergency Vehicles only. Please refer to the Emergency
Vehicle section of AEB 21.47 – Engine Certification/Market/Region Application Requirements
for the definition of Emergency Vehicles.

Table 5’

DEF Low Level Warning and Inducement

For Emergency Vehicles
J1939 SPN
J1939 DM1
DEF Level Driver Indication Lamps 5245 (DEF Inducement1 Deactivation
(SPN-FMI)
lamp status)
Above initial warning threshold. None None Off None None
Initial Warning at 15% ECM
Fill DEF tank to a
Broadcast of Diesel Exhaust DEF Solid minimum of 2.5%
Fluid Tank Level (default). 1761-17 Solid None
above initial warning
level.
Trimmable between 15 - 60%
Critical Warning at 10% ECM
DEF Flashing Fill DEF tank to a
Broadcast of Diesel Exhaust
minimum of 2.5%
Fluid Tank Level (default). 1761-18 Blink None
above critical
warning level.
Trimmable between 10 - 55%
Initial Inducement at 5% ECM DEF Flashing and
Fill DEF tank to a
Broadcast of Diesel Exhaust Amber Warning Lamp
minimum of 2.5%
Fluid Tank Level (default). 1761-1 Blink None
above initial derate
level.
Trimmable between 5 - 50% and
DEF Flashing and
Final Inducement at Empty Tank Fill DEF tank to a
Amber Warning Lamp
and Engine has been intentionally minimum of 4.5%
1761-1 Blink None
shut down (key switched off) or level and allow the
extended idle for 1 hour. system prime.
and

Notes:
1. Inducement will be exited once fault condition has been corrected.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Incorrect Diesel Exhaust Fluid Warning and Inducement

This section (Table 6) describes the specific warnings and inducements that occur if any
other reducing agent besides DEF is placed into the DEF tank. For Incorrect Diesel
Exhaust Fluid Warning and Inducements in Emergency Vehicle applications, please refer
to Table 6’.

Table 6

Incorrect DEF Warning and Inducement

J1939 DM1
Condition Driver Indication Lamps Inducement Deactivation
(SPN-FMI)
Correct DEF. None None None None

Initial Warning for Incorrect DEF Amber Warning Lamp Replace with Correct
4094-31 None
at detection. DEF

Initial Inducement for Incorrect Amber Warning Lamp 4094-31 Replace with Correct
25% Torque Derate
DEF at detection + 1 hour. 1569-31 DEF

Secondary Inducement for Amber Warning Lamp 40% Torque Derate

4094-31 Replace with Correct
Incorrect DEF at detection + 3 ramped in at 1% per
1569-31 DEF
hours. minute
Final Inducement for Incorrect
DEF at detection + 3 hours and Amber Warning Lamp and 40% Torque Derate,
4094-31
the engine has been intentionally Red Stop Lamp 5 mph Vehicle Speed Replace with Correct
1569-31
shutdown in extended idle for 1 Limit, and 1,000 rpm DEF
5246-0
hour or fuel tank has been and Engine Speed Limit.
refilled.

Notes:
1. After one continuous hour of zero vehicle speed with Incorrect Diesel Exhaust Fluid
detected, vehicle speed will be limited to 5 mph.
2. Final Inducement for an automatic transmission equipped vehicle will be limited to
1,100 rpm verses 1,000 rpm for all other transmission types.
3. Fuel tank has been refueled is defined as the fuel volume level has increased by 15%.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Table 6’

Incorrect DEF Warning and Inducement

For Emergency Vehicles
J1939 DM1
Condition Driver Indication Lamps Inducement1 Deactivation
(SPN-FMI)
Correct DEF. None None None None

Initial Warning for Incorrect DEF Amber Warning Lamp Replace with Correct
4094-31 None
at detection. DEF

Initial Inducement for Incorrect Amber Warning Lamp Replace with Correct
4094-31 None
DEF at detection + 10 hours. DEF

Final Inducement for Incorrect

DEF at detection + 20 hours and Amber Warning Lamp Replace with Correct
the engine has been intentionally 4094-31 None
DEF
shutdown (key switched off) or
extended idle for 1 hour.

Notes:
1. Inducement will be exited once fault condition has been corrected.

Revision 17, 16 December 2013 Page 47 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

SCR Faults with Inducement

This section (Table 7) describes the warnings and inducement resulting from SCR system
faults such as disconnected sensors, actuators or heaters. For SCR Fault related
Inducements in Emergency Vehicle applications, please refer to Table 7’.

Table 7

SCR Faults with Inducement

J1939 DM1
Condition Driver Indication Lamps Inducement Deactivation
(SPN-FMI)
No Faults. None None None None
Amber Warning Lamp or
Malfunction Indicator
Initial Warning at Fault Correct and Clear Fault
Lamp1 Varies None
Detection. Condition.
or
Amber Warning Lamp or
Malfunction Indicator
Initial Inducement at Fault Varies Correct and Clear Fault
Lamp1 25% Torque Derate
Detection + 1 hour. 1569-31 Condition.
or
Amber Warning Lamp or
Malfunction Indicator 40% Torque Derate
Secondary Inducement at Fault Varies Correct and Clear Fault
Lamp1 ramped in at 1% per
Detection + 5 hours. 1569-31 Condition.
minute.
or
Final Inducement for Incorrect Amber Warning Lamp or
DEF at detection + 5 hours and Malfunction Indicator 40% Torque Derate,
Varies
the engine has been intentionally Lamp1 and 5 mph Vehicle Speed Correct and Clear Fault
1569-31
shutdown in extended idle for 1 Red Stop Lamp Limit, and 1,000 rpm Condition.
5246-0
hour or fuel tank has been Engine Speed Limit.
refilled. or and

Notes:
1. The Malfunction Indicator Lamp will illuminate for a component fault which is covered
by OBD otherwise the Amber Warning Lamp will illuminate.
2. After one continuous hour of zero vehicle speed with faulted condition, vehicle speed
will be limited to 5 mph.
3. Final Inducement for an automatic transmission equipped vehicle will be limited to
1,100 rpm verses 1,000 rpm for all other transmission types.
4. Fuel tank has been refueled is defined as the fuel volume level has increased by 15%.

Revision 17, 16 December 2013 Page 48 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

The following table is applicable for Emergency Vehicles only. For the Emergency Vehicles
definition - please refer to AEB 21.47 – Engine Certification/Market/Region Application
Requirements.

Table 7’

SCR Faults with Inducement

for Emergency Vehicles
J1939 DM1
Condition Driver Indication Lamps Inducement1 Deactivation
(SPN-FMI)
No Faults. None None None None

Initial Warning at Fault Amber Warning Lamp Correct and Clear Fault
Varies None
Detection. Condition.

Initial Inducement at Fault Amber Warning Lamp Correct and Clear Fault
Varies None
Detection + 10 hours. Condition.

Final Inducement at Fault

Detected + 40 hours and the Amber Warning Lamp Correct and Clear Fault
engine has been intentionally Varies None
Condition.
shutdown (key switched off) or
extended idle.

Notes:
1. Inducement will be exited once fault condition has been corrected.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Diesel Exhaust Fluid Low Level Aftertreatment Diesel Exhaust Fluid Low Level
Aftertreatment Diesel Exhaust Fluid Warning
Diesel Exhaust Fluid Warning Level
Level
Aftertreatment Diesel Exhaust Fluid
Diesel Exhaust Fluid Inducement Level
Inducement Level

Revision 17, 16 December 2013 Page 49 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Air Shutoff Valve (ISL9, ISX12, and ISX15 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Air Shutoff Valve Enable None

General Feature Description

Overview
The Air Shutoff Valve feature interfaces with an intake air shutoff valve mounted on the
engine’s intake manifold, the ECM activates the valve when excessive engine speed is
detected, resulting in immediate engine shutdown. This feature was developed to meet
regulatory requirements for oil and gas applications that may operate in environments
where combustible gases may be present in the engine’s intake air. However, the feature
may also be desired in other applications that operate in environments where combustible
gases may be present in the engine’s intake air. In such environments, simply cutting the
flow of fuel to the engine does not guarantee the engine will stop, thus the need for an
intake air shutoff valve.
For the ISL9 engine, the ECM drives the Air Shutoff Valve via the Air Shutoff Valve
Relay using a Switched Source Driver. For the ISX12 and ISX15 engines, the ECM uses
the engine’s Air Intake Throttle for the Air Shutoff Valve function. The functionality of
the Air Shutoff Valve feature is the same whether the engine is a ISL9, ISX12, or ISX15.
Note: This Air Shutoff Valve feature is not available for the ISB6.7 engine.
Note: This feature is designed for engines that are used in the Oil and Gas Market.
It MUST have Cummins Air Shutoff Valve hardware installation. The Air
Shutoff Valve needs to be compatible with the intake connection options.
Please contact your Cummins application engineer first before considering to
use this feature.

Operation
There are three distinct modes for activation of the Air Shutoff Valve:
o Automatic Mode
o Test Mode
o Manual Mode
Automatic Mode – Automatic Mode activates the Air Shutoff Valve when engine
speed continuously exceeds the high speed threshold for 0.25 seconds. The Automatic
Mode is the normal operating mode of the Air Shutoff Valve feature.
o High speed threshold for ISL = 2,900 rpm
o High speed threshold for ISX = 2,500 rpm
Test Mode – Test Mode provides the ability for the user to test the operation of the Air
Shutoff Valve under non-overspeed conditions. Test mode activates the Air Shutoff

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Valve when the Air Shutoff Valve Test Switch is pressed and the engine speed
continuously exceeds 1,500 rpm. To enter Test Mode, the user must press the Air
Shutoff Valve Test Switch while the engine speed is below 900 rpm. Then, using the
accelerator pedal, slowly increase engine speed to above 1,500 rpm. Once the engine
speed is above 1,500 rpm for 0.25 seconds the Air Shutoff Valve will activate.
Manual Mode – Manual Mode activates the Air Shutoff Valve when the Air Shutoff
Valve Manual Switch is pressed regardless of engine speed, and thus serves the purpose
of an operator actuated emergency stop switch.
Note: The Air Shutoff Valve Manual Mode should only be used during an
emergency shutdown situation and not for normal operation.

Programming Dependencies
Air Shutoff Valve / Idle Shutdown Relay:
The Air Shutoff Valve on the ISL9 engine shares an ECM pin with the Idle Shutdown
Relay. The Air Shutoff Valve Lamp on the ISX12 and ISX15 engines shares an ECM
pin with the Idle Shutdown Relay. Therefore, the Air Shutoff Valve cannot be enabled if
the Idle Shutdown Relay is enabled.

Hardware Required
For the ISL9 engine, please refer to AEB 21.140 – Air Intake Shutoff Valve Installation
Requirements for more details.
For the ISX12 and the ISX15 engines, please refer to AEB 21.145 – Heavy Duty Intake
Air Shut-off (ASO) Valve Installation Requirements and Guidelines for more details.

Interaction with Other Features

Automatic Mode The Automatic Mode of the Air Shutoff Valve feature is suppressed
when the vehicle speed exceeds 40 km/h. THEREFORE, THE AIR SHUTOFF VALVE
WILL NOT ACTIVATE WHEN VEHICLE SPEED EXCEEDS 40 km/h.
PTO Pump Mode Certain applications use the PTO Pump Mode feature when the
vehicle’s drive shaft is used to drive a device while PTO is engaged. If this application
causes vehicle speed (as read by the ECM) to be 40 km/h or greater, the Air Shutoff
Valve will not activate.
PTO Pump Mode and Transmission Driven PTO Certain applications use the
vehicle’s main drive shaft to drive a device while PTO is engaged. These applications
cause the ECM to read vehicle speed while the vehicle is actually stopped performing
some work via the PTO device. In these applications it is imperative that the PTO Pump
Mode or Transmission Driven PTO parameters be enabled. Otherwise, when the PTO
device is engaged and the ECM reads 40 km/h or greater vehicle speed, the Air Shutoff
Valve will not activate.

Revision 17, 16 December 2013 Page 51 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Parameter Descriptions
Air Shutoff Valve
Application The Air Shutoff Valve parameter enables or disables the Air Shutoff Valve
Feature.
Programming If an Air Shutoff Valve is installed on the engine, set the Air Shutoff
Valve parameter to enable. The Air Shutoff Valve parameter needs to be set to enable
whether the engine is an ISL9 that uses an Air Shutoff Valve or the engine is an ISX12 or
ISX15 that uses the Air Intake Throttle for the Air Shutoff Valve function.
Note: For the ISL9 engine, please refer to AEB 21.140 – Air Intake Shutoff Valve
Installation Requirements for more details.
Note: For the ISX12 and the ISX15 engines, please refer to AEB 21.145 – Heavy
Duty Intake Air Shut-off (ASO) Valve Installation Requirements and
Guidelines for more details.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Air Shutoff Valve Air Shut Off Valve

Revision 17, 16 December 2013 Page 52 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Alternator Failure Warning

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Alternator Failure Warning Enable None
Alternator Failure Warning Idle Speedup Enable None

General Feature Description

Overview
The Alternator Failure Warning feature monitors the battery voltage and warns the
operator when the ECM detects a low or high battery voltage. This feature will also
adjust the idle speed in some circumstances to respond to a low battery voltage condition.
Operation
The ECM lights the Amber Warning Lamp after a short delay upon detecting a high or
low battery voltage. When the ECM detects a very low voltage, the ECM lights the Red
Stop Lamp. The ECM can adjust the engine idle speed to address low voltages if the
Alternator Failure Warning Idle Speedup feature is enabled. The table below shows
typical voltage values which trigger the various warnings.
Voltage Settings for Alternator Failure Warning
Voltage Voltage
Setting Action by ECM for 12 V for 24 V
System System
Very Low Voltage Red Stop Lamp, may increase idle speed 9.0 V 18.0 V
Low Voltage Amber Warning Lamp, may increase idle speed 12.0 V 24.0 V
High Voltage Amber Warning Lamp 16.0 V 32.0 V

Parameter Descriptions
Alternator Failure Warning
Application The Alternator Failure Warning parameter enables or disables the
Alternator Failure Warning feature.
Programming If it is desired for the ECM to monitor battery voltage and warn the
operator about low or high battery voltages, or for the ECM to adjust idle speed to
compensate for low voltages, set the Alternator Failure Warning parameter to enable.

Alternator Failure Warning Idle Speedup

Application The Alternator Failure Warning Idle Speedup enables or disables the idle
speedup function of the Alternator Failure Warning feature.

Revision 17, 16 December 2013 Page 53 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Operation The ECM will increase engine speed if the battery voltage falls below the
Low Voltage value determined by the Vehicle Electrical System Voltage parameter noted
in the table above. The ECM will increase engine speed if the battery voltage falls below
the Very Low Voltage value also. The ECM continues to monitor voltage and maintains
the increased idle speed until the battery voltage returns to the normal region. During the
period of increased speed, the ECM disables the Idle Speed Adjustment feature.
The ECM will not increase engine speed if the battery voltage goes above the High
Voltage value determined by the Vehicle Electrical System Voltage parameter noted in
the table above.
Programming If it is desired for the ECM to adjust the engine idle speed to compensate
for low battery voltage, set Alternator Failure Warning Idle Speedup parameter to enable.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Alternator Failure Warning Alternator Failure Warning
Alternator Failure Warning Idle Speedup Alternator Failure Warning Idle Speedup

Revision 17, 16 December 2013 Page 54 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Battery Power Required Lamp

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Battery Power Required Lamp Enable None
Battery Power Required Lamp Type Type None

General Feature Description

Overview
The Battery Power Required Lamp feature will light a lamp indicating that the user
should not disconnect battery power to the ECM, typically via battery disconnect devices.
Battery disconnect devices are only allowed due to statutory regulation, see the
Installation Requirements and Recommendations Power and Ground section of AEB
15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces for more
details about battery disconnect devices.

Operation
The ECM requires that battery power be constantly connected anytime the keyswitch is
on and for some time after the keyswitch is turned off. The ECM will turn on the Battery
Power Required Lamp when the keyswitch is on AND for the entire duration that battery
is required after the keyswitch is turned off.

Programming Dependencies
Battery Power Required Lamp / Engine Brake Lamp:
The Battery Power Required Lamp shares an ECM pin with the Engine Brake Lamp.
Therefore, the Battery Power Required Lamp parameter cannot be enabled if the Engine
Brake Lamp parameter is enabled.

Hardware Required
Battery Power Required Lamp (See the Battery Power Required Lamp section of AEB
15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components for
more details.)

Parameter Descriptions
Battery Power Required Lamp
Application The Battery Power Required Lamp parameter describes if a Battery Power
Required Lamp is installed or not.
Programming If a hardwired Battery Power Required Lamp is installed, set the Battery
Power Required Lamp parameter to enable.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Battery Power Required Lamp Type

Application The Battery Power Required Lamp Type parameter describes when the
Battery Power Required Lamp illuminates. The Battery Power Required Lamp Type
parameter has two states: Lamp on at Key On and Lamp on at Key Off.
Lamp on at Key On When the Lamp on at Key On state is selected, the Battery Power
Required Lamp will illuminate when the ECM’s keyswitch is on and will remain
illuminated after the keyswitch turns off until the ECM has fully powered down.
Lamp on at Key OFF When the Lamp on at Key OFF state is selected, the Battery
Power Required Lamp will illuminate when the ECM’s keyswitch is off and will remain
illuminated until the ECM has fully powered down.
Programming The OEM should carefully consider whether the Lamp on at Key On or
Lamp on at Key Off is the better choice for his application.

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Clutch Switch
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Clutch Switch Enable None

General Feature Description

Overview
The Clutch Switch parameter tells the ECM if a hardwired clutch switch or a SAE J1939
Data Link multiplexed clutch switch is installed.

Operation
The ECM uses the Clutch Switch signal to control some OEM features (such as; manual
transmission, cruise control, engine brake, etc.) if a clutch switch is installed. To prevent
undesirable interactions, the Clutch Switch parameter should be disabled if a clutch
switch is not installed on the vehicle.

Hardware Required
Clutch Switch (OEM Components)

Parameter Descriptions
Clutch Switch
Application The Clutch Switch parameter describes if a clutch switch is installed or not.
Programming If either a hardwired clutch switch or a SAE J1939 Data Link
multiplexed clutch switch is installed, set the Clutch Switch parameter to enable.

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Cruise Control
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Cruise Control Enable None
Maximum Cruise Control Speed Level mph
Cruise Control Save Set Speed Enable None
Cruise Control Upper Droop Level mph
Cruise Control Lower Droop Level mph
Cruise Control Auto-Resume Enable None
Cruise Control Pause Switch Enable None

General Feature Description

Overview
The Cruise Control (CC) feature maintains vehicle speed at an operator-selectable value.

Operation
Cruise Control operations under standard conditions:
a. Activation Conditions. For the Cruise Control feature to activate all of the
following conditions must be true:
1. The ECM must have a valid vehicle speed reading above a minimum
engagement level.
2. The engine speed must be greater than a threshold.
3. The clutch pedal (if enabled) must not be pressed.
4. The service brake pedal (if enabled) must not be pressed.
b. Activation. The driver may activate the Cruise Control feature by placing the
CC/PTO On/Off switch to the ON position, then use the Set or Resume functions
of the CC Set/Resume switch. The Resume function only engages Cruise Control
if the ECM has a saved Cruise Control speed, which under standard conditions
implies that Cruise Control has been engaged since the engine has last been
started. When the Cruise Control feature becomes active, the Cruise Control
feature assumes engine control at the selected vehicle speed, and the driver may
release the accelerator pedal.
c. Select Vehicle Speed. If the Set function is used for activation, the selected
vehicle speed will be the lower of either the existing vehicle speed, or the
maximum vehicle speed. The maximum vehicle speed is programmed using the
Maximum Cruise Control Speed parameter. If the Resume function is used for
activation, the selected vehicle speed will be the most recently selected vehicle
speed.

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d. Active Operation. The Cruise Control feature will maintain vehicle speed at the
selected vehicle speed. The driver can use the accelerator to temporarily increase
vehicle speed beyond the selected vehicle speed up to the maximum vehicle
speed. When the operator releases the accelerator, the Cruise Control feature
resumes engine control at the selected vehicle speed.
e. Adjust Selected Vehicle Speed. When the Cruise Control feature is active, the
driver can increase or decrease the selected vehicle speed. To increase vehicle
speed, the Bump-Up and Accelerate functions of the CC Set/Resume switch are
used. Selected vehicle speed cannot exceed the Cruise Control Maximum Vehicle
Speed. To decrease vehicle speed, the Bump-Down and Coast functions of the
CC Set/Resume switch are used. The lowest selectable vehicle speed is the
minimum engagement speed.
f. Deactivation. The driver may manually deactivate the Cruise Control feature by:
1. Placing the CC/PTO On/Off switch to OFF.
2. Pressing the service brake pedal.
3. Pressing the clutch pedal.
g. Deactivation. Deactivation will automatically occur if:
1. The vehicle speed falls below the minimum engagement speed.
2. The engine speed falls below a threshold.
3. The ECM detects an out-of-gear condition. The Cruise Control Auto-Resume
function of the Cruise Control feature will alter ECM reaction to the clutch
pedal.
Cruise Control operations under various special conditions:
a. Engine Brake Interaction. The Engine Brake feature may be used by Cruise
Control if the actual vehicle speed exceeds the Cruise Control Set Speed. See the
Engine Brake feature for details.
b. Cruise Control Droop. The Cruise Control Droop settings allow the Cruise
Control Set Speed to increase slightly when the vehicle descends hills, and
decrease slightly when the vehicle climbs hills. These functions improve fuel
economy.
c. Cruise Control Manual Resume. The operator performs a manual resume
anytime after a set speed is saved. Unless the Cruise Control Save Set Speed
function is enabled, there will not be a saved set speed until the cruise control
feature is operated once during a given engine run cycle. The operator performs
the manual resume by having the CC/PTO On/Off switch set to On, the vehicle
above a minimum threshold speed, and moving the Set/Resume Switch to Resume
and releasing.
d. Save Set Speed. The operator performs a manual resume anytime after a set
speed is saved. Unless the Cruise Control Save Set Speed function is enabled,
there will not be a saved set speed until the cruise control feature is operated once
during a given engine run cycle. The operator performs the manual resume by

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having the CC/PTO On/Off switch set to On, the vehicle above a minimum
threshold speed, and moving the Set/Resume Switch to Resume and releasing.
e. Cruise Control Auto-Resume. The Cruise Control Auto-Resume function
allows the Cruise Control feature to re-engage automatically after a gear change.
In order for this feature to function properly, the operator must: effect the gear
change in a short period of time, change gears without using the Service Brake,
and to re-engage in a gear with a gear ratio similar to the original gear ratio. If
any requirements are not met, the Auto-Resume function cancels and the Cruise
Control feature will be deactivated.
f. Cruise Control Pause. The Cruise Control operation may be paused by the
Cruise Control Pause Switch (SAE J1939 Data Link multiplexed switch only).
See the Cruise Control Pause Switch feature for details.

Hardware Required
CC/PTO On/Off Switch (OEM Components)
Set/Resume Switch (OEM Components)
Vehicle Speed Sensor (OEM Components)
Engine Brakes (optional – Cummins installed)

Interaction with Other Features

Cruise Control / Switched Maximum Vehicle Speed:
Cruise Control will be disabled if the Switched Maximum Vehicle Speed feature is
enabled and the Switched Maximum Vehicle Speed Switch is active.

Parameter Descriptions
Cruise Control
Application The Cruise Control parameter enables or disables the Cruise Control
feature. To control the Cruise Control feature, the CC ON/Off switch and CC
Set/Resume switch SHOULD be installed (they can be either hardwired switches or SAE
J1939 Data Link multiplexed switches).
Programming If the vehicle uses the Cruise Control feature, set the Cruise Control
parameter to enable.

Maximum Cruise Control Speed

Application The Maximum Cruise Control Speed parameter defines the maximum
vehicle speed that may be selected when the Cruise Control feature operates in the
normal mode. The Driver Reward feature and the current droop condition may adjust the
maximum cruise control speed; see the Figure below for the ECM calculation.

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Cruise Control Maximum

Maximum
Vehicle Speed
parameter
+/- Cruise Control
Speed
Driver Reward
reward or penalty Apply current
speed modification droop
Cruise Control Maximum Vehicle Speed Imposed

Operation The ECM uses this speed in the calculation in the figure above to determine
the imposed Cruise Control maximum vehicle speed.
Programming Set the Maximum Cruise Control Speed parameter to the highest vehicle
speed that the driver could set in Cruise Control before Driver Reward calculations. The
Cruise Control Droop function will apply after this limit. The Maximum Cruise Control
Speed from the figure above cannot exceed the Maximum Vehicle Speed, and the Cruise
Control Maximum Vehicle Speed parameter needs to be set accordingly.

Cruise Control Save Set Speed

Application This parameter enables the Cruise Control Save Set Speed function which
will save the cruise control set speed at key off and restore on the next key on.
Programming If it is desired for the ECM to save the last Cruise Control Set speed at
engine key off each time, set the Cruise Control Save Set Speed parameter to enable.

Cruise Control Upper Droop

Cruise Control Lower Droop
Application These parameters permit the ECM to temporarily adjust the selected vehicle
speed when the engine is under very high or very low loads. A vehicle using this
function will have better fuel economy than an equivalent vehicle under identical load
conditions without the function.
Operation When active, the Cruise Control feature always operates on one of three
curves: Upper Droop, Isochronous, and Lower Droop. Refer to the scenario below for
clarification of these operating regimes. The curves boundaries are determined by the
current amount of engine torque.
a. Upper Droop. When the Cruise Control feature is operating on the Upper Droop
curve and torque is at maximum, ECM-selected vehicle speed is operator-selected
vehicle speed minus the Cruise Control Upper Droop parameter. As torque
output decreases, ECM-selected vehicle speed gradually approaches the operator
selected vehicle speed.
b. Isochronous. When the Cruise Control feature is operating on the Isochronous
curve, the ECM-selected vehicle speed is the same as the operator-selected
vehicle speed.
c. Lower Droop. When the Cruise Control feature is operating on the Lower Droop
curve and torque output is at minimum, ECM-selected vehicle speed is operator-
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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selected vehicle speed plus the Cruise Control Lower Droop parameter. As
torque output increases, actual vehicle speed gradually approaches the selected
vehicle speed.
Cruise Control Droop Operational Scenario
Application This scenario describes a truck operating the Cruise Control feature with
the Driver Reward feature disabled. The Cruise Control Lower Droop parameter and the
Cruise Control Upper Droop parameter are programmed to 3 mph.
a. Isochronous. The vehicle is travelling on a level road with the Cruise Control
feature active at a selected vehicle speed of 60 mph. Because the Cruise Control
feature is operating in the isochronous region, actual vehicle speed is 60 mph. As
the vehicle approaches a hill, the Cruise Control feature SHOULD increase torque
output to maintain 60 mph.
b. Upper Droop. As the grade begins to increase, engine torque output increases
until the selected vehicle speed decreases along the Upper Droop Curve. Under
very heavy loads, the Cruise Control feature may command an actual vehicle
speed as low as 57 mph.
c. Lower Droop. As the vehicle crests the hill, engine torque output decreases until
the selected vehicle speed increases to the Isochronous Curve. When the vehicle
begins descending the other side of the hill, engine torque eventually decreases
until the selected vehicle speed begins increasing along the Lower Droop Curve.
Under very light loads, the Cruise Control feature may command an actual
vehicle speed as high as 63 mph.
Programming These parameters may be programmed from 0 mph to 3 mph. Higher
values improve fuel economy, lower values improve speed control.

Cruise Control Auto-Resume

Application This parameter enables the Cruise Control Auto-Resume function. The
Cruise Control Auto-Resume will resume cruise control after a shift is complete. This
function is only compatible with manual or partially automated transmissions and clutch
input is required.
Note: To ensure the Cruise Control Auto Resume feature functions properly, the
operator SHOULD use the clutch to complete an up shift or down shift
successfully in six seconds. The feature will not function as expected if there
is no successful shift, or shifting is not completed in six seconds. At the
beginning of shift, the engine speed must be greater than 1,000 rpm.
Programming If a manual or partially automated transmission is installed and Cruise
Control Auto-Resume is desired, set the Cruise Control Auto-Resume to enable. If an
automated or automatic transmission is installed, or if Cruise Control Auto-Resume is not
desired, set the Cruise Control Auto-Resume parameter to disable.

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Cruise Control Pause Switch

Overview The Cruise Control Pause Switch (SAE J1939 Data Link SPN 1633 (Cruise
Control Pause Switch)) can be an optional OEM installed component. This parameter
tells the ECM if a SAE J1939 Data Link multiplexed Cruise Control Pause Switch is
installed or not.
Application The Cruise Control Pause Switch is used to pause the cruise control
operation as desired. When the cruise control operation is paused by the Cruise Control
Pause Switch, the cruise control operation can be activated again by the CC Set/Resume
Switch function as described before. The Cruise Control Pause Switch cannot be used
for activating the cruise control operation. This switch function is only available on the
SAE J1939 Data Link.
Programming If a SAE J1939 Data Link multiplexed Cruise Control Pause Switch is
installed, and the cruise control pause function is desired, set the Cruise Control Pause
Switch to enable. At the same time, set the J1939 Multiplexed Cruise Control Pause
Switch to enable and program the J1939 Multiplexed Cruise Control Pause Switch
Source Address properly.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Cruise Control Cruise Control
Maximum Cruise Control Speed Maximum Cruise Control Speed
Cruise Control Save Set Speed Cruise Control Save Set Speed
Cruise Control Upper Droop Cruise Control Upper Droop
Cruise Control Lower Droop Cruise Control Lower Droop
Cruise Control Auto-Resume Cruise Control Auto-Resume
Cruise Control Pause Switch Cruise Control Pause Switch

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Driver Reward (ISX12 and ISX15 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Driver Reward Enable None
Speed Reward Mode Enable None
Fuel Economy Standard – Expected Level MPG
Fuel Economy Standard – Good Level MPG
Fuel Economy Standard – Best Level MPG
Idle Standard – Expected Level %
Idle Standard – Good Level %
Idle Standard – Best Level %
Speed Reward – Penalty Level mph
Speed Reward – Expected Level mph
Speed Reward – Good Level mph
Speed Reward – Best Level mph

General Feature Description

Overview
The Driver Reward feature encourages efficient driving by adjusting the maximum
vehicle speed for achieving fuel economy or idle time goals.

Operation
The feature measures fuel economy and percentage of time in idle. The feature adjusts
the maximum vehicle speed in Cruise Control, the maximum vehicle speed with the
accelerator, or both. The feature uses four (4) reward levels to enact rewards:
o Penalty
o Expected
o Good
o Best
The reward levels can be set to any value desired within the range allowed, but the
numeric value of the parameters SHOULD increase (fuel economy) or decrease (idle
time) in the order listed. The feature selects the lowest applicable reward level from the
two measured parameters and adjusts the selected maximum speeds as shown in the
figure below. Thus, if the driver were below the Idle Standard – Expected, the Speed
Reward – Penalty would apply, even if the driver was in the Fuel Economy Standard –
Best fuel economy range.

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CC or RSG Maximum Speed

Standard CC or RSG Adjusted for Driver Reward
Maximum Speed +
+/-

Choose the LOWEST

Reward Level

Speed Reward - Best

Best Level Improving
Speed Reward - Good Driver
Good Level Performance
Speed Reward - Expected
Expected Level
Speed Reward - Penalty

Fuel Economy Algorithm Speed Reward - Best

Best Level Improving
Speed Reward - Good Driver
Good Level Performance
Speed Reward - Expected
Expected Level
Speed Reward - Penalty

Idle Time Algorithm

Driver Reward Maximum Speed Adjustment Diagram

Programming Dependencies
The Driver Reward feature is not available on Emergency Vehicle calibrations.
Therefore, the following parameters are not adjustable in Emergency Vehicle
calibrations:
Driver Reward
Speed Reward Mode
Fuel Economy Standard – Expected
Fuel Economy Standard – Good
Fuel Economy Standard – Best
Idle Standard – Expected
Idle Standard – Good
Idle Standard – Best
Speed Reward – Penalty
Speed Reward – Expected
Speed Reward – Good
Speed Reward – Best

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Parameter Descriptions
Driver Reward
Application The Driver Reward parameter enables or disables the Driver Reward
feature.
Programming If the vehicle needs be set up to reward efficient driver operation, set the
Driver Reward parameter to enable.

Speed Reward Mode

Application The Speed Reward Mode parameter determines whether Driver Reward
maximum speed modifications are applied to Cruise Control, the Maximum Accelerator
Vehicle Speed, or both.
Operation The ECM checks the value of this parameter and applies the Driver Reward
maximum speed modification to the Cruise Control Maximum Speed, Maximum
Accelerator Vehicle Speed, or both.
Programming If the Driver Reward feature needs to modify Cruise Control Maximum
Speed, set this parameter to Cruise Control. If the Driver Reward feature needs to
modify Maximum Accelerator Vehicle Speed, set the Speed Reward Mode parameter to
Road Speed Governor. If the Driver Reward feature needs to modify both governors, set
the Speed Reward Mode parameter to Both.

Fuel Economy Standard – Expected

Fuel Economy Standard – Good
Fuel Economy Standard – Best
Application These parameters set the expected fuel economy results by the fleet or
owner.
Operation The ECM uses these parameters to define the Fuel Economy algorithm of the
Driver Reward feature. These three parameters define the four reward regions as shown
in the figure below. Note that this diagram is a close-up of the regions shown in the
figure below. The Driver Reward feature calculates a reward for Fuel Economy, and a
reward for Percent Idle Time, then applies the lower of the two active reward level.
Programming Set these parameters to define the desired regions for Fuel Economy in
the figure below.

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Best Reward Applies here

Best Standard

Good Reward Applies here

Good Standard

Expected Reward Applies here

Expected
Standard

Penalty “Reward” Applies here

Driver Reward Regions

Idle Standard – Expected

Idle Standard – Good
Idle Standard – Best
Application These parameters set the expected percentage idle-time results by the fleet
or owner.
Operation The ECM uses these parameters to define the Percent Idle Time portion of
the Driver Reward feature. These three parameters define the four reward regions as
shown in the figure above. Note that this diagram is a close-up of the regions shown in
the figure above. The Driver Reward feature calculates a reward for Percent Idle Time,
and a reward for Fuel Economy, then applies the lowest active reward level.
Programming Set these parameters to define the desired regions for Percent Idle-Time
in the figure above.

Speed Reward – Penalty

Speed Reward – Expected
Speed Reward – Good
Speed Reward – Best
Application These parameters determine the magnitude of ECM-applied penalties or
rewards to the Cruise Control or Road Speed Governor maximum speeds.
Operation The ECM adds the appropriate reward parameter to the maximum speed of
Cruise Control or Road Speed Governor as programmed. If a parameter is a negative
value, the ECM adds to get a speed penalty. Each parameter stands alone; they are not
cumulative.

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Programming Set the values of the Driver Reward Speed Rewards to the desired
maximum speed adjustments the ECM could make for reward and incentive purposes.
The parameters SHOULD obey the following expressions:

Penalty[ Expected[ Good [ Best

Reward Parameters

CC/RSG CC/RSG Best Driver Maximum

Max speed + Lower Droop + Reward Vehicle Speed

Programming Relationship Requirements for Driver Reward Parameters

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Engine Brakes
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Engine Brake Control Enable None
Engine Brake Type Type None
Engine Brake Control Offset Speed
Level rpm
(ISB6.7 and ISL9 Only)
Engine Brake Minimum Vehicle Speed Level mph
Engine Brake Service Brake Activation Enable None
Engine Brake Clutch Pedal Activation Enable None
Cruise Control and Engine Brake Interaction Enable None
Start Maximum Engine Braking in Cruise Control Level mph
Start Minimum Engine Braking in Cruise Control Level mph
Engine Brake Delay Time Level seconds
Engine Brake Lamp Enable None

General Feature Description

Overview
The Engine Brake feature operates Engine Compression Brakes or a Variable Geometry
Turbocharger (VGT) brake, depending on the hardware installed on the engine and
switches installed by the OEM. The feature also supports the use of a hydraulic driveline
retarder.

Operation
Engine Compression Brakes When the engine compression brakes are engaged, the
ECM activates actuators on the engine which alter exhaust valve timing and cause the
engine to absorb torque rather than produce it.
Variable Geometry Turbocharger Brake The VGT brake operates on the same
principle as an exhaust brake where the VGT is used to create a large pressure drop in the
exhaust rather than using a butterfly valve of an exhaust brake.
The engine brakes operate due to user activated engine brake switch input commands,
Cruise Control commands, or SAE J1939 Data Link commands.
Engine Brake Operation – Normal Command
a. To engage the engine brakes, the conditions in the table below must be met.
When these conditions are met, the engine brakes will engage after the Engine
Brake Delay Time has expired. If the Engine Brake Delay Time parameter is set
to zero, the engine brakes engage immediately when the engagement conditions
are satisfied. The maximum engine braking level in Normal Operation is

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determined by the Engine Brake Selector Switch or SPN 973 (Engine Retarder
Selection) if the Engine Brake Selector Switch is multiplexed.

Relevant Conditions
All conditions MUST be true to engage engine braking
Operator Inputs Vehicle State ECM/Engine State
Accelerator Pedal or Remote Boost Pressure < a value
PTO/Remote PTO inactive
Accelerator input = 0% set by Cummins
Vehicle Speed > Engine
Clutch pedal not pressed (if Cruise Control is not
Brake Minimum Vehicle
Engine Brake Clutch Pedal performing an Auto-
Speed OR Active Vehicle
Activation = Enable) Resume
Speed Source fault
Engine Brake On/Off Switch =
ON Torque Converter Lockup Engine Speed > Engine
or SPN 973 (Engine Retarder is Engaged (if automatic Brake Minimum Engage
Selection) if Engine Brake On/Off transmission) Speed
Switch is multiplexed.
Service Brake Pedal Position
Switch has been tapped (if Engine
Brake Service Brake Activation =
Enable)

b. The engine brakes will disengage when any condition listed in the table below
becomes true.

Relevant Conditions
Any condition true disengages engine braking
Operator Inputs Vehicle State ECM/Engine State
PTO/Remote PTO Boost Pressure > a value
Accelerator Pedal input > 0%
activates set by Cummins
Clutch pedal pressed (if Engine Vehicle Speed < Engine Engine speed < Engine
Brake Clutch Pedal Activation = Brake Minimum Vehicle Brake Minimum
Enable) Speed Disengage Speed
Engine Brake On/Off switch =
OFF Torque Converter Lockup
or SPN 973 (Engine Retarder becomes Disengaged (if
Selection) if Engine Brake On/Off automatic transmission)
Switch is multiplexed.

Engine Brake Operation – Cruise Control Command

a. For the cruise control to command engine brake activation, the ECM must have
the Cruise Control and Engine Brake Interaction parameter enabled. In addition,
all the conditions for Normal Operation above MUST exist and the vehicle speed

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MUST exceed the Cruise Control Set Speed by a threshold plus the lower droop
width. The maximum engine braking under cruise control command is bound by
the Engine Brake Selector switches.
b. Engine Brakes will deactivate under cruise control command under any of the
conditions which deactivate engine brakes under Normal Operation.
Additionally, the following events will deactivate engine braking under cruise
control command: the operator disengages cruise control, or the vehicle speed is
reduced to a small amount above the Cruise Control Set Speed.
Engine Brake Operation – SAE J1939 Data Link Command
a. The vehicle may be set up for the commanded engine brake level to be passed to
the ECM via a SAE J1939 Data Link. The only difference in engine brake
operation between SAE J1939 Data Link Command and Normal Operation is that
the datalink controls the engine braking level and is not bound by the Engine
Brake Selector Switches.

Programming Dependencies
Engine Brake Lamp / Battery Power Required Lamp:
The Engine Brake Lamp shares an ECM pin with the Battery Power Required Lamp.
Therefore, the Engine Brake Lamp parameter cannot be enabled if the Battery Power
Required Lamp is parameter enabled.

Hardware Required
Engine braking device see table below:
Engine Brake Hardware Summary By Platform for 2013
Platform Engine brake type OEM Hardware
ISB6.7
VGT Exhaust Brake Selector Switch
ISL9
ISL9
Engine Brake Selector Switch 1 and
ISX12 Compression
Engine Brake Selector Switch 2
ISX15

Vehicle Speed Sensor (OEM Components)

Exhaust Brake Selector Switch (OEM Components)
Engine Brake Selector Switch 1 (OEM Components)
Engine Brake Selector Switch 2 (OEM Components)

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Parameter Descriptions
Engine Brake Control
Application The Engine Brake Control parameter enables or disables the engine brake
feature.
Programming If the vehicle uses engine compression brakes, VGT braking, or a
driveline retarder, set the Engine Brake Control parameter to enable.

Engine Brake Type

Application The 2013 Cummins engines support 3 types of engine braking:
Compression brakes (ISL9, ISX12, and ISX15), Variable Geometry Turbocharger
braking (ISB6.7 and ISL9), and Driveline Retarders. The Engine Brake Type parameter
distinguishes between the 3 brake types.

Operation
Compression brakes – Engine Brake Selector Switch 1 and Engine Brake Selector
Switch 2 are used to determine whether the operator wants engine braking. If braking
conditions exist and the Engine Brake Selector Switch is on, the compression brakes will
open the exhaust valves during the compression stroke which will release the compressed
air in the combustion chamber generated during the compression stroke which will
prevent power generation and creates a vacuum during the combustion stroke, all of
which creates the braking power.
Driveline Retarder – The engine brake feature does not control the brake level, and
requires only three conditions to allow engine braking: PTO / Remote PTO inactive,
Cruise Control is OFF, and accelerator at idle. All other engine brake activation
conditions are skipped, and the desired engine brake level is read through a datalink.
Driveline retarder devices include their own operator inputs, so the Engine Brake
Selector Switch is not used.
Variable Geometry Turbocharger – The Exhaust Brake Selector Switch is used to
determine whether the operator wants engine braking. If braking conditions exist and the
switch is on, the VGT will close, and provide a large exhaust restriction, which will act as
an exhaust brake.
Programming Set the Engine Brake Type parameter according to the engine brake
hardware on the vehicle and the corresponding numeric value from the table below:

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INSITE/VEPS
Parameter
Hardware type Parameter name value Parameter Name
numeric value
Value
Engine Compression Engine Compression Engine Compression
2
Brake Brake Brake
Driveline Retarder Driveline Retarder Driveline Retarder 1
Exhaust Brake or
Variable Geometry Turbo
VGT/Exhaust Brake Variable Geometry 0
Brake
Turbocharger

Engine Brake Control Offset Speed (ISL9 Only)

Application The engine brakes will engage only when the engine speed is high enough
and will disengage when the engine speed is too low. Please refer the following table for
specific engine speed engage and disengage values.
ISB6.7 and ISL9 ISX12 and ISX15
Engine Brake Minimum Engage Speed 950 rpm 1,000 rpm
Engine Brake Minimum Disengage Speed 850 rpm 850 rpm

The Engine Brake Control Offset Speed parameter adjusts the engine speed at which the
Engine Brake feature engages and disengages the engine brakes.
Operation The Engine Brake Control Offset Speed parameter raises the engage and
disengage speed hysteresis window shown in the table above. If the user wishes for the
engine brakes to disengage at 1,050 rpm in the ISL9 engine instead of the default
850 rpm, the Engine Brake Control Offset Speed parameter should be set to 200 rpm.
Note, setting the Engine Brake Control Offset Speed parameter to 200 rpm will also
increase the engine brake engage engine speed from 950 rpm to 1,150 rpm.
Programming If a different engage and disengage engine speed are desired for the
engine brakes, set the Engine Brake Control Offset Speed parameter to the desired value.
Note: The Engine Brake Control Offset Speed parameter adjusts both the engine
brake minimum engage speed and engine brake minimum disengage speed.

Engine Brake Minimum Vehicle Speed

Application The Engine Brake Minimum Vehicle Speed parameter permits engagement
of the Engine Brake feature only when the vehicle is travelling faster than a customer-
programmable minimum vehicle speed. Some OEMs can use this feature to prevent
engine brake engagement in lower speed urban settings, while allowing it in higher speed
highway settings.
Operation Before the Engine Brake feature can engage the engine brakes, the vehicle
must be travelling faster than the Engine Brake Minimum Vehicle Speed parameter.

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Programming If a minimum vehicle speed for engine brake engagement is desired, then
set the Engine Brake Minimum Vehicle Speed parameter to the lowest vehicle speed at
which the engine brakes may engage. If a minimum vehicle speed for engine brake
engagement is not desired, then set the Engine Brake Minimum Vehicle Speed parameter
to zero.

Engine Brake Service Brake Activation

Application The Engine Brake Service Brake Activation parameter enables or disables
service brake activation of the engine brakes.
Operation When the Engine Brake Service Brake Activation parameter is set to enable,
the operator MUST tap (press and release) the service brake to activate the engine
brakes. All other engine brake activation conditions still apply, including the Engine
Brake Delay Time. The service brake input does not affect engine brake operation if the
Engine Brake Service Brake Activation parameter is set to disable.
Programming If the operator needs to press the service brake to activate the engine
brakes, set the Engine Brake Service Brake Activation parameter to enable.

Engine Brake Clutch Pedal Activation

Application The Engine Brake Clutch Pedal Activation parameter enables or disables
clutch pedal deactivation of the engine brakes.
Operation When the Engine Brake Clutch Pedal Activation parameter is set to enable,
the engine brakes will not engage if the driver presses on the clutch pedal. If the engine
brakes are active, pressing the clutch pedal will disengage the engine brakes. The clutch
pedal input does not affect engine brake operation if the Engine Brake Clutch Pedal
Activation parameter is set to disable.
Programming If the clutch pedal operation should not affect the engine brake operation,
set the Engine Brake Clutch Pedal Activation parameter to disable.

Cruise Control and Engine Brake Interaction

Start Maximum Engine Braking in Cruise Control
Start Minimum Engine Braking in Cruise Control
Application The Cruise Control and Engine Brake Interaction parameter allows the
Cruise Control feature to engage the engine brakes. This function does not work with a
driveline retarder.
Operation When the Cruise Control and Engine Brake Interaction parameter is set to
enable, the Cruise Control feature will check the current vehicle speed against the Cruise
Control Set Speed. If the current vehicle speed exceeds the selected Cruise Control Set
Speed by the Start Maximum Engine Braking in Cruise Control plus the lower cruise
droop width, the Cruise Control feature will engage engine braking at the minimum level.
As vehicle speed increases, the Cruise Control feature will ramp up the engine braking
level, reaching maximum engine braking as the difference reaches the Start Maximum
Engine Braking in Cruise Control. The maximum braking level is defined by the setting
of the Engine Brake Selector Switch. See the figure below for visual clarification.

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Braking
Level Engine Braking Level
Maximum

Actual Vehicle Speed

Selected
Vehicle Speed Start Minimum
Engine Braking
in Cruise Control Start Maximum
Engine Braking
in Cruise Control

Cruise Control Engine Brake Engagement Levels

Parameter Programming
Cruise Control – Start Minimum
Cruise Control and Engine Start Maximum Engine
Engine Braking Engine Braking in
Brake Interaction Braking in Cruise Control
interaction desired? Cruise Control
Yes Enable Program Program; MUST be > Start
Minimum Engine Braking in
Cruise Control
No Disable N/A N/A

Programming Program these parameters for your specific application as shown in table.
Note: The parameter Start Minimum Engine Braking in Cruise Control SHOULD
be programmed to a value larger than the Cruise Control Lower Droop.

Engine Brake Delay Time

Application The Engine Brake Delay Time parameter sets the amount of time the ECM
delays engaging engine brakes once all conditions to allow engine brake engagement are
met.
Operation When the conditions for engine brake engagement are met, including the
actual command to engage the brakes (e.g. the operator taps the Service Brake Switch),
the ECM waits for the duration of the Engine Brake Delay Time parameter before
sending actuator commands which engage the compression brakes or VGT. If the
conditions for engaging engine brakes are violated during this delay period, the ECM will
cancel the engine braking event and reset the engine brake delay timer.
Programming Set the Engine Brake Delay Time parameter to the number of seconds the
ECM needs to wait before engaging the engine brakes once given a valid engine braking
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 75 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

command. If the no engine braking delay is desired, set the Engine Brake Delay Time
parameter to zero.

Engine Brake Lamp

Application Vehicle brake lights can be activated when the engine brakes are active by
the Engine Brake Lamp output from the ECM. Refer to the OEM Interfaces and
Components for details on this interface.
Operation When the engine brakes are active and the Engine Brake Lamp parameter is
enabled, the vehicle brake lights will be energized to indicate the vehicle is braking.
Programming If vehicle brake lights are needed to indicate the vehicle is braking and
appropriate hardware is installed, set the Engine Brake Lamp parameter to enable.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Engine Brake Control Engine Brake Control
Engine Brake Type Engine Brake Type
Engine Brake Control Offset Speed
Engine Brake Minimum Vehicle Speed Engine Brake Minimum Vehicle Speed
Engine Brake Service Brake Activation Engine Brake Service Brake Activation
Engine Brake Clutch Pedal Activation Engine Brake Clutch Pedal Activation
Cruise Control and Engine Brake Interaction Cruise Control and Engine Brake Interaction
Start Maximum Engine Braking in Cruise Start Maximum Engine Braking in Cruise
Control Control
Start Minimum Engine Braking in Cruise Start Minimum Engine Braking in Cruise
Control Control
Engine Brake Delay Time Engine Brake Delay Time
Engine Brake Lamp Engine Brake Lamp

Revision 17, 16 December 2013 Page 76 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Engine Protection
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Coolant Level Engine Protection Enable None
Coolant Level Engine Protection Shutdown Enable None
Engine Protection Shutdown Enable None
Engine Protection Restart Inhibit Enable None
Engine Protection Shutdown Override Enable None

General Feature Description

Overview
The Engine Protection feature is designed to prevent progressive damage when the
engine or aftertreatment system operates outside normal operating conditions. If the non-
normal engine condition is severe or persists for a period of time, the Engine Protection
algorithm will derate the engine torque or engine speed. Depending on the setting of the
Engine Protection Shutdown parameter, the Engine Protection feature may also shutdown
the engine when the engine operates outside normal conditions. Depending on the setting
of the Engine Protection Restart Inhibit parameter, the Engine Protection algorithm can
examine the engine at startup to determine whether to allow an engine restart.
When non-normal aftertreatment conditions are severe or persist for a period of time, the
engine will shutdown regardless of the setting of the Engine Protection Shutdown
parameter.
The exception to this is Emergency Vehicles, which will not derate or shutdown for non-
normal engine or aftertreatment operating conditions.

Operation
The Engine Protection feature continuously monitors critical engine parameters for a
non-normal condition. If a non-normal condition occurs for a short period of time, the
Engine Protection feature will impose a torque derate, an engine speed derate, or both.
The exact amount of time before the feature imposes a derate depends on which
parameter is in the non-normal operating condition. The Engine Protection feature has no
overall enable or disable; the possibility of engine derates is always in place. However,
Engine Shutdown and Engine Restart Inhibit functions are only performed by the feature
if the associated parameters are enabled.
a. Torque Derate. If a critical engine parameter indicates a non-normal operating
condition, the Engine Protection feature waits for a few seconds. If the parameter
stays non-normal, the Engine Protection feature ramps maximum engine torque
down to a predetermined value, and lights the Amber Warning Lamp. The torque
derate remains until the critical parameter indicates a normal engine operating
condition or the engine is shut down.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

b. Speed Derate. If a critical engine parameter indicates a non-normal operating

condition, the Engine Protection feature waits for a few seconds. If the parameter
stays non-normal, the Engine Protection feature ramps maximum engine speed
down to a predetermined value, and lights the Amber Warning Lamp. The speed
derate remains until the critical parameter indicates a normal engine operating
condition or the engine is shut down.
c. Shutdown/Restart Inhibit. If the non-normal operating condition persists, the
Engine Protection feature will flash the Red Stop Lamp for 30 seconds then shut
the engine down. If the Engine Protection feature shuts the engine down, there
may be limitations on engine operation at startup depending on the setting of the
Engine Protection Restart Inhibit parameter.

Programming Dependencies
The Engine Protection feature is not available on Emergency Vehicle calibrations.
Therefore, the following parameters are not adjustable in Emergency Vehicle
calibrations:
Coolant Level Engine Protection
Coolant Level Engine Protection Shutdown
Engine Protection Shutdown
Engine Protection Restart Inhibit
Engine Protection Shutdown Override

Hardware Required
Engine Protection Shutdown Override Switch (Optional, see the Engine Protection
Shutdown Override Switch section of AEB 15.140 – CM2350 Electronic Subsystem
Technical Package – OEM Components for more details.)

Parameter Descriptions
Coolant Level Engine Protection
Application The Coolant Level Engine Protection parameter enables or disables engine
coolant level as input to the Engine Protection feature. All other critical engine
parameters will continue to be used by the Engine Protection feature for torque derates
and speed derates whether the Coolant Level Engine Protection parameter is enabled or
disabled.
Operation When the Coolant Level Engine Protection parameter is disabled, the Engine
Protection feature will not consider engine coolant level in reducing engine torque or to
shut down the engine. When the Coolant Level Engine Protection parameter is enabled,
the Engine Protection feature will reduce engine torque when the engine coolant level is
in a non-normal operating condition. If the Coolant Level Engine Protection Shutdown
parameter is also enabled, the Engine Protection feature will shut down the engine when
the engine coolant level is in a non-normal operating condition.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming If the user desires the Engine Protection feature to reduce engine torque
or to shut down the engine when the engine coolant level is in a non-normal operating
condition, set the Coolant Level Engine Protection parameter to enable.

Coolant Level Engine Protection Shutdown

Application The Coolant Level Engine Protection Shutdown parameter enables or
disables the engine shutdown function of the Engine Protection feature for engine coolant
level. All other critical engine parameters will continue to be used by the Engine
Protection feature for shut down consideration whether the Coolant Level Engine
Protection Shutdown parameter is enabled or disabled.
Operation When the Coolant Level Engine Protection Shutdown parameter is disabled,
the engine shutdown function of the Engine Protection feature will not shut down the
engine due to engine coolant level. When the Coolant Level Engine Protection Shutdown
parameter is enabled, the Engine Protection feature will shut down the engine when the
engine coolant level is in a non-normal operating condition.
Programming If the user desires the Engine Protection feature to shut down the engine
when the engine coolant level is in a non-normal operating condition, set the Coolant
Level Engine Protection Shutdown parameter to enable. The Coolant Level Engine
Protection parameter must be enabled in order to enable the Coolant Level Engine
Protection Shutdown parameter.
The Coolant Level Engine Protection Shutdown parameter may disabled and the Engine
Protection Shutdown parameter may enabled at the same time. If so, the Engine
Protection feature will shut the engine down for all non-normal operating engine
protection conditions but not for any non-normal engine coolant level conditions.

Engine Protection Shutdown

Application The Engine Protection Shutdown parameter enables or disables the engine
shutdown function of the Engine Protection feature.
Operation When the Engine Protection Shutdown parameter is disabled, the engine
shutdown function of the Engine Protection feature will only operate for high exhaust
temperatures measured at the aftertreatment. When the Engine Protection Shutdown
parameter is enabled, the engine shutdown function of the Engine Protection feature will
operate for all non-normal operating engine protection conditions.
Programming If the user desires the Engine Protection feature to perform a shutdown
when a critical engine operating parameter remains non-normal, set the Engine Protection
Shutdown parameter to enable.
The Engine Protection Shutdown parameter may be disabled and the Coolant Level
Engine Protection Shutdown parameter may be enabled at the same time. If so, the
Engine Protection feature will shut the engine down for all non-normal engine coolant
level conditions but not for any other non-normal operating engine protection conditions.

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Engine Protection Restart Inhibit

Application Engine Protection Restart Inhibit allows the ECM to save the engine status
at shutdown and check the engine status at restart. The ECM can derate the engine
immediately or prevent restart completely depending on the engine status.
Operation If the engine was shut down by the Engine Protection feature, the ECM will
save which parameter indicated a non-normal engine condition and caused the shutdown.
Upon restart, the ECM checks that parameter to see if it is still non-normal. If the
parameter is still non-normal, the ECM will allow the engine to restart and immediately
derate torque and speed. If the parameter stays non-normal, the ECM will again shut the
engine down. After a few consecutive shutdowns by the Engine Protection feature (about
5 depending on specific application), the ECM will completely prevent engine starting
until the shutdown condition is corrected or reset by a service tool if Engine Protection
Restart Inhibit is enabled.
Programming If it is desired for the ECM to inhibit engine restarts after several
consecutive restarts while critical engine parameters remain non-normal, set the Engine
Protection Restart Inhibit parameter to enable. If it is desired for the ECM to not inhibit
engine restarts, no matter how many times the Engine Protection feature has shut down
the engine, set the Engine Protection Restart Inhibit parameter to disable.

Engine Protection Shutdown Override

Application The Engine Protection Shutdown Override feature allows the vehicle
operator to delay an Engine Protection initiated engine shutdown. The OEM SHOULD
install a Engine Protection Override Switch on the dashboard prior to enabling this
feature. The Engine Protection Override Switch should be a push-button style switch and
may be hardwired to the ECM, or it may be multiplexed on a SAE J1939 Data Link.
Operation When the ECM enters the Engine Protection Shutdown mode, the Red Stop
Lamp flashes for 30 seconds before shutting the engine down. If the operator pushes the
Engine Protection Override Switch, the ECM will reset the shutdown timer to 30
seconds. The operator can use the override as many times as desired or until engine
failure.
Note: The Engine Protection Shutdown Override switch can be multiplexed on the
SAE J1939 Data Link.
Programming If the operator needs to override Engine Protection initiated engine
shutdowns and the OEM installs an Engine Protection Shutdown Override Switch, the
Engine Protection Shutdown Override parameter must be set to enable.

Revision 17, 16 December 2013 Page 80 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Ether Injection (ISX12 and ISX15 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Ether Injection Enable None

General Feature Description

Overview
The Ether Injection feature tells the ECM if an ether injection control system is installed.
The Ether Injection feature is designed to aid engine starting in cold ambient conditions.
The system is specifically designed to work with metered injection systems only. This
signal energizes an ether injection control valve allowing ether to be injected into the air
intake of the engine.

Operation
The ECM commands ether injection below about 40 °F Coolant Temperature. Refer to
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components
for operational details and system requirements on how to use the ether injection system.
The use of an ether injection system not meeting the requirements defined in OEM
Components may cause damage to the ECM or engine. Refer to the ether injection
system manufacturer’s information for proper selection of the system for the intended
engine displacement and vehicle electrical system voltage.

Hardware Required
Ether Injection Control System (OEM Components)

Parameter Descriptions
Ether Injection
Application The Ether Injection parameter describes whether a hardwired ether injection
control system is installed.
Programming If a hardwired ether injection control system is installed, set the Ether
Injection parameter to enable. If no ether injection control system is installed, set the
Ether Injection parameter to disable.

Revision 17, 16 December 2013 Page 81 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Fan Control
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Fan Clutch Control Enable None
Minimum Fan On Time Level Seconds
Air Conditioning Pressure Switch Input Enable None
Minimum Fan On Time for Air Conditioning
Level Seconds
Pressure Switch
Fan Control Vehicle Speed Interaction Enable None
Fan Control Switch Enable None
Multiplexed Fan Control Switch 2 Enable None
Fan On With Engine Braking Enable None
Fan Control Logic Condition None
Fan Type Type None
Fan On With Remote Accelerator Enable None
Variable Speed Fan Frequency Level Hz

General Feature Description

Overview
The Fan Control feature determines fan operation logic with respect to: Air Conditioning
Pressure Switch, manual fan switch inputs, engine braking and output signals to the fan
clutch.

Operation
Each function of this feature operates differently and independently. See individual
parameter Operation descriptions.

Hardware Required
Engine Brake Device (optional, variable)
Air Conditioning Pressure Switch (optional, OEM Components)
Fan Control Accessory Switch (optional, OEM Components)
Fan Clutch Relay/Solenoid (optional, OEM Components)

Parameter Descriptions
Fan Clutch Control
Application The Fan Clutch Control parameter enables or disables ECM control of the
fan clutch.

Revision 17, 16 December 2013 Page 82 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming If the ECM needs to control the fan clutch, set the Fan Clutch Control
parameter to enable. If the Fan Clutch Control parameter is set to disable, the ECM will
not control the fan.

Minimum Fan On Time

Application For 2013 a new programmable parameter has been defined which allows
the user to set a minimum fan on time. This minimum time is active after any input has
engaged the fan except for the Air Conditioning Pressure Switch.
Programming Set the Minimum Fan On Time to the desired value. Longer times
decrease fan cycling, shorter times may increase fuel economy and engine performance.

Air Conditioning Pressure Switch Input

Minimum Fan On Time for Air Conditioning Pressure Switch
Application The Air Conditioning Pressure Switch Input parameter configures the fan to
operate as an air conditioning condenser fan to remove heat from the air conditioning
system and reduce air conditioning refrigerant pressure. The OEM installs the Air
Conditioning Pressure Switch to monitor at the high-pressure side of the air conditioning
system. The fan SHOULD be installed so that it directs airflow through the air
conditioning condenser.
The Minimum Fan On Time for Air Conditioning Pressure Switch parameter defines the
minimum fan-on time when operating in response to air conditioning refrigerant pressure.
Operation The ECM runs the fan when the Air Conditioning Pressure Switch detects
high air conditioning refrigerant pressure. Each time the ECM engages the fan due to the
Air Conditioning Pressure Switch, it will run for at least the time equal to the Minimum
Fan On Time for Air Conditioning Pressure Switch parameter. Once this time expires,
the ECM will no longer run the fan due to the Air Conditioning Pressure Switch if the
switch indicates acceptable air conditioning pressure. However, the ECM may still run
the fan due to some other feature. If the Air Conditioning Pressure Switch fails in an
open circuit condition, the ECM will run the fan continuously.
Programming If fan operation due to air conditioning refrigerant pressure is desired,
and the Air Conditioning Pressure Switch is installed (either a hardwired switch or SAE
J1939 Data Link multiplexed switch), set the Air Conditioning Pressure Switch Input
parameter to enable. If fan operation due to air conditioning refrigerant pressure is not
desired, or if the Air Conditioning Pressure Switch is not installed, set the Air
Conditioning Pressure Switch Input parameter to disabled. If the Air Conditioning
Pressure Switch Input parameter is enabled, then a value may be programmed for the
Minimum Fan On Time for Air Conditioning Pressure Switch parameter. Longer times
decrease fan cycling, shorter times may increase fuel economy and engine performance.

Fan Control Vehicle Speed Interaction

Application The Fan Control Vehicle Speed Interaction parameter enables or disables
vehicle speed interaction with the fan/air-conditioning pressure dependency to prevent
fan cycling.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Operation When the Fan Control Vehicle Speed Interaction parameter is set to enable,
the ECM enables a special fan-control mode. If the Air Conditioning Pressure Switch
triggers a fan event at low vehicle speed in this mode, the ECM will keep the fan on
constantly until the vehicle speed exceeds a threshold (e.g. 6 mph), or the engine is shut
down and restarted. This acts in a similar manner to the Minimum Fan On Time for Air
Conditioning Pressure Switch parameter because it does not affect fan activation
conditions, but prevents fan shutdowns during times when the ECM otherwise would
allow it. When the Fan Control Vehicle Speed Interaction parameter is set to disable, this
function of the fan control feature has no effect on vehicle operation.

Fan Control Switch

Application The Fan Control Switch function configures the main engine cooling fan to
operate as an accessory fan. The Fan Control Switch can be used as a manual switch or
any OEM-determined switch. For example, the fan could operate in response to
transmission fluid temperature by installing an accessory switch which opens with high
transmission fluid temperature. The Fan Control Switch can be a physical switch or the
output from an electronic controller. Please refer to the Switched Pull-Up Input section
of AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces
for voltage level details if using an electronic controller.
Operation When the Fan Control Switch opens, disconnecting the appropriate ECM pin
from ground, the ECM commands the main engine cooling fan on. Demand for fan
operation due to the Fan Control Switch stops when the switch reconnects the ECM pin
to ground. The feature runs the fan continuously in an open circuit failure situation.
Programming If fan operation in response to a hardwired Fan Control Switch is desired,
set the Fan Control Switch parameter to enable. This is only used for a hardwired switch
operation.
Note: The Fan Control Switch parameter SHOULD only be enabled if there is a
hardwired switch connected to the ECM Fan Control Switch input pin.
Note: The Fan Control Switch may be multiplexed over SAE J1939 Data Link. If
no switch is connected to the ECM Fan Control Switch input pin, the Fan
Control Switch parameter MUST be set to disable.
Note: The Fan Control Switch is unique in that the ECM will respond to a hardwired
switch input to the ECM as well as a SAE J1939 Data Link message. The
OEM may hardwire a switch to the ECM's Fan Control Switch input pin and
use a separate device on the vehicle to send a SAE J1939 Data Link message
to the ECM for fan control. If the vehicle is configured thus, the Fan Control
Switch parameter MUST be set to enable.
Note: The ECM will respond to SAE J1939 Data Link SPN 986 (Requested Percent
Fan Speed) datalink messages from up to two different source addresses. The
second source address is from the Multiplexed Fan Control Switch 2. Please
refer to the PGN 57344 Requested Percent Fan Speed (Cab Message #1)
section of AEB 15.138 – CM2350 Electronic Subsystem Technical Package –
Serial Communications for more details.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 84 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Multiplexed Fan Control Switch 2

Application The Multiplexed Fan Control Switch 2 parameter enables a second input
that allows the main engine cooling fan to operate as an accessory fan. The Multiplexed
Fan Control Switch 2 can be used as a manual switch or any OEM-determined switch.
Operation The operation of the Multiplexed Fan Control Switch 2 is the same as the Fan
Control Switch except that it will only respond to SAE J1939 Data Link SPN 986
(Requested Percent Fan Speed) datalink messages from the specific source address of the
Multiplexed Fan Control Switch 2.
Programming If fan operation in response to a second multiplexed fan control switch is
desired, set the Multiplexed Fan Control Switch 2 parameter to enable.
Note: The Multiplexed Fan Control Switch 2 input can only be multiplexed on the
SAE J1939 Data Link, there is not hardwire provision for this input.

Fan On With Engine Braking

Application The Fan On With Engine Braking function configures the fan to operate as
an engine braking aid. The parasitic load of the fan increases braking power.
Operation The ECM will command the fan to run at 100%, when the engine brakes
have been active, at a braking level of 67% or greater, following a calibrated delay time.
If the engine coolant temperature is too low, the ECM will not command the fan to run to
ensure that the engine does not overcool.
Programming If fan operation in response to engine brakes is desired then set the Fan
On With Engine Braking parameter to enable.

Fan Control Logic

Application The Fan Control Logic parameter determines whether the fan clutch
engages the fan when receiving a high voltage signal (Vehicle Battery +) or a low voltage
signal (ground).
Operation The ECM uses the Fan Control Logic parameter when sending a fan signal.
If the ECM determines the fan needs to be on, the ECM checks this parameter to
determine whether it will use a high or low voltage signal to drive the fan clutch.
Programming If the fan control engages with a high voltage signal, set the Fan Control
Logic parameter to Active High. If the fan clutch engages with a low voltage signal, set
the Fan Control Logic parameter to Active Low.

Fan Type
Application The Fan Type parameter defines the type of the fan clutch installed,
allowing the ECM to configure its fan control signal. The types of fan clutches which are
compatible with the Fan Control feature are described below.
On-Off. These fan clutches have two fixed operating modes, either full on/off or full
on/partial engagement. The partial engagement mode in these fan clutches is a
fixed slip amount which is not varied by the fan controls. The ECM will
command either full On or full Off with this mode.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Revision 17, 16 December 2013 Page 85 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Variable Speed. These fan clutches can vary the fan speed over a wide range between
off and full engagement. The fans can operate at the fan speed requested by the
subsystem, regardless of engine speed, until locked up. A Variable-Speed fan
clutch needs to be able to utilize a PWM signal of frequency defined by the
Variable Speed Fan Frequency parameter as the variable speed input. These fan
clutches are generally hydraulically driven and are controlled by the fluid allowed
to pass through the hydraulic drive.
Electronic Viscous without Speed Sensor. These fan clutches use a viscous coupling to
control the speed of the fan. The volume of viscous fluid in the working chamber
of the viscous coupling determines the speed of the fan. The volume of fluid is
controlled by the PWM Fan Control signal from the ECM.
Electronic Viscous with Speed Sensor. (I and II) These fan clutches also use a viscous
coupling to control the speed of the fan. In addition, a speed signal from the fan
drive is provided to the ECM for use in a closed loop control of the fan speed.
Two types are supported: Borg Warner and Horton High Frequency (reference
table below)
Electronic Variable Speed without Speed Sensor. These fan clutches use the PWM
Fan Control signal from the ECM to control the speed of the fan.
Data Link Output. These fan clutches use the SAE J1939 Data Link Requested Percent
Fan Speed datalink message from the engine ECM to control the speed of the fan.
It is intended for OEMs that have their own fan driver circuits and do not want to
use the engine ECM fan driver output.
Note: The ECM’s fan clutch driver output pin SHOULD be left open when using the
Data Link Output type of fan.
Programming Set the Fan Control Type parameter to the type of fan that is installed.
Note: Fan control types supported on each engine vary depending on our program
development. The following table summarizes the current status. Consult
your Cummins Application Engineer for the latest information to ensure
compatibility with the Cummins engine control system.

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Fan Type Supported on 2013 Engines

Program Fan Type Engine Supported Note
0 On-Off All Any On/Off – not exceeding the
electrical limits of the Fan Control
signal
1 Variable Speed All Any Hydraulic Variable Speed –
not exceeding the electrical limits
of the Fan Control signal
3 Electronic Viscous without ISX12 Behr E-Visco
Speed Sensor ISX15
4 Electronic Viscous with All (Calibration tuning may be Borg Warner
Speed Sensor (I and II) needed. Contact Cummins
application engineer if this feature
is desired)
5 Electronic Variable Speed All BorgWarner Cool Logic
without Speed Sensor
6 Data Link Output All Data Link Output

Fan On With Remote Accelerator

Application The Fan On with Remote Accelerator feature configures the fan to operate
whenever the Remote Accelerator Switch is active.
Operation When the Fan On with Remote Accelerator parameter is enabled, the ECM
will command the fan on continuously if the Remote Accelerator Switch is enabled. The
fan will stop when the Remote Accelerator Switch is turned off (the ECM may still run
the fan due to some other conditions). If the Fan On with Remote Accelerator parameter
is set to disable, the remote accelerator switch has no control of fan operation.
Programming If fan operation in response to the Remote Accelerator Switch is desired,
set the Fan On With Remote Accelerator parameter to enable.
Note: The Fan On With Remote Accelerator feature works whether the Remote
Accelerator Switch is hardwired or SAE J1939 Data Link multiplexed.

Variable Speed Fan Frequency

Application The Variable Speed Fan Frequency parameter determines the frequency of
the PWM signal controlling the variable speed fan. The variable speed fan is NOT
frequency controlled, so the frequency is not modulated. The Variable Speed Fan
Frequency parameter has been added to support various variable speed fan controllers
which require different frequency settings.
Programming Set the Variable Speed Fan Frequency parameter to the frequency (in Hz)
of the PWM signal required for the variable speed fan clutch used on the vehicle.

Revision 17, 16 December 2013 Page 87 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Fan Clutch Control Fan Control
Air Conditioning Pressure Switch Input Multiplexed Air Conditioning Pressure Switch
Minimum Fan On Time for Air Minimum Fan On Time for Air Conditioning
Conditioning Pressure Switch Pressure Switch
Minimum Fan On Time Fan Clutch Min on Time
Vehicle Speed Interaction Fan Control Vehicle Speed Interaction
Fan Control Accessory Switch Fan Control Switch
Fan On With Engine Braking Fan On With Engine Braking
Fan Control Logic Fan Control Logic
Fan Type Fan Type
Fan On With Remote Accelerator Fan On With Remote Accelerator
Variable Speed Fan Frequency Variable Speed Fan Frequency

Revision 17, 16 December 2013 Page 88 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Fast Idle Warmup (ISB6.7 and ISL9 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Fast Idle Warmup Enable None
Fast Idle Warmup PTO Load Threshold Level %
Fast Idle Warmup Idle Speed Level rpm

General Feature Description

Overview
The Fast Idle Warmup feature reduces engine warmup times in cold weather.

Operation
This feature runs the engine on only three cylinders at a high engine speed until the
engine warms up. The feature is only active when the engine is very cold - coolant
temperatures below freezing for most applications. The standard idle speed adjustment is
ignored until the warm-up cycle is complete, but the exact warm-up speed is adjustable
by the OEM to allow the OEM to resolve specific vehicle vibration issues.

Parameter Descriptions
Fast Idle Warmup
Application If the Fast Idle Warmup parameter is enabled, the Fast Idle Warmup feature
may become active when the vehicle is stationary and engine temperatures (coolant or
intake manifold) are below calibrated thresholds.
Programming If the Fast Idle Warmup feature is desired, set the Fast Idle Warmup
parameter to enable. If it is enabled, then the engine idle speed will begin ramping up to
the value of the Fast Idle Warmup Idle Speed parameter when the low engine temperature
conditions are met.
If the Fast Idle Warmup parameter is disabled, then the Fast Idle Warmup PTO Load
Threshold and Fast Idle Warmup Idle Speed parameters cannot be adjusted.

Fast Idle Warmup PTO Load Threshold

Application The Fast Idle Warmup PTO Load Threshold parameter determines how
much load the engine should be under to allow PTO to turn off the Fast Idle Warmup
feature.
Programming Set the Fast Idle Warmup PTO Load Threshold parameter to the desired
load which will allow the PTO feature to override the Fast Idle Warmup feature. If the
PTO should never be allowed to override the Fast Idle Warmup, set the Fast Idle Warmup
PTO Load Threshold parameter to 100%. If the operator should be able to override the

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Fast Idle Warmup feature by merely engaging PTO, set the Fast Idle Warmup PTO Load
Threshold parameter to 0%.
If the operator should only be able to override the Fast Idle Warmup feature with
legitimate PTO operations, set the Fast Idle Warmup PTO Load Threshold parameter to a
value above the loading of incidental accessories. Depending upon the total accessories
and the engine rating, accessories can take about 20% of the maximum engine load.

Fast Idle Warmup Idle Speed

Application The Fast Idle Warmup Idle Speed parameter defines the engine idle speed
used during the Fast Idle Warmup Idle Speed warmup cycle. The Fast Idle Warmup Idle
Speed parameter allows the OEM to set the engine idle speed while the Fast Idle Warmup
feature is active according to the vibration characteristics of the vehicle.
Programming Set the Fast Idle Warmup Idle Speed parameter to the desired value for
the specific vehicle. If vibration is not an issue in a given truck, this parameter SHOULD
be left at the default.
Note: If the Fast Idle Warmup Idle Speed is double the standard idle speed, the
theoretical vibration will be similar to standard idle since the firing event
timing will be the same.

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Gear Down Protection

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Gear Down Protection Enable None
Gear Down Protection Heavy Load Vehicle Speed Level mph
Gear Down Protection Light Load Vehicle Speed Level mph

General Feature Description

Overview
The Gear Down Protection feature encourages drivers to remain in the upper gear range
by derating available vehicle speed in lower gears. The feature has one derate for 1-gear
down from the top gear, and another derate for all gears below that. Additionally, the
feature uses a different derate when the engine is under heavy and light loads. This
feature will not affect vehicles equipped with automated or automatic transmissions that
are operating under control of the transmission. If an automated transmission equipped
vehicle is in manual mode the gear down protection will be in operation.

Operation
The Gear Down Protection feature operates by limiting the maximum vehicle speed, as
do several other features. The maximum speed issued by the Gear Down Protection
feature competes with all other speed limits in a Least-wins fashion. The Cruise Control
Governor, Road Speed Governor, and any derates (e.g. Engine Protection feature) all
apply a speed limit. The Gear Down Protection feature’s contribution to maximum
vehicle speed is determined by current gear and engine load as shown in the table below.

Gear Down Protection Vehicle Speed Derates

Transmission Speed Limit from Gear Down Protection
Gear Under Light Engine Load Under Heavy Engine Load
Top Gear No Gear Down speed limit applies No Gear Down speed limit applies
1st Gear Down Gear Down Protection Light Load Vehicle Gear Down Protection Heavy Load Vehicle
Speed Speed parameter
2nd Gear Down or Lower Gear Down Protection Light Load Vehicle Gear Down Protection Heavy Load Vehicle
Speed minus 3 mph Speed parameter minus 1 mph
Note: Immediately after an up shift the limits under heavy load apply to allow
smoothly shifting up through the gears. After a short period of time the ECM
ramps the limits down to those in the light engine load column.

Hardware Required
Vehicle Speed Sensor (OEM Components)
Manual transmission

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Parameter Descriptions
Gear Down Protection
Application The Gear Down Protection parameter enables or disables the Gear Down
Protection feature.
Programming If the ECM should apply Gear Down derates, set the Gear Down
Protection parameter to enable.

Gear Down Protection Heavy Load Vehicle Speed

Gear Down Protection Light Load Vehicle Speed
Application The Gear Down Protection Heavy Load Vehicle Speed parameter and the
Gear Down Protection Light Load Vehicle Speed parameter define the maximum vehicle
speed in lower gears.
Programming Set the Gear Down Heavy Load Vehicle Speed to the maximum vehicle
speed that should be achieved under heavy load in the first gear below top gear and set
the Gear Down Light Load Vehicle Speed to the maximum vehicle speed that should be
achieved under light load in the first gear below top gear. The Gear Down Light Load
Vehicle Speed parameter is required to be lower than the Gear Down Heavy Load
Vehicle Speed parameter.

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Generic Tool Permissions

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
J1939 Service Reset Enable None
J1939 Trip Reset Enable None
J1939 Stop Broadcast Allowed Enable None

General Feature Description

Overview
The Generic Tool Permissions feature allows generic (non-Cummins) service tools to
reset the maintenance and trip information features of the engine. INSITE can reset the
maintenance and trip information features of the engine regardless of the settings of this
feature.

Operation
When the various functions of this feature are enabled, generic service tools can reset the
maintenance monitor, tire wear and trip information features of the engine. When this
feature is disabled, non-Cummins service tools cannot reset the applicable features.

Programming Dependencies
The underlying features (maintenance monitor, tire wear and trip information) SHOULD
be enabled for this feature to have any effect.

Parameter Descriptions
J1939 Service Reset
Application The J1939 Service Reset parameter enables or disables the maintenance
service functions of the Generic Tool Permissions feature.
Programming If the Maintenance Monitor or Tire Wear features are to be reset with a
generic service tool, this parameter SHOULD be set to enable.

J1939 Trip Reset

Application The J1939 Trip Reset parameter enables or disables the Trip Information
functions of the Generic Tool Permissions feature.
Programming If the Trip Information feature is to be reset with a generic service tool,
this parameter SHOULD be set to enable.

J1939 Stop Broadcast Allowed

Application The J1939 Stop Broadcast Allowed parameter enables or disables the stop
J1939 broadcast function of the Generic Tool Permissions feature.

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Operation When the ECM receives a stop broadcast command from a device on the
SAE J1939 Data Link, it will stop broadcasting all of the periodically transmitted
messages from being transmitted. However, the ECM will still respond to requested
messages.
The ECM will only accept the stop broadcast command when engine speed is zero and
vehicle speed is zero. If the ECM has stopped broadcasting the periodically transmitted
messages due to a stop broadcast command, and the engine speed or vehicle speed then
becomes non-zero, the stop broadcast will be voided and the ECM will commence
broadcasting all of the periodically transmitted messages.
Programming If a generic service tool needs to stop the SAE J1939 Data Link
broadcast, this parameter SHOULD be set to enable.

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High Soot Load Idle Shutdown

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
High Soot Load Idle Shutdown Enable None

General Feature Description

Overview
Extended engine idle operation can lead to excessive soot build up in the Diesel
Particulate Filter which can eventually trigger an ECM fault and light the Red Stop
Lamp, and require replacement of the Diesel Particulate Filter. The High Soot Load Idle
Shutdown feature will determine if the engine needs to shut down due to extended engine
idling before reaching the point where the soot build up in the Diesel Particulate Filter is
too high. The High Soot Load Idle Shutdown feature can prevent unnecessary Diesel
Particulate Filter replacements due to extended idle and/or PTO operation.

Operation
If the High Soot Load Idle Shutdown feature is enabled, it will monitor the soot load
during the idle or PTO operation. If the high soot load threshold is reached, the ECM
will turn on the Diesel Particulate Filter Lamp (if installed) first, then turn on the Amber
Warning Lamp. The High Soot Load Idle Shutdown feature will request an engine
shutdown before the stop engine soot load threshold is reached. The operator will be
notified that the shutdown is pending by a flashing the Amber Warning Lamp for 30
seconds.
The High Soot Load Idle Shutdown feature is independent from the Idle Shutdown
feature, and it has no impact on the normal idle shutdown functions. The Idle Shutdown
parameter need not be enabled for the High Soot Load Idle Shutdown feature to work.
The High Soot Load Idle Shutdown feature will shut down the engine if the soot load
threshold is reached while the engine is in idling or on PTO operation.

Programming Dependencies
The High Soot Load Idle Shutdown feature is independent from the Idle Shutdown
feature. The Idle Shutdown parameter need not be enabled for the High Soot Load Idle
Shutdown feature to work.

Parameter Descriptions
High Soot Load Idle Shutdown
Programming When the High Soot Load Idle Shutdown feature is enabled, the feature
will request an engine shutdown if the Diesel Particulate Filter soot load threshold is
reached. If the feature is desired, set the High Soot Load Idle Shutdown parameter to
enable.

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Idle Shutdown
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Idle Shutdown Enable None
Idle Shutdown Timer Level Minutes
Idle Shutdown Relay Enable None
Idle Shutdown Manual Override Enable None
Idle Shutdown Ambient Air Temperature Override Enable None
Idle Shutdown Hot Ambient Air Temperature Level °F
Idle Shutdown Intermediate Ambient Air
Level °F
Temperature
Idle Shutdown Cold Ambient Air Temperature Level °F
Idle Shutdown Hot Ambient Automatic Override Enable None
Idle Shutdown Manual Override Inhibit Zone
Enable None
Enable
Idle Shutdown in PTO Enable None
Idle Shutdown Percent Engine Loading Level Percent
Idle Shutdown with Parking Brake Set Enable None
Idle Shutdown Service Brake Switch
Enable None
(ISB6.7 and ISL9 Only)
Green House Gas Idle Shutdown Enable None
Green House Gas Automatic Engine Shutdown
Level Miles
Expiration Distance
Idle Shutdown Warning Period Enable Enable None
Idle Shutdown Warning Period Level Seconds
Idle Shutdown Coolant Temperature Threshold Level °F

General Feature Description

Overview
The Idle Shutdown feature automatically shuts down the engine after it has been idling
unattended for a period of time defined by the Idle Shutdown Timer parameter.

Operation
The Idle Shutdown feature maintains a shutdown timer. The operation of the Idle
Shutdown feature is dictated by the rules surrounding the operation of the Shutdown
Timer. These rules may be altered by the Ambient Air Temperature if the Idle Shutdown
Ambient Air Temperature Override parameter is enabled.
a. Shutdown Timer Run. The Shutdown Timer runs (counts down) when all of the
following conditions are true:

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1. The engine is running with zero vehicle speed.

2. No operator interaction with the clutch, brake, or accelerator pedals.
3. No active Vehicle Speed Sensor faults.
4. PTO is not active (unless Idle Shutdown in PTO is enabled).
5. No pending or active exhaust aftertreatment regeneration.
If the Idle Shutdown in PTO parameter is set to enable the Shutdown Timer will
count down with vehicle speed greater than zero if the engine is in PTO mode and
vehicle speed is less than the PTO Maximum Vehicle Speed setting.
If the Idle Shutdown in PTO parameter is set to enable and the engine is in PTO
mode, the Shutdown Timer will count down if the engine load is less than the Idle
Shutdown Percent Engine Loading parameter.
If the Idle Shutdown with Parking Brake Set parameter is enabled, the Shutdown
Timer will be reset, and not count down, whenever the Parking Brake is not
engaged.
In ISB6.7 and ISL9 Urban Bus ratings, as long as the Service Brake Pedal is
pressed, the Shutdown Timer will be reset and the idle shutdown feature will not
be able to shutdown the engine. Upon releasing the Service Brake Pedal, the
Shutdown Timer will restart and engine shutdown will occur after the Shutdown
Timer expires.
b. Shutdown Timer Restart. The Shutdown Timer will reset to the original time if:
1. The vehicle moves.
2. The operator interacts with the clutch, brake, or accelerator pedals.
3. There is an active or pending exhaust aftertreatment regeneration.
4. The engine load exceeds the value of Idle Shutdown Percent Engine
Loading parameter.
c. Idle Shutdown Warning Period. When the Shutdown Timer has nearly counted
to zero as defined by the Idle Shutdown Warning Period parameter, the ECM
begins flashing the Amber Warning Lamp once per second. When the Shutdown
Timer expires, the ECM turns off the Amber Warning Lamp and shuts down the
engine.
1. Shutdown Timer Restart During Warning Period. If the Idle
Shutdown Manual Override parameter is set to disable, the Shutdown
Timer will restart during the Warning Period if; the vehicle moves or the
driver interacts with the clutch, brake, or accelerator pedals. Once the
Shutdown Timer has reset, it will begin to count down again and the
engine will shut down.
2. Shutdown Timer Override During Warning Period. If the Idle
Shutdown Manual Override parameter is set to enable, an override will
occur during the Warning Period if the driver interacts with the clutch,
brake, or accelerator pedals. If an override occurs, the Idle Shutdown
Timer stops counting and will not count again until the vehicle returns to a
stop after driving, returns to idle after PTO is engaged, or the next key
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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cycle. Movement of the vehicle or engagement of the PTO (if the Idle
Shutdown in PTO parameter = disable) will cause the Shutdown Timer to
restart during the Warning Period.
d. Engine Shutdown. When the Shutdown Timer has counted down, uninterrupted,
for the period of time defined by the Idle Shutdown Timer parameter, the engine
is shut down. If the Idle Shutdown Relay parameter is set to enable, concurrent
with engine shutdown, an optional OEM-supplied relay activates (if installed)
which may be used to turn off high-current devices (e.g. headlights) which could
drain the vehicle battery. The relay remains active until the engine is cranked for
starting, or the ECM is reset by cycling the keyswitch to OFF then ON.
e. Green House Gas Idle Shutdown. When the Green House Gas Idle Shutdown
parameter is enabled the Idle Shutdown Timer will operate in accordance with the
Green House Gas regulation for Automatic Engine Shutdown systems. The
specifics are detailed below:
1. The Idle Shutdown Warning Period parameter defines the amount of time
the Amber Warning Lamp will flash prior to the engine shutting down.
This parameter must be less than the Idle Shutdown Timer value but
provide sufficient warning to the driver of the approaching engine
shutdown. This parameter has historically been set to 30 seconds.
2. The Parking Brake must be set and properly configured for the Shutdown
Timer to begin counting.
3. The standard Idle Shutdown overrides are available to enable; however,
the Shutdown Timer will continue to count during the override condition
until the Idle Shutdown Warning Period is left before shutdown. Once the
override condition clears, the Idle Shutdown Timer resumes and engine is
shutdown after the Idle Shutdown Warning Period is elapsed.
4. Values for Idle Shutdown Ambient Air Temperature and Idle Shutdown
Coolant Temperature Threshold parameters are intended to protect the
engine and driver from extreme temperature exposure, not for driver
comfort. The following temperature related parameters need to be
approved by the certifying agency in order to claim Green House Gas
credit.
Idle Shutdown Manual Override
Idle Shutdown Ambient Air Temperature Override
Idle Shutdown Hot Ambient Air Temperature
Idle Shutdown Intermediate Ambient Air Temperature
Idle Shutdown Cold Ambient Air Temperature

Programming Dependencies
Idle Shutdown Relay / Air Shutoff Valve:
The Idle Shutdown Relay shares an ECM pin with the Air Shutoff Valve on the ISL9
engine. The Idle Shutdown Relay shares an ECM pin with the Air Shutoff Valve Lamp

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on the ISX12 and ISX15 engines. Therefore, the Idle Shutdown Relay cannot be enabled
if the Air Shutoff Valve is enabled.

Hardware Required
Idle Shutdown Relay (OEM Components)
Ambient Air Temperature Sensor (OEM Components)
Parking Brake Switch (OEM Components)
Service Brake Pedal Position Switch (OEM Components)

Parameter Descriptions
Idle Shutdown
Application The Idle Shutdown parameter enables or disables the Idle Shutdown
feature. Idle Shutdown parameter must be enabled in order to configure the Idle
Shutdown feature for Green House Gas credit. The Idle Shutdown parameter is secured
by the Green House Gas Idle Shutdown Password.
Programming If the ECM needs to shut down the engine after a specified unattended
idle period, set the Idle Shutdown parameter to enable.

Idle Shutdown Timer

Application The Idle Shutdown Timer parameter defines the idle time allowed before
the ECM shuts down the engine. The Idle Shutdown Timer is secured by the Green
House Gas Idle Shutdown Password.
Programming Set the Idle Shutdown Timer to the period desired before the ECM shuts
down the engine. Smaller values improve fuel economy while larger values enhance
driver convenience. The Idle Shutdown Timer must be set to a value of five minutes
(300 s) or less in order to claim Green House Gas credits.

Idle Shutdown Relay

Application The Idle Shutdown Relay can be used to cut power to OEM-selected high
current devices when the engine shuts down due to the Idle Shutdown feature.
Operation When the ECM shuts the engine down due to the Idle Shutdown feature, the
ECM activates the Idle Shutdown Relay. When this relay engages, it opens a circuit and
cuts power from the devices the OEM wired to that circuit. See the Idle Shutdown Relay
section of AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM
Components for more details.
Programming If the ECM needs to cut power to high current devices when shutting the
engine down due to the Idle Shutdown feature, set the Idle Shutdown Relay parameter to
enable. The OEM MUST also install the Idle Shutdown Relay, and wire the desired
vehicle devices such that when the ECM energizes the Idle Shutdown Relay, the circuits
powering the selected devices will open, thereby cutting power to those devices. If the

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vehicle does not use the Idle Shutdown Relay, set the Idle Shutdown Relay parameter to
disable.

Idle Shutdown Manual Override

Application The Idle Shutdown Manual Override function permits the operator to
override the Idle Shutdown feature until the next time the vehicle returns to a stop after
driving, the engine returns to idle after PTO is engaged, or the next key cycle. The Idle
Shutdown Manual Override must be disabled in order to claim Green House Gas credit.
The Idle Shutdown Manual Override parameter is secured by the Green House Gas Idle
Shutdown Password.
Operation The Idle Shutdown Manual Override function allows the operator to perform
an override during the Warning Period as described in the General Feature Operation
section above. If the Idle Shutdown Manual Override parameter is set to enable, an
override will occur during the Warning Period if the driver interacts with the clutch,
brake, or accelerator pedals. The operator should wait until the Idle Shutdown Timer has
counted down to the Warning Period and the Amber Warning Lamp is flashing, then
press the Clutch Switch, Brake Switch, or Accelerator Pedal. If a manual override
occurs, the Idle Shutdown Timer stops counting and will not count again until the engine
returns to a stop after driving, returns to idle after PTO is engaged, or the next key cycle.
Programming If allowing operator override of the idle shutdown feature is desired, set
the Idle Shutdown Manual Override parameter to enable.

Idle Shutdown Ambient Air Temperature Override

Idle Shutdown Hot Ambient Air Temperature
Idle Shutdown Intermediate Ambient Air Temperature
Idle Shutdown Cold Ambient Air Temperature
Application The Idle Shutdown Ambient Air Temperature Override function can meet
two applications, depending on the settings of the three temperature parameters. The two
applications are:
Automatic Override
Manual Override Inhibit
These two applications apply at different ambient air temperature ranges, and a given
vehicle can have one or both at the same time.
Idle Shutdown Ambient Air Temperature Override is allowed to be enabled for Green
House Gas credit as long as the temperatures are set to protect the engine or driver from
harm due to the ambient temperature. The programmed ambient temperatures must also
be approved by the certifying agency in order for credit to be claimed. All of the
following Idle Shutdown Ambient Air Temperature Override parameters are secured by
the Green House Gas Idle Shutdown Password.
Idle Shutdown Manual Override
Idle Shutdown Ambient Air Temperature Override
Idle Shutdown Hot Ambient Air Temperature

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Idle Shutdown Intermediate Ambient Air Temperature

Idle Shutdown Cold Ambient Air Temperature
a. Automatic Override. This application performs an automatic override of an
engine shutdown initiated by the Idle Shutdown feature when the ambient air
temperature is below the Idle Shutdown Cold Ambient Air Temperature
parameter threshold temperature.
b. Manual Override Inhibit. This application prevents the operator from canceling
an engine shutdown initiated by the Idle Shutdown feature if the ambient air
temperature is within a programmable comfort range. The comfort range is
between the Idle Shutdown Hot Ambient Air Temperature parameter and the Idle
Shutdown Intermediate Ambient Air Temperature parameter. This particular
functionality of the Idle Shutdown feature is only meaningful if the Idle Shutdown
Manual Override parameter is set to enable.
Operation The Idle Shutdown Ambient Air Temperature Override function modifies the
operation of the Idle Shutdown feature and/or Idle Shutdown Manual Override function.
The specific modification depends on the current ambient air temperature, see the figure
below. The current temperature zone is determined by a comparison of ambient air
temperature with the three Idle Shutdown Ambient Air Temperature parameters.

a.) Allow Manual Override Hotter Ambient

or Automatic Override Air Temperature
Idle Shutdown Hot Ambient Air Temperature
b.) Manual Override Inhibit
Idle Shutdown Intermediate Ambient Air Temp
a.) Allow Manual Override
Idle Shutdown Cold Ambient Air Temperature
c.) Automatic Override Colder Ambient
Air Temperature
Function

Ambient Air Temperature Zones

a. Allow Manual Override. In the two Allow Manual Override zones, the ECM
will allow the operator to manually override the Idle Shutdown feature.
b. Manual Override Inhibit. In the Manual Override Inhibit zone, the ECM will
perform an Idle Shutdown as normal. The ECM will not allow an Idle Shutdown
Manual Override in this zone. However, the ECM will allow operator interaction
to reset the shutdown timer. In this temperature zone, the Idle Shutdown feature
will operate exactly as if the Idle Shutdown Manual Override parameter was set to
disable.
c. Automatic Override. In the Automatic Override zone, the ECM will perform an
override when the Idle Shutdown Timer expires. For example, if the feature

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attempted a shutdown early in the day at a very cold temperature, and the ECM
performed an Automatic Override, the feature would not later perform a
shutdown, even if the temperature warmed up, unless the feature is reset by
movement of the vehicle or engagement of the PTO (if the Idle Shutdown in PTO
parameter is set to disable).
Programming If the Idle Shutdown feature needs to use the Ambient Air Temperature
Override function, set the Idle Shutdown Ambient Air Temperature Override parameter
to enable. (Note: Ambient Air Temperature Sensor installation is OEM’s responsibility.
See the Sensors section of AEB 15.140 – CM2350 Electronic Subsystem Technical
Package – OEM Components, for more details.) Program the three Ambient Air
Temperature parameters to set up temperature zones to enact the desired functions for the
Ambient Air Temperature Override functions as shown in the figure below. The
parameter relationships in the figure below must be applied.

Idle Shutdown Idle Shutdown Idle Shutdown

Hot Ambient > Intermediate Ambient > Cold Ambient
Air Temperature Air Temperature Air Temperature

Idle Shutdown Ambient Air Temperature Relationships

Idle Shutdown Hot Ambient Automatic Override

Application The Idle Shutdown Hot Ambient Automatic Override changes the hot
ambient zone from a manual override zone to an automatic override zone for applications
which do not want to shutdown in hot ambient temperatures.
Operation When the Idle Shutdown Hot Ambient Automatic Override parameter is
enabled, the hot ambient temperature zone will be an automatic override zone. If an idle
shutdown should occur and the temperature is in the hot ambient zone, the ECM will
automatically override idle shutdown and will continue to do so regardless of later
temperatures until the feature is reset by movement of the vehicle or engagement of the
PTO (if the Idle Shutdown in PTO parameter is set to disable).
Programming If the hot ambient temperature zone should be an automatic override, set
the Idle Shutdown Hot Ambient Automatic Override to enable.

Idle Shutdown Manual Override Inhibit Zone Enable

Application The Idle Shutdown Manual Override Inhibit Zone Enable is only applicable
if the Idle Shutdown Ambient Air Temperature Override is enabled and the Idle
Shutdown Manual Override parameter is enabled.
Operation The Manual Override Inhibit Zone is between the Idle Shutdown Hot
Ambient Air Temperature parameter and the Idle Shutdown Intermediate Ambient Air
Temperature parameter.

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If the Idle Shutdown Manual Override Inhibit Zone Enable parameter is enabled and the
ambient air temperature is in the Manual Override Inhibit Zone for a certain confirmation
period, the ECM will perform an Idle Shutdown as normal even if the operator has
previously performed an Idle Shutdown Manual Override.
If the Idle Shutdown Manual Override Inhibit Zone Enable parameter is disabled, the
Manual Override functions as described in the Idle Shutdown Manual Override and the
Idle Shutdown Ambient Air Temperature Override sections.
Programming If an Idle Shutdown should occur when the ambient air temperature is in
the Manual Override Inhibit Zone when an Idle Shutdown Manual Override has
previously been successfully performed by the operator, set the Idle Shutdown Manual
Override Inhibit Zone Enable parameter to enable.

Idle Shutdown in PTO

Application The Idle Shutdown in PTO feature allows the Idle Shutdown feature to shut
down the engine during PTO operation. Idle Shutdown in PTO may be disabled when
claiming Green House Gas credit. The Idle Shutdown in PTO parameter is secured by
the Green House Gas Idle Shutdown Password.
Operation If the Idle Shutdown in PTO parameter is disabled, the Idle Shutdown feature
will have no impact on PTO operation. If the Idle Shutdown in PTO parameter is
enabled, the Idle Shutdown feature is allowed during PTO operation if the engine load is
less than the threshold set by the Idle Shutdown Percent Engine Loading parameter. The
Idle Shutdown feature is not allowed during PTO operation if the engine load is greater
than the threshold set by the Idle Shutdown Percent Engine Loading.
Programming If the Idle Shutdown is allowed when PTO is active, set the Idle
Shutdown in PTO parameter to enable.

Idle Shutdown Percent Engine Loading

Application The Idle Shutdown feature will shut the engine down when the engine is
producing less torque or load than the value of the Idle Shutdown Percent Engine
Loading parameter. The OEM can set the Idle Shutdown Percent Engine Loading
parameter to allow the ECM to distinguish between a legitimate engine operation from an
operation which may be unintentional or intended to bypass the Idle Shutdown feature.
The Idle Shutdown Percent Engine Loading parameter is secured by the Green House
Gas Idle Shutdown Password.
Operation The Idle Shutdown Timer will count down when the engine load is less than
or equal to the value of the Idle Shutdown Percent Engine Loading parameter and the
other Idle Shutdown conditions are satisfied. The Idle Shutdown Timer will NOT count
down when the engine load is greater than the value of the Idle Shutdown Percent Engine
Loading parameter.

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Programming Set the Idle Shutdown Percent Engine Loading parameter to an

appropriate value based upon the engine load during legitimate operation on the given
vehicle.
Always Able to Shutdown If the Idle Shutdown feature should always be allowed to
shut down the engine regardless of engine loading, even during legitimate PTO
operation; then set the Idle Shutdown Percent Engine Loading parameter to 100%.
No Shutdown During Legitimate PTO If the Idle Shutdown feature should not shut
down the engine during the legitimate PTO operations, but should shut down the engine
while at low idle or while in PTO mode but under light load; set the Idle Shutdown
Percent Engine Loading parameter to a low value which the legitimate PTO operations
would exceed.
The OEM needs to empirically find the value for Idle Shutdown Percent Engine Loading
parameter that works best for their application. Tests have shown that engine accessories
(power steering pump, air compressor, engine cooling fan…) can take up as much as 20%
of maximum engine power, so 20% or less might be a good starting point for finding that
proper setting of Idle Shutdown Percent Engine Loading. If the Idle Shutdown Percent
Engine Loading parameter is set properly, the Idle Shutdown feature will shut down the
engine when the engine is at low idle or in PTO mode but not loaded. But when the
engine is in PTO mode and loaded above the Idle Shutdown Percent Engine Loading
parameter, the Idle Shutdown feature will NOT shut down the engine.
Note: The Idle Shutdown Percent Engine Loading threshold is applied to all
operating modes. For example, when the engine runs at low idle, the Idle
Shutdown is allowed only if the engine load is less than or equal to the value
set by the Idle Shutdown Percent Engine Loading parameter. If the Idle
Shutdown Percent Engine Loading parameter is to 0% the Idle Shutdown
feature will never shut down the engine because the engine load is always
above 0% when the engine is running.

Idle Shutdown with Parking Brake Set

Application The Idle Shutdown with Parking Brake Set feature prevents the engine from
shutting down when the parking brake is not engaged. The Idle Shutdown with Parking
Brake Set parameter is secured by the Green House Gas Idle Shutdown Password. Idle
Shutdown with Parking Brake Set should be enabled to function as described per Green
House Gas regulation; however, either setting will result in an engine shutdown within
the Idle Shutdown Timer period.
Operation If the Idle Shutdown with Parking Brake Set parameter is enabled, the Idle
shutdown timer will not countdown unless the parking brake is engaged. In other words,
the Idle Shutdown feature will not shut the engine down unless the parking brake is
engaged.
Programming If the engine should not shutdown unless the parking brake is engaged,
set the Idle Shutdown with Parking Brake Set parameter to enable.

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Idle Shutdown Service Brake Switch (ISB6.7 and ISL9 Only)

Application The Idle Shutdown Service Brake Switch feature programs whether or not
the idle shutdown can be inhibited by an active Service Brake Switch.
Programming When the Idle Shutdown Service Brake Switch feature is enabled, it will
prevent the Idle Shutdown feature from activating if the Service Brake is ON (Pressed).
Note: This feature is typically used on bus applications to avoid idle shutdowns at
bus stops, in traffic, at traffic lights, etc.

Green House Gas Idle Shutdown

Application The Green House Gas Idle Shutdown parameter enables or disables the Idle
Shutdown feature that meets the requirements of the Green House Gas Automatic Engine
Shutdown function. Green House Gas Idle Shutdown parameter must be enabled in order
to configure the Idle Shutdown feature for Green House Gas credit. The Green House
Gas Idle Shutdown parameter is secured by the Green House Gas Idle Shutdown
Password.
Programming If the ECM needs to shut down the engine in accordance with the Green
House Gas Automatic Engine Shutdown system requirements, set the Green House Gas
Idle Shutdown parameter to enable.

Green House Gas Automatic Engine Shutdown Expiration Distance

Application The Green House Gas Automatic Engine Shutdown Expiration Distance is
a parameter with no interaction with the Idle Shutdown feature. It is provided for the
OEM to document a predetermined limit to the Green House Gas credits for the
Automatic Engine Shutdown System. This distance can be viewed in INSITE such that
value recorded by the OEM for an expiring Green House Gas credit can be determined.
The Green House Gas Automatic Engine Shutdown Expiration Distance parameter is
secured by the Green House Gas Idle Shutdown Password.
Operation This feature does not affect engine Idle Shutdown operation in any manner.
It will not automatically disable the Green House Gas Idle Shutdown function when the
vehicle mileage exceeds the expiration distance.
Programming Set the Green House Gas Automatic Engine Shutdown Expiration
Distance to the vehicle distance in miles when the Green House Gas credit for the
Automatic Engine Shutdown can expire.

Idle Shutdown Warning Period Enable

Application The Idle Shutdown Warning Period Enable parameter allows the user to
adjust the Idle Shutdown Warning Period parameter when it is enabled otherwise the Idle
Shutdown Warning Period parameter is not adjustable. The Idle Shutdown Warning
Period Enable parameter is secured by the Green House Gas Idle Shutdown Password.
Programming Set the Idle Shutdown Warning Period Enable to enable if the Idle
Shutdown Warning Period parameter is desired to be changed from the default value.

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Idle Shutdown Warning Period

Application The Idle Shutdown Warning Period parameter defines the time period of
the engine shutdown pending warning. This warning period occurs prior to every Idle
Shutdown. The Idle Shutdown Warning Period parameter is secured by the Green House
Gas Idle Shutdown Password.
Operation Prior to every idle shutdown the Amber Warning Lamp will flash for the
value of the Idle Shutdown Warning Period to indicate to the operator that the engine is
about to shutdown.
Programming Set the Idle Shutdown Warning Period to the time value in seconds
desired for the operator warning of the pending engine shutdown.

Idle Shutdown Coolant Temperature Threshold

Application The Idle Shutdown feature will not shut down the engine when the engine
coolant temperature is below the Idle Shutdown Coolant Temperature Threshold
parameter setting. The Idle Shutdown Coolant Temperature Threshold parameter is
secured by the Green House Gas Idle Shutdown Password.
Operation The default value of Idle Shutdown Coolant Temperature Threshold is set to
a value at which Cummins has defined the coolant temperature to be above prior to
allowing idle shutdown to occur without damage to the engine. The Idle Shutdown
Coolant Temperature Threshold is designed to allow the user to start a cold engine and
allow it to idle beyond the Idle Shutdown Timer setting to allow the engine to warm the
engine coolant up to operating temperature range. Once the engine coolant temperature
is greater than the Idle Shutdown Coolant Temperature Threshold setting, the Shutdown
Timer will start to decrement as usual.
Programming If the engine should not shutdown until the engine coolant temperature
has reached a desired temperature, set the Idle Shutdown Coolant Temperature Threshold
parameter to the desired coolant temperature. If the Idle Shutdown feature should shut
down the engine after the engine has idled for the time set by the Idle Shutdown Timer
parameter no matter what the engine coolant temperature is, set the Idle Shutdown
Coolant Temperature Threshold parameter to a low value.
There is no enable for the Idle Shutdown Coolant Temperature Threshold feature.
Setting the Idle Shutdown Coolant Temperature Threshold parameter to a low value
effectively disables the Idle Shutdown feature from using engine coolant temperature to
prevent the Shutdown Timer from decrementing.
The default value for the Idle Shutdown Coolant Temperature Threshold should not be
changed unless agreement with Cummins and the Green House Gas certifying agency has
been obtained.

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INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Green House Gas Automatic Engine
Distance Threshold
Shutdown Expiration Distance
Idle Shutdown Warning Period Time Before Shutdown

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J1939 Multiplexing
Note: Refer to AEB 15.138 – CM2350 Electronic Subsystem Technical Package –
OEM Serial Communications and AEB 15.110 – J1939 Multiplexing of Inputs
and Outputs for 2010 and Beyond Automotive Engines for list of specific
multiplexing parameters supported.

General Feature Description

Overview
J1939 Multiplexing allows the OEM to send the hardware switch states over a SAE
J1939 Data Link rather than by wiring the hardware to the ECM. Both discrete states
(e.g. Service Brake Switch) and continuous states (e.g. Accelerator Position) can be
multiplexed.

Operation
In general, if the OEM enables a switch multiplexing parameter and assigns the
multiplexed switch a specific source address, the ECM ignores the normal hardwired
input and reads the value from the SAE J1939 Data Link instead.
In most cases, in order for the switch signal to function, the switch feature enable
parameter SHOULD be enabled no matter what kind of signal is used (either hardwired
or SAE J1939 Data Link multiplexed). For example, the Air Conditioning Pressure
Switch parameter needs to be enabled before using either a hardwired Air Conditioning
Pressure Switch or a SAE J1939 Data Link multiplexed Air Conditioning Pressure
Switch. However, one exception to this rule is the manual Fan Control Switch. Refer to
the Fan Control section of this AEB for more details.
In general, if the OEM enables an analog multiplexing parameter and assigns the
multiplexed input a specific source address, the ECM ignores the normal hardwired input
and reads the value from the SAE J1939 Data Link instead.
In order for an analog input to function properly, the analog input feature enable
parameter SHOULD be enabled no matter what kind signal is used (either hardwired or
SAE J1939 Data Link multiplexed). For example, the Remote Accelerator parameter
needs to be enabled before using either a hardwired Remote Accelerator or a SAE J1939
Data Link multiplexed Remote Accelerator.

Programming
Set the appropriate switch and analog parameters to J1939 Multiplexed, and assign a
source address to each multiplexed component. Refer to AEB 15.138 – CM2350
Electronic Subsystem Technical Package – OEM Serial Communications and AEB
15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond Automotive
Engines for a complete list of multiplexed parameters.

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Load Based Speed Control (ISX12 and ISX15 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Load Based Speed Control Enable Enable None
Load Based Engine Speed Breakpoint
Type None
Configuration (Read Only)
Engine Speed Breakpoint Level rpm

General Feature Description

Overview
The Load Based Speed Control feature helps optimize fuel usage by limiting engine
speeds when the vehicle does not require higher engine speeds for the current operational
conditions.

Operation
The Load Based Speed Control feature limits maximum engine speed above a range
defined by the Engine Speed Breakpoint programmed into the feature. The feature
allows higher engine speed limits under special conditions to allow normal vehicle
operation. For example, the feature allows a normal engine speed range at high loads and
during gear changes. The region where maximum engine speed may be limited is shown
in the figure below. Engine speed may not necessarily be limited in this region, but the
feature will be actively determining whether operational conditions of the vehicle justify
the standard maximum engine speed.

Engine Maximum Engine Speed

Torque Curve Breakpoint

Engine Speed
Torque Managed Region

Engine Speed
Load Based Speed Control, Managed Region

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Parameter Descriptions
Load Based Speed Control Enable
Application The Load Based Speed Control feature permits the driver to select the
engine speed at which speed management should begin at high loads when it is enabled.
Programming If the vehicle uses the Load Based Speed Control Feature, set the Load
Based Speed Control Enable parameter to enable.

Load Based Engine Speed Breakpoint Configuration

Application The Load Based Engine Speed Breakpoint Configuration parameter is a
read only parameter. It can be queried to determine how many engine speed break points
are available for programming. The 2013 engines only have one engine speed break
point. This parameter may be useful to the OEM that programs both 2013 model engine
and engines made prior to 2013.
Programming The Load Based Engine Speed Breakpoint Configuration parameter is a
read only parameter and cannot be programmed.

Engine Speed Breakpoint

Application The Engine Speed Breakpoint parameter determines the engine speed at
which Load Based Speed Control will begin managing the maximum engine speed under
high load conditions.
Programming Set the Engine Speed Breakpoint parameter to the engine speed at which
speed management should begin at high load.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Load Based Speed Control Enable Load Based Speed Control – Enhanced
Engine Speed Breakpoint Engine Speed Breakpoint

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Low Idle Speed Control

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Low Idle Speed Level rpm
Low Idle Speed Adjustment Enable None
Low Idle Speed Adjustment Save Enable None
Low Idle Speed Adjustment Step Size Level rpm

General Feature Description

Overview
The Low Idle Speed Control feature represents a “floor” for engine speed. If the operator
is not requesting fueling via the accelerator and some other feature; such as, PTO or
Cruise Control, is not requesting fueling, the Low Idle Speed Control feature will
maintain engine speed at a customizable minimum value defined by the Low Idle Speed
parameter.

Operation
When the driver releases the accelerator pedal and no other engine governor has
authority, the Low Idle Speed Control feature will automatically activate when engine
speed falls to the value of the Low Idle Speed parameter. When the Low Idle Speed
Control feature is active, engine speed is maintained at the value of the Low Idle Speed
parameter. No droop is employed. The Low Idle Speed Control feature will
automatically deactivate when another engine governor assumes control of engine
fueling.

Hardware Required
Idle Increment/Decrement Switch (optional, OEM Components)

Parameter Descriptions
Low Idle Speed
Application The Low Idle Speed parameter defines the base engine idle speed the Low
Idle Speed Control feature maintains.
Programming Program the Low Idle Speed parameter to the desired idle engine speed.
Lower values should result in better fuel economy and decreased engine wear. Higher
values may result in smoother engine operation. The Low Idle Speed parameter CAN BE
programmed even if the Low Idle Speed Adjustment parameter is disabled.

Low Idle Speed Adjustment

Application The Low Idle Speed Adjustment feature permits the operator to select the
engine idle speed. The Set/Resume Switch can be used to adjust the engine idle speed, or
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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the OEM may install a separate Idle Increment/Decrement Switch on the dashboard just
for engine idle speed adjustment. Refer to the CC/PTO Set/Resume Switch section of
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components
for a description of these switches, and the Cruise Control/PTO – Resume/Set Switch
Signal section of AEB 15.139 – CM2350 Electronic Subsystem Technical Package –
OEM Interfaces for a description of the related signals.
Operation The operator can increase or decrease engine idle speed if the engine is idling
and the CC/PTO On/Off switch is in the OFF position. To increase engine idle speed, the
operator activates the Increment function of the Set/Resume Switch, or the equivalent
signal from the separate Idle Increment/Decrement Switch. To decrease engine idle
speed, the operator activates the Decrement function of the Set/Resume Switch, or the
equivalent signal from the separate Idle Increment/Decrement Switch.
Programming If the operator needs to adjust the engine idle speed, set the Low Idle
Speed Adjustment parameter to enable.

Low Idle Speed Adjustment Save

Application When the Low Idle Speed Adjustment parameter is set to enable, the
operator is permitted to adjust the engine idle speed via the Idle Increment or Decrement
Switch. When the Low Idle Speed Adjustment Save parameter is set to enable the low
idle engine speed that the driver selected will be saved in the ECM at power down and
the engine will return to that low idle engine speed at the next engine start.
If the Low Idle Speed Adjustment parameter is set to enable but the Low Idle Speed
Adjustment Save parameter is set to disable, the operator is permitted to adjust the engine
idle speed via the Idle Increment or Decrement Switch but when the ECM is powered
down the low idle engine speed that the driver selected will NOT be saved in the ECM.
The engine will return to the value of the Low Idle Speed parameter for the low idle
engine speed at the next engine start.
Programming If the driver selected low idle engine speed should be saved in the ECM
at power down, set the Low Idle Speed Adjustment Save parameter to enable.

Low Idle Speed Adjustment Step Size

Application The Low Idle Speed Adjustment Step Size parameter defines the change in
engine speed when the operator presses the Idle Increment or Decrement Switch. If the
low idle speed of the engine is 700 rpm and the Low Idle Speed Adjustment Step Size
parameter is set to 50 rpm, and the operator presses the Idle Increment Switch one time;
the new low idle speed of the engine will be 750 rpm.
Programming Program the Low Idle Speed Adjustment Step Size parameter to the
desired engine speed step size for each press of the Idle Increment or Decrement Switch.
Smaller values result in finer resolution of the engine low idle speed, while larger values
allow the operator to change the engine speed more quickly.
The Low Idle Speed Adjustment Step Size parameter cannot be programmed if the Low
Idle Speed Adjustment parameter is disabled.

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INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Low Idle Speed Low Idle Speed
Low Idle Speed Adjustment Low Idle Speed Switch
Low Idle Speed Adjustment Save Save Idle Speed on Power Down
Low Idle Speed Adjustment Step Size Low Idle Speed Step Size

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Maintenance Monitor
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Maintenance Monitor Enable None
Maintenance Monitor Operating Mode Condition None
Maintenance Monitor Time Level hour
Maintenance Monitor Fuel Level liter
Maintenance Monitor Distance Level kilometer
Maintenance Monitor Alert Percentage Level Percent
Maintenance Monitor Interval Factor Level None

General Feature Description

Note: Most customers using this feature will enable the feature and take no other
action regarding this feature other than resetting data after oil changes. The
feature automatically starts in the Automatic mode with the Alert Percentage
at 90%. For special needs, read through the entire feature and adjust
parameters to fit your exact requirements.

Overview
The Maintenance Monitor feature measures one or more parameters which are correlated
to oil wear. The feature will notify the operator using the Amber Warning Lamp when
the accumulated parameter approaches the oil change interval.

Operation
The feature can monitor vehicle miles, engine run time or fuel usage as the oil change
threshold parameter, and the feature has an automatic mode which measures all three
parameters. The Maintenance Monitor feature accounts for severe wear on the oil due to
extreme operating conditions. For example, if the engine operates at a high out-of-range
temperature, the feature applies a severity factor to the accumulated parameter(s),
accumulating more than one (1) mile of wear for each mile travelled. Once the
accumulated parameter exceeds the specified threshold, the Maintenance Monitor feature
performs a Warning Lamp Maintenance Event at each subsequent power up until reset by
a technician.

Programming Dependencies
The Maintenance Monitor feature is not available on Emergency Vehicle calibrations.
Therefore, the following parameters are not adjustable in Emergency Vehicle
calibrations:
Maintenance Monitor
Maintenance Monitor Operating Mode
Maintenance Monitor Time

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Maintenance Monitor Fuel

Maintenance Monitor Distance
Maintenance Monitor Alert Percentage
Maintenance Monitor Interval Factor

Parameter Descriptions
Maintenance Monitor
Application The Maintenance Monitor parameter enables or disables the Maintenance
Monitor feature.
Programming If the ECM should use the Maintenance Monitor feature, set the
Maintenance Monitor parameter to enable.

Maintenance Monitor Operating Mode

Maintenance Monitor Time
Maintenance Monitor Fuel
Maintenance Monitor Distance
Application The Maintenance Monitor Operating Mode parameter stipulates whether
the Maintenance Monitor feature watches; engine run time, vehicle miles or fuel
consumption to determine oil change intervals.
Operation The operation of the feature varies with each mode.
a. Automatic. In Automatic mode, the feature accumulates fuel usage, miles and
engine operating hours. The feature begins warning the operator when any
threshold is exceeded. In this mode, the thresholds are not programmable, and are
adjusted only by the Maintenance Monitor Interval Factor described below.
b. Hours. In the Hours mode, the feature accumulates engine operating hours since
the last oil change. The feature begins warning the operator when the engine
operating time threshold is exceeded. The threshold is programmable in this
mode.
c. Fuel. In the Fuel mode, the feature accumulates the fuel consumed since the last
oil change. The feature begins warning the operator when the fuel threshold is
exceeded. The threshold is programmable in this mode.
d. Miles. In the Miles mode, the feature accumulates vehicle mileage since the last
oil change. The feature begins warning the operator when the vehicle mileage
threshold is exceeded. The threshold is programmable in this mode.
Programming If you do not have a specific need for one of the other modes, set the
Maintenance Monitor Operating Mode parameter to Automatic. If you have a specific
need for one of the other modes, set the appropriate mode; program the appropriate
threshold and alert percentage.

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Maintenance Monitor Alert Percentage

Application The Maintenance Monitor Alert Percentage parameter determines the
percentage of the appropriate threshold which should accumulate before the ECM
initiates the maintenance event with the Amber Warning Lamp.
Operation When the specified threshold is passed, the ECM initiates the maintenance
event. For example, if the Maintenance Monitor Operating Mode is 3 (Distance), the
Maintenance Monitor Distance parameter is set at 15,000, and the Maintenance Monitor
Alert Percentage is 90, the ECM will initiate a maintenance event with the Amber
Warning Lamp when the vehicle has travelled 13,500 miles since the last reset.
Programming Set the Maintenance Monitor Alert Percentage parameter to give the
desired lead time on oil change intervals.

Maintenance Monitor Interval Factor

Application The Maintenance Monitor Interval Factor helps the ECM correct for the
enhanced oil wear characteristics of premium grade oils. The parameter is used only in
Automatic mode.
Operation The ECM uses a table lookup using the value of this parameter to adjust the
oil change intervals. The default is 1.0, which gives the standard interval, and the highest
value is 5.0, which gives a greatly increased interval. The relationship between oil
change intervals and the Maintenance Monitor Interval Factor is NOT linear (i.e. a value
of 5.0 does not increase intervals by exactly 5 times).
Programming If using a premium grade oil and the Automatic mode of the Maintenance
Monitor feature, set the Maintenance Monitor Interval Factor appropriately. Contact
your Cummins Customer Engineering representative for the appropriate Maintenance
Monitor Interval Factor. If using any manual mode of this feature, this functionality is
simulated by increasing the oil change interval directly. Contact the oil manufacturer or
your Cummins Customer Engineering representative for appropriate numbers to enter for
the Maintenance Monitor time, fuel or distance parameter.

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OEM Switched Engine Protection Shutdown

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
OEM Switched Engine Protection Shutdown
Enable None
Switch
OEM Switched Engine Protection Shutdown
Condition None
Switch Logic

General Feature Description

Overview
The OEM Switched Engine Protection Shutdown Switch signal can be set up as an
additional switched input to the regular Engine Protection feature. To use this feature,
the Engine Protection Shutdown parameter MUST be enabled. The Engine Protection
Shutdown Override parameter SHOULD also be enabled if the engine shutdown override
function is desired using the Engine Protection Shutdown Override Switch. Activation of
the OEM Switched Engine Protection feature occurs 5 seconds after the OEM Switched
Engine Protection Shutdown Switch input is closed to ground. This will cause the Amber
Warning Lamp to illuminate. The ECM will then begin flashing the Red Stop Lamp and
commence a shutdown of the engine 30 seconds after flashing the Red Stop Lamp if no
override occurs. If the operator activates the Engine Protection Shutdown Override
Switch before the 30 seconds time expires, the ECM will reset the shutdown timer for 30
seconds.
Note: The Engine Protection Shutdown Restart Inhibit parameter in the Engine
Protection feature has no impact on this OEM Switched Engine Protection
Shutdown feature.

Operation
The OEM Switched Engine Protection Shutdown feature will trigger the engine
protection shutdown under the OEM Switched Engine Protection Shutdown Switch input
condition specified by the OEM. The OEM specified switch input usage condition
(OPEN or CLOSED) activates the engine protection shutdown.

Parameter Descriptions
OEM Switched Engine Protection Shutdown Switch
Application The OEM Switched Engine Protection Shutdown Switch parameter will
trigger the engine protection shutdown under conditions set by OEM.
Programming When this feature is Enabled, the engine protection shutdown can be
activated by the OEM Switched Engine Protection Shutdown Switch (currently it is
hardwired only).

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OEM Switched Engine Protection Shutdown Switch Logic

Application The OEM Switched Engine Protection Shutdown Switch Logic parameter
defines whether an Open or Closed Switch will activate the engine protection shutdown.
Programming Set the OEM Switched Engine Protection Shutdown Switch Logic
parameter to enact the desired functionality. The OEM SHOULD carefully consider the
effects on the vehicle when programming this parameter.
If the OEM programs the OEM Switched Engine Protection Shutdown Switch Logic
parameter to OPEN engage, and the Switch fails to an OPEN condition, the engine
protection shutdown condition will always be true until the failure is corrected.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

OEM Switched Engine Protection Enhanced Auxiliary Shutdown Switch
Shutdown
OEM Switched Engine Protection Enhanced Auxiliary Shutdown Switch Logic
Shutdown Switch Logic

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Parking Brake Switch

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Parking Brake Switch Enable None

General Feature Description

Overview
The Parking Brake Switch feature tells the ECM if a parking brake switch is installed or
not. It is used to detect the position of the parking brake. The Parking Brake Switch is
used by some OEM features, such as: Diesel Particulate Filter Regeneration with Parking
Brake, Idle Shutdown, and PTO etc.

Operation
The ECM uses the Parking Brake Switch signal to interact with some OEM features if the
switch is installed and enabled. For example, if the Idle Shutdown with Parking Brake
ON feature is enabled, the Idle Shutdown timer will not countdown unless the parking
brake switch is engaged.
The Parking Brake Switch may be hardwired or SAE J1939 Data Link multiplexed.

Hardware Required
Parking Brake Switch (OEM Components)

Parameter Descriptions
Parking Brake Switch
Application The Parking Brake Switch parameter tells the ECM if the Parking Brake
Switch function is desired or not.
Programming If either a hardwired or SAE J1939 Data Link multiplexed Parking Brake
Switch is installed and the Parking Brake Switch interaction function is desired, set the
Parking Brake Switch parameter to enable.

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Password Protection
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Master Password Text None
New Master Password Text None
OEM Password Text None
New OEM Password Text None
OEM2 Password Text None
New OEM2 Password Text None
Green House Gas Vehicle Speed Limiter Password Text None
New Green House Gas Vehicle Speed Limiter
Text None
Password
Green House Gas Idle Shutdown Password Text None
New Green House Gas Idle Shutdown Password Text None
Adjustment Password Text None
Reset Password Text None

General Feature Description

Overview
The Password Protection feature restricts access to certain programmable parameters in
the ECM as described in the Operation Section below. The Password Protection feature
has a hierarchy structure as shown in the figure below.

Operation
When setting a new Master Password in the ECM, the user must:
Send the Master Password parameter (VEPS number 00011) to the ECM with the
value of Master Password that is presently in the ECM. If the present value of the
Master Password is 000000 (6 zeros), as is the case when the ECM is new from
the factory, this step can be skipped.
Send the New Master Password parameter (VEPS number 00099) to the ECM
with desired value of the Master Password that should be in the ECM.
The above process is applicable for all of the passwords (OEM Password, OEM2
Password…).
Sending a value of 000000 (6 zeros) will turn off the password protection for that
particular password and set that password back to the factory default.
Depending on the password, the following functions may be performed: download
calibrations, perform engine data resets, program non-OEM features, and program OEM
features. Refer to the figure below and the following descriptions.

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a. Master Password. The Master Password allows calibration downloads, adjustments

of Non-OEM parameters, resetting of engine and trip information data, and changing
the Adjustment and Reset passwords. If the OEM and OEM2 Passwords are NOT
set, the Master Password allows adjustments of OEM and OEM2 parameters and
changing the OEM and OEM2 passwords.
b. OEM Password. When set, the OEM Password limits adjustment of OEM
Powertrain Protection parameters to OEM Password access only. When set the
OEM Password also allows changing of the OEM Password.
c. OEM2 Password. When set, the OEM2 Password limits adjustment of the
following parameters:
Maximum Accelerator Vehicle Speed
Maximum Cruise Control Speed
Maximum Engine Speed without Vehicle Speed Source
Maximum Vehicle Speed
OEM2 Password
d. Green House Gas Vehicle Speed Limiter Password. When set, the password
prevents the adjustment of parameters associated with the Green House Gas Vehicle
Speed Limiter:
Driver Initiated Override
Driver Initiated Override Maximum Distance
Driver Initiated Override Maximum Road Speed Delta
Driver Initiated Override Reset Distance
Green House Gas Vehicle Speed Limiter
Green House Gas Vehicle Speed Limiter Expiration Distance
Green House Gas Vehicle Speed Limiter Maximum Active
Distance
Green House Gas Vehicle Speed Limiter Password
Green House Gas Vehicle Speed Limiter Speed Limit
Number of Tail Shaft Teeth

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e. Green House Gas Idle Shutdown Password. When set the password prevents the
adjustment of the parameters associated with the Green House Gas Idle Shutdown
feature:
Green House Gas Automatic Engine Shutdown Expiration
Distance
Green House Gas Idle Shutdown
Green House Gas Idle Shutdown Password
Idle Shutdown
Idle Shutdown Ambient Air Temperature Override
Idle Shutdown Cold Ambient Air Temperature
Idle Shutdown Coolant Temperature Threshold
Idle Shutdown Hot Ambient Air Temperature
Idle Shutdown in PTO
Idle Shutdown Intermediate Ambient Air Temperature
Idle Shutdown Manual Override
Idle Shutdown Manual Override Inhibit Zone Enable
Idle Shutdown Percent Engine Loading
Idle Shutdown Timer
Idle Shutdown Warning Period
Idle Shutdown Warning Period Enable
Idle Shutdown with Parking Brake Set
Parking Brake Switch
Parking Brake Switch J1939 Multiplex Enable
Parking Brake Switch J1939 Multiplex Source Address
f. Adjustment Password. The Adjustment Password allows adjustment of non-OEM
features and parameters. If the OEM / OEM2 Passwords are NOT set, the
Adjustment Password allows adjustment of OEM / OEM2 parameters and changing
of the Adjustment Password. It also allows resetting of engine data, trip data, the
Maintenance Monitor feature and changing of the Reset Password.
g. Reset Password. The Reset Password allows for resets of engine data, trip data, and
the Maintenance Monitor feature. The Reset Password also allows changing of the
Reset Password.

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Password Protection Security Logic

Master
Password

Adjustment
Password

If OEM Password If OEM2 Password

Not Programmed Not Programmed

GHG Vehicle GHG Idle

Reset OEM OEM2
Speed Limiter Shutdown
Password Password Password
Password Password

GHG Vehicle GHG Idle

Download Program non- Program OEM Program OEM2
Perform Resets Speed Limiter Shutdown
Calibrations OEM Features Features Features
Features Features

Parameter Descriptions
Master Password
New Master Password
OEM Password
New OEM Password
OEM2 Password
New OEM2 Password
Application These parameters define the values of the passwords to the ECM and
service tool.
Programming If the OEM should protect the OEM or OEM2 features and parameters
from later adjustment, set the OEM or OEM2 Password. Set all other passwords as
needed to implement the desired permissions hierarchy. A valid password MUST consist
of any combination of 6 letters or numbers; A through Z, and 0 through 9. Passwords are
not case sensitive. No special characters or symbols, including spaces, are allowed. A
value of 000000 (6 zeros) turns off the password protection for that particular password
and therefore, should not be used unless it is the intention to turn off password protection
for that particular password. A value of ABCDEF is the only invalid combination.

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Green House Gas Vehicle Speed Limiter Password

New Green House Gas Vehicle Speed Limiter Password
Application This parameter defines the value of the password to the ECM and service
tool such as INSITE.
Programming If Green House Gas credit is being claimed for a Speed Limiter, Green
House Gas Vehicle Speed Limiter Password MUST be set by the OEM. The password
SHOULD be unique for each vehicle claiming Green House Gas credit. A valid
password MUST consist of any combination of 6 letters or numbers; A through Z, and 0
through 9. Passwords are not case sensitive. No special characters or symbols, including
spaces, are allowed. A value of 000000 (6 zeros) turns off the password protection for
that particular password and therefore, should not be used unless it is the intention to turn
off password protection for that particular password. A value of ABCDEF is the only
invalid combination.

Green House Gas Idle Shutdown Password

New Green House Gas Idle Shutdown Password
Application This parameter defines the value of the password to the ECM and service
tool such as INSITE.
Programming If Green House Gas credit is being claimed for an Automatic Engine
Shutdown System (Idle Shutdown), Green House Gas Idle Shutdown Password MUST
be set by the OEM. The Password SHOULD be unique for each vehicle claiming Green
House Gas credit. A valid password MUST consist of any combination of 6 letters or
numbers; A through Z, and 0 through 9. Passwords are not case sensitive. No special
characters or symbols, including spaces, are allowed. A value of 000000 (6 zeros) turns
off the password protection for that particular password and therefore, should not be used
unless it is the intention to turn off password protection for that particular password. A
value of ABCDEF is the only invalid combination.

Adjustment Password
Reset Password
Programming In order to set the Adjustment Password or Reset Password, the Master
Password MUST be set. A valid password MUST consist of any combination of 6 letters
or numbers; A through Z, and 0 through 9. Passwords are not case sensitive. No special
characters or symbols, including spaces, are allowed. A value of 000000 (6 zeros) turns
off the password protection for that particular password and therefore, should not be used
unless it is the intention to turn off password protection for that particular password. A
value of ABCDEF is the only invalid combination.

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INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide Name INSITE/VEPS Name

Adjustment Password New Adjustment Password
Reset Password New Reset Password
OEM Password New OEM Password
OEM2 Password New OEM2 Password
Green House Gas Vehicle Speed Limiter New Green House Gas Vehicle Speed Limiter
Password Password
Green House Gas Idle Shutdown Password New Green House Gas Idle Shutdown Password

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Powertrain Protection
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Powertrain Protection Enable Enable None
Powertrain Protection Torque Limit Switch Enable None
Powertrain Protection Torque Limit Switch Setup Enable None
Powertrain Protection Maximum Torque Allowed
Level ft-lb
Switched
Powertrain Protection Maximum Torque Allowed
Level ft-lb
by Axle/Driveshaft
Powertrain Protection Maximum Torque Allowed
Level ft-lb
by Transmission Top Gear Range
Powertrain Protection Maximum Torque Allowed
Level ft-lb
by Transmission Intermediate Gear Range
Powertrain Protection Maximum Torque Allowed
Level ft-lb
by Transmission Bottom Gear Range
Powertrain Protection Maximum Torque at Zero
Level ft-lb
Vehicle Speed
Powertrain Protection Ratio of Lowest Gear of Top
Level None
Gear Range
Powertrain Protection Ratio of Lowest Gear of
Level None
Intermediate Gear Range
Powertrain Protection Ratio of Lowest Gear of
Level None
Bottom Gear Range

General Feature Description

Overview
The Powertrain Protection (PTP) feature provides torque management capabilities that
prevent the engine from exceeding the rated torque capacity of drivetrain components.
This is the only feature currently considered an “OEM feature” and protected under the
OEM Password. The feature allows maximum engine torque to be tailored to meet the
capacity of drivetrain components. The Powertrain Protection feature supports
transmissions with up to three (3) different torque capacity ranges. There are three
categories of protection offered by Powertrain Protection: switched, axle/driveshaft, and
transmission.

Note: The Powertrain Protection Feature is to be used in installations that allow full
engine torque curve capability in some operating conditions. PTP MUST not be used as
an alternative to creating a new engine fuel rating and associated torque curve.
a. Powertrain Protection Torque Limit Switched. This function imposes a
switched torque limit under conditions specified by the OEM. For example, this
type of protection may be useful for drivetrain components located downstream
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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from inline deep-reduction transmissions. If this functionality is needed, the

OEM must install the Torque Limit Switch (See the Torque Limit Switch section
of AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM
Components for more details.).
b. Axle/Driveshaft Protection. This type of protection is in place at all times. The
ECM uses the current gear ratio and the torque rating of the axle or driveshaft to
determine the current maximum torque at the engine.
c. Transmission Protection. The feature supports up to three (3) gear ratio bands
to allow different torque limit ranges in different gears. The OEM defines a top
gear range, an intermediate gear range and a bottom gear range; the OEM then
assigns a different maximum torque for each gear range. There is a fourth torque
limit which applies at zero vehicle speed and at any gear where the numeric ratio
is higher than the lowest gear ratio of the bottom gear range.
Note: The Powertrain Protection Feature is to be used in installations that allow full
engine torque curve capability in some operating conditions. The Powertrain
Protection feature MUST not be used as an alternative to creating a new
engine fuel rating and associated torque curve.

Operation
Each type of protection, Switched, Axle/Driveshaft, and Transmission, requests a torque
limit independent from the other protection types. Refer to the figure below. If any
torque limit is requested, Powertrain Protection imposes that limit. If more than one
torque limit is requested, the ECM applies all torque limits in a “least-wins” fashion. The
selected torque limit is an absolute limit, and cannot be exceeded by any fueling governor
or SAE J1939 Data Link command.

Powertrain Protection
= Enable?
Switched Torque Limit Select Selected
Axle/Driveshaft Limit Minimum Engine
Transmission Limit Torque Torque
Limit Limit

Powertrain Protection Engine Torque Limit Selection

Programming Dependencies
The Powertrain Protection feature is not available on Emergency Vehicle calibrations.
Powertrain Protection Torque Limit Switched function / Accelerator Interlock:
The Torque Limit Switch shares an ECM pin with the Accelerator Interlock Switch.
Therefore, the Accelerator Interlock feature cannot be enabled if the Powertrain
Protection Torque Limit Switched function of the Powertrain Protection feature is

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enabled, unless the Accelerator Interlock Switch and/or the Torque Limit Switch are
multiplexed on the vehicle SAE J1939 Data Link.

Hardware Required
Torque Limit Switch (optional, OEM Components)

Parameter Descriptions
Powertrain Protection Enable
Application The Powertrain Protection Enable parameter enables or disables the
Powertrain Protection feature.
Programming Considering all gear ratios, if the rated engine torque can exceed the
torque rating of any power train component, set the Powertrain Protection Enable
parameter to enable. Determine this as follows:
a. Survey the torque ratings for all drivetrain components: transmission, driveshaft,
axles, and intermediate auxiliary transmissions, if installed.
b. Calculate the maximum applied torque for all drivetrain components. For
transmissions, the maximum applied torque is the same as the maximum engine
torque. For components downstream of the transmission, multiply the maximum
engine torque by the numerically highest gear ratio.
c. If maximum applied torque exceeds the torque rating for any drivetrain
component, then the Powertrain Protection feature SHOULD be enabled. If every
drivetrain component is capable of meeting its maximum applied torque, then the
Powertrain Protection feature need not be enabled. However, the OEM may still
use the Powertrain Protection feature to limit torque to extend the life of the
powertrain or meet specified torque margins.

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PTP Maximum Torque

Allowed By Top
Gear Range

TX in Top Gears

PTP Maximum Torque TX in Intermediate Gears Vehicle Moving PTP Engine

Allowed By Intermediate Torque Limit
Gear Range Selection
TX in Bottom Gears
Vehicle Not
Moving

PTP Maximum Torque

Allowed By Bottom
TX Below
Gear Range
Bottom Gear
Range

PTP Maximum Torque

at Zero Vehicle Speed

PTP Transmission Protection Operating Diagram

Powertrain Protection Torque Limit Switch

Powertrain Protection Torque Limit Switch Setup
Powertrain Protection Maximum Torque Allowed Switched
Application The Powertrain Protection Torque Limit Switch parameter enables or
disables the Powertrain Protection Torque Limit Switched function of the Powertrain
Protection feature. The Powertrain Protection Torque Limit Switch Setup parameter
defines whether the OEM-installed Torque Limit Switch limits engine torque in the
OPEN or CLOSED position. The Powertrain Protection Maximum Torque Allowed
Switched parameter defines the torque limit imposed in the Switched Protection mode.
Operation When Enabled, the Powertrain Protection Torque Limit function limits
torque to the value of Powertrain Protection Maximum Torque Allowed Switched when
the Torque Limit Switch is in the position defined by the Powertrain Protection Torque
Limit Switch Setup parameter. The Powertrain Protection Torque Limit Switched
function does not apply a torque limit in other circumstances.
Programming If the Powertrain Protection feature should switch the maximum engine
torque limit based on input from the Torque Limit Switch (which could be either a
hardwired or SAE J1939 Data Link multiplexed switch), set the Powertrain Protection
Torque Limit Switch parameter to enable. If the Torque Limit Switch should limit torque
in the CLOSED position, set the Powertrain Protection Torque Limit Switch Setup
parameter to zero (Torque limit CLOSED). If the Torque Limit Switch should limit
torque in the OPEN position, set the Powertrain Protection Torque Limit Switch Setup
parameter to 1 (Torque Limit OPEN). Calculate the maximum torque at the engine for
the device in question, and set the Powertrain Protection Maximum Torque Allowed
Switched parameter to the appropriate value to not exceed the torque rating of the device.
Ensure that all gears between the engine and the device are accounted for. When setting

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the Powertrain Protection Torque Limit Switch Setup parameter, determine whether a
Torque Limit Switch circuit failure to the open position should apply the switched torque
limit or leave the default limit in place.

Powertrain Protection Maximum Torque Allowed by Axle/Driveshaft

Application This parameter defines a transmission tailshaft torque limit for
axle/driveshaft protection.
Operation The ECM uses the current gear ratio to determine the applied torque on the
driveshaft and axle. The ECM will use the Powertrain Protection Maximum Torque
Allowed by Axle/Driveshaft as a ceiling to torque downstream of the transmission. This
torque limit participates with the other torque limits in the least-wins process illustrated
in the figure below.
Programming If axle/driveshaft protection is not desired, set the Powertrain Protection
Maximum Torque Allowed by Axle/Driveshaft parameter to the highest allowable value.
If axle/driveshaft protection is desired, set the Powertrain Protection Maximum Torque
Allowed by Axle Driveshaft to the actual maximum torque desired. A calculation for the
transmission gear ratio is not required, as the ECM performs this calculation during
operation.
Note: See notes about axle/driveshaft torque protection at zero vehicle speed under
the parameter Powertrain Protection Maximum Torque Below Bottom Gear
and at Zero Vehicle Speed.

Powertrain Protection Maximum Torque Allowed by Transmission Top Gear Range

Powertrain Protection Maximum Torque Allowed by Transmission Intermediate Gear Range
Powertrain Protection Maximum Torque Allowed by Transmission Bottom Gear Range
Application Each parameter defines an engine torque limit for transmission protection.
Transmission protection is available when the vehicle is moving, and varies according to
the current gear range: top, intermediate or bottom.
Operation Refer to the figure below for the gear ranges where the ECM applies each of
these limits. The applicable torque limit is applied to the least-wins torque limit process
as shown in the figure below.
Programming If transmission protection is not desired, set all Powertrain Protection
Maximum Torque Allowed by Transmission Gear Range parameters to the highest
possible values. If transmission protection is desired, set the parameters according to the
number and value of the transmission torque capacity ratings.
a. One Transmission Torque Rating. Set all three gear range torque parameters to
the same torque rating.
b. Two Transmission Torque Ratings. Program the Powertrain Protection Ratio
of Lowest Gear parameters such that one parameter covers the relevant gear ratios
for one transmission torque rating, and the other two Powertrain Protection Ratio
of Lowest Gear parameters cover the relevant gear ratios for the other
transmission torque rating. Then, set the relevant Powertrain Protection

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Maximum Torque Allowed parameters according to the transmission torque

ratings.
c. Three Transmission Torque Ratings. Program the Powertrain Protection Ratio
of Lowest Gear parameters to cover each of the transmission torque ratings.
Program the Powertrain Protection Maximum Torque Allowed parameters
accordingly.
Note: The relationship in the figure below SHOULD apply for the transmission
torque limits and the Powertrain Protection Maximum Torque at Zero Vehicle
Speed:

Powertrain Protection Powertrain Protection Powertrain Protection

Powertrain Protection
Maximum Maximum Maximum
Maximum
Torque Allowed by
Transmission Top
> Torque Allowed by
Transmission Intermediate
> Torque Allowed by
Transmission Bottom
> Torque at Zero
Vehicle Speed
Gear Range Gear Range Gear Range

Gear Range Torque Limits Relationship

Powertrain Protection Maximum Torque at Zero Vehicle Speed

Application The Powertrain Protection Maximum Torque at Zero Vehicle Speed
parameter defines the maximum engine torque whenever the apparent gear is below the
Bottom Gear Range. This parameter also provides powertrain protection at vehicle
launch. The Powertrain Protection Maximum Torque Allowed by Axle/Driveshaft
parameter cannot provide powertrain protection when the vehicle is stopped because the
ECM cannot determine the current transmission gear until the vehicle moves.
Operation Whenever the ECM is reading zero vehicle speed, or the apparent gear ratio
is higher than the Powertrain Protection Ratio of Lowest Gear of Bottom Gear Range
parameter, the ECM will impose the Powertrain Protection Maximum Torque at Zero
Vehicle Speed torque limit. See the figure below for the gear ranges where this torque
limit is applied.
Programming Set this value to the maximum torque the engine should apply at vehicle
launch and at any time the ECM cannot determine the current gear ratio. It SHOULD be
no larger than the lower of the axle or driveshaft torque rating divided by the largest gear
ratio. For example, if the driveshaft was rated to 15,000 ft-lbs, the axle to 20,000 ft-lbs,
and the largest gear ratio was 14:1, this parameter SHOULD be set no higher than
(15,000 / 14) = 1,071 ft-lbs.

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Powertrain Protection Ratio of Lowest Gear of Top Gear Range

Powertrain Protection Ratio of Lowest Gear of Intermediate Gear Range
Powertrain Protection Ratio of Lowest Gear of Bottom Gear Range
Application These parameters establish the boundaries of the transmission gear ranges
for transmission protection.
Operation Refer to the figure below for visual clarification. The ECM applies the
following logic to determine the current gear range:
a. Top Gear Range. This range is the current gear range if the gear ratio of the
current gear is equal to or less than the Powertrain Protection Gear Ratio of
Lowest Gear of Transmission Top Gear Range parameter.
b. Intermediate Gear Range. This range is the current gear range if the gear ratio
of the current gear is greater than the Powertrain Protection Gear Ratio of Lowest
Gear of Transmission Top Gear Range parameter, and less than or equal to the
Powertrain Protection Gear Ratio of Lowest Gear of Transmission Intermediate
Gear Range parameter.
c. Bottom Gear Range. This range is the current gear range if the gear ratio of the
current gear is greater than the Powertrain Protection Gear Ratio of Lowest Gear
of Transmission Intermediate Gear Range parameter.

Gear Range
Parameter PTP Ratio of PTP Ratio of PTP Ratio of
Lowest Gear of Lowest Gear of Inter- Lowest Gear of
Top Gear Range mediate Gear Range Bottom Gear Range
PTP Maximum PTP Maximum PTP Maximum PTP Maximum
Torque Allowed Torque Allowed Torque Allowed Torque Allowed
Applied Torque by Transmission by Transmission by Transmission at Zero Vehicle
Top Gear Intermediate Bottom Gear
Limit Speed
Range Gear Range Range

Current Gear Top Gear Intermediate Bottom Gear

Range Range Gear Range Range

0.5:1 4:1 8:1 12:1 16:1

Gear Ratio

Transmission Protection Gear Ranges and Torque Limits

Programming Set the values for the Powertrain Protection Ratio of Lowest Gear of
XXXX Gear Range parameters to define the required gear ranges as shown in the figure

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above. The ranges in the diagram may not overlap, and the parameters SHOULD be set
accordingly.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
Powertrain Protection Enable Powertrain Protection Enable
Powertrain Protection Torque Limit Switch Torque limit Switch
Powertrain Protection Torque Limit Switch
Torque Limit Switch Setup
Setup
Powertrain Protection Maximum Torque
Maximum Torque Allowed Switched
Allowed Switched
Powertrain Protection Maximum Torque
Driveshaft / Axle Torque Limit
Allowed by Axle/Driveshaft
Powertrain Protection Maximum Torque
Limit 1 Torque Limit 1
Allowed by Transmission Top Gear Range
Powertrain Protection Maximum Torque
Allowed by Transmission Intermediate Gear Limit 2 Torque Limit 2
Range
Powertrain Protection Maximum Torque
Allowed by Transmission Bottom Gear Limit 3 Torque Limit 3
Range
Powertrain Protection Maximum Torque at
Maximum Torque at Zero Vehicle Speed
Zero Vehicle Speed
Powertrain Protection Ratio of Lowest Gear
Limit 1 Gear Ratio 2
of Top Gear Range
Powertrain Protection Ratio of Lowest Gear
Limit 2 Gear Ratio 2
of Intermediate Gear Range
Powertrain Protection Ratio of Lowest Gear
Limit 3 Gear Ratio 2
of Bottom Gear Range

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming Scenario 1
Introduction Programming scenario 1 utilizes a transmission with a 2-rating
transmission. These could be the ratings for a vehicle with an ISX12 or ISX15 engine.

Transmission
Gears 1-8: 1,600 ft-lb
Gears 9-10: 1,800 ft-lb
Gear 1 Ratio: 14.1:1 Axle
Gear 9 Ratio: 1.0:1 Driveshaft 20,000 ft-lb
Engine 21,000 ft-lb
1,800 ft-lb

Programming Scenario 1

Parameter Value Rationale

Powertrain Protection Enable
Powertrain Protection Torque Limit Switch Disable
Powertrain Protection Torque Limit Switch Setup N/A
Powertrain Protection Maximum Torque Allowed Switched N/A
Powertrain Protection Maximum Torque Allowed by
20,000 The lower of axle and driveshaft.
Axle/Driveshaft
Powertrain Protection Maximum Torque Allowed by
1,800
Transmission Top Gear Range
Powertrain Protection Maximum Torque Allowed by
1,600 Torque limiting in low gears only.
Transmission Intermediate Gear Range
Powertrain Protection Maximum Torque Allowed by
1,600
Transmission Bottom Gear Range
Powertrain Protection Maximum Torque at Zero Vehicle
1,388 = 20,000/14.4
Speed
Powertrain Protection Ratio of Lowest Gear of Top Gear These numbers do not matter for the
1.0
Range single torque rating transmission, but
Powertrain Protection Ratio of Lowest Gear of Intermediate remember that gear ratios higher than
1.02
Gear Range the defined range will be limited by
Powertrain Protection Ratio of Lowest Gear of Bottom Gear Powertrain Protection Maximum
14.4 Torque at Zero Vehicle Speed.
Range

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CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming Scenario 2
Introduction This programming is for a vehicle with a 2-rating transmission, and an
inline deep-reduction auxiliary transmission. These could be the ratings for a vehicle
with an ISX12 or ISX15 engine. The vehicle is wired to activate the Powertrain
Protection Torque Limit Switch when the auxiliary transmission engages.

Transmission
Gears 1-8: 1,600 ft-lb Aux Trans
Gear 9-10: 1,900 ft-lb 17,500 ft-lb
Gear 1 Ratio: 12.5:1 Gear Ratio: 1:1 or Axle
Gear 9 Ratio: 1.0:1 Gear Ratio: 2.04:1 22,500 lb-ft
Engine
1,850 ft-lb

Driveshaft 1 Driveshaft 2
21,000 ft-lb 25,000 ft-lb

Programming Scenario 2

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Parameter Value Rationale

Powertrain Protection Enable
We are using this to choose the correct maximum
Powertrain Protection Torque Limit Switch Enable
torque when the deep reduction gear is used.
Torque
This parameter tells the ECM an Open Torque
Powertrain Protection Torque Limit Switch Setup Limit
Limit Switch should cause the Torque Limit.
Open
= 22,500/12.5/2.04
Powertrain Protection Maximum Torque Allowed This is the lowest-rated part downstream of the
882
Switched deep induction assuming deep induction engaged
and the transmission in the lowest gear.
Powertrain Protection Maximum Torque Allowed by This is the lowest rated driveline component
17,500
Axle/Driveshaft downstream of the primary transmission.
The allowed torque for the top gears, note that
Powertrain Protection Maximum Torque Allowed by
1,900 this is higher than the engine rated torque so it
Transmission Top Gear Range
cannot actually be achieved.
Powertrain Protection Maximum Torque Allowed by
1,600
Transmission Intermediate Gear Range
The rating of the lower gears.
Powertrain Protection Maximum Torque Allowed by
1,600
Transmission Bottom Gear Range
Powertrain Protection Maximum Torque at Zero Vehicle
1,400 = 17,500/12.5
Speed
Powertrain Protection Ratio of Lowest Gear of Top Gear Range we the higher transmission torque rating.
1
Range This selection allows 1,900 ftlb in gears 9 and 10.
Powertrain Protection Ratio of Lowest Gear of
1.02
Intermediate Gear Range We want to make sure the gear range is wide
Powertrain Protection Ratio of Lowest Gear of Bottom enough so we do not limit torque unnecessarily.
12.5
Gear Range

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Programming Scenario 3
Introduction This programming is for a vehicle with a 3-rating transmission and a
200 ft-lb lugback. Note that this vehicle also uses relatively light driveline components
with a powerful engine. These could be the ratings for a vehicle with an ISX12 or ISX15
engine.

Transmission
Gears 1-2: 1,500 ft-lb
Gears 3-8: 1,750 ft-lb
Gears 9-10: 1,950 ft-lb
Gear 1 Ratio: 15.0:1
Gear 3 Ratio: 6.0:1 Axle
Gear 9 Ratio: 1.0:1 Driveshaft 1 15,000 ft-lb
Engine 15,000 ft-lb
1,950 ft-lb

Programming Scenario 3

Parameter Value Rationale

Powertrain Protection Enable
Powertrain Protection Torque Limit Switch Disable
Powertrain Protection Torque Limit Switch Setup N/A
Powertrain Protection Maximum Torque Allowed
N/A
Switched
Powertrain Protection Maximum Torque Allowed by
15,000
Axle/Driveshaft
Powertrain Protection Maximum Torque Allowed by This is the rating of the transmission in top
1,950
Transmission Top Gear Range gears.
Powertrain Protection Maximum Torque Allowed by
1,750
Transmission Intermediate Gear Range
The rating of the lower gears.
Powertrain Protection Maximum Torque Allowed by
1,500
Transmission Bottom Gear Range
Powertrain Protection Maximum Torque at Zero
1,000 = 15,000/15
Vehicle Speed
Powertrain Protection Ratio of Lowest Gear of Top This selection allows 1,950 ft-lb in gears 9 and
1
Gear Range 10.
Powertrain Protection Ratio of Lowest Gear of This assigns gears 3 and higher to the
6
Intermediate Gear Range Intermediate Gear Range.
Powertrain Protection Ratio of Lowest Gear of This covers all gear ranges for the transmission
15
Bottom Gear Range so we do not limit torque unnecessarily.

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PTO Multiple Trip Information

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
PTO Device 1 Text None
PTO Device 2 Text None
PTO Device 3 Text None
PTO Device 4 Text None
PTO Device 5 Text None
PTO Device 6 Text None
PTO Device 7 Text None
PTO Device 8 Text None

General Feature Description

Overview
The PTO Multiple Trip Information feature allows the customer to track time of usage
and fuel usage while at the various PTO preset speeds. If the customer associates specific
PTO preset speeds to specific PTO devices, the time and fuel usage of a specific device
can be tracked.

Operation
The PTO and Remote PTO features support a combined total of 8 preset speeds: 3 for
PTO and 5 for Remote PTO or 3 for Remote Station PTO. The ECM records the fuel
usage and time of operation for each of these preset speeds. The ECM attributes fuel
usage and operation time to the last PRESET speed engaged. See the table below for the
hardware input equivalents to the PTO Device 1-8 parameters. If the operator changes
the speed without using a PRESET speed, the ECM continues to attribute that fuel usage
and time to the last PRESET.
For example, the operator engages PTO at the PTO Set Switch Engine Speed, and the
ECM begins accumulating data in the PTO Device 1 category. If the operator ramps the
speed up 200 rpm with the Set/Resume switch, the ECM continues accumulating data in
the same category. If the operator then performs a bump to the PTO Resume Speed, the
ECM switches data accumulation to the PTO Device 2 category. Even if using a
different preset speed does not involve an actual change in engine speed (e.g. two devices
that operate at the same speed, but mapped to different presets), the ECM will change the
accumulation category when the preset speed changes.

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Switch Engagement Parameter Name

PTO Set Switch Engine Speed PTO Device 1
PTO Resume Switch Engine Speed PTO Device 2
PTO Additional Switch Engine Speed PTO Device 3
Remote PTO Speed 1
or
PTO Device 4
Remote Station PTO Set Switch Engine
Speed
Remote PTO Speed 2
or
PTO Device 5
Remote Station PTO Resume Switch Engine
Speed
Remote PTO Speed 3
or PTO Device 6
Remote Station PTO Additional Speed
Remote PTO Speed 4 PTO Device 7
Remote PTO Speed 5 PTO Device 8

Hardware Required
Set/Resume Switch (OEM Components)
Cab PTO or Remote Station PTO Alternate Switch (optional, OEM Components)
Remote PTO Switch (optional, OEM Components)

Parameter Descriptions
PTO Device #
Application The PTO Multiple Trip Information feature allows the customer to track
time and fuel usage while at the various PTO preset speeds. The ECM does this by
tagging each speed with a name, accumulating time and fuel usages, then attributing the
accumulated time and fuel usage to the appropriate name tag. The OEM can use this to
track total usage of different PTO devices by having different set speeds operate different
devices.
Operation When the PTO engages at preset speed “#”, the ECM accumulates operating
time and fuel usage under that set speed tag. If the operator changes the set speed to a
different preset speed the ECM will begin accumulating under the latest preset speed. If
the operator performs a ramp-up or ramp-down to change the set speed, the ECM
continues accumulating on the active preset speed before the speed changes. A service
tool can read the totals for time and fuel usage, and total percentage of time spent at a
given preset speed. Proper operation of the feature requires that the operator use the
proper preset speed for each different device. The OEM can positively enforce this by
setting up an interface device which will issue the proper ECM commands to engage the
PTO at the appropriate preset speed when the operator engages the device in question.

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Contact your Cummins Customer Engineering representative with questions on setting up

such an interface.
Programming The “#” in PTO Device # represents a number from 1 to 8. The name
entered will be the identifier for the preset speed when read on a datalink or service tool.
Set each parameter to the desired 1-8 character alphanumeric identifier.

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PTO/Remote PTO
Typically Programmed by Applicable to:
Remote
Cab Remote
Parameter Type Units OEM 1 OEM 2 Field
PTO PTO
Station
PTO

PTO Enable None

Cab PTO Enable None
Remote PTO Enable None
Remote Station PTO Enable None
PTO Maximum Engine Load Level ft-lb
PTO Maximum Vehicle Speed Level mph
PTO Maximum Engine Speed Level rpm
PTO Minimum Engine Speed Level rpm
PTO Accelerator Override Enable None
PTO Accelerator Override Maximum Engine Speed Level rpm
PTO Clutch Override Enable None
PTO Service Brake Override Enable None
PTO Parking Brake Interlock Type Level None
PTO Transmission Neutral Interlock Enable None
PTO Resume Switch Engine Speed Level rpm
PTO Set Switch Engine Speed Level rpm
PTO Additional Switch Engine Speed Level rpm
Remote Station PTO Resume Switch Engine Speed Level rpm
Remote Station PTO Set Switch Engine Speed Level rpm
Remote Station PTO Additional Switch Engine
Level rpm
Speed
PTO Engine Speed Ramp Rate Level rpm/sec
Remote PTO Number of Speed Settings Condition None
Remote PTO Speed Setting 1 Level rpm
Remote PTO Speed Setting 2 Level rpm
Remote PTO Speed Setting 3 Level rpm
Remote PTO Speed Setting 4 Level rpm
Remote PTO Speed Setting 5 Level rpm
Alternate PTO Operation (PTO Firetruck) Enable None
PTO Zero Vehicle Speed Source Limit Enable None
Ignore Vehicle Speed Source in PTO Enable None
PTO Pump Mode Enable None
PTO Pump Mode Maximum Vehicle Speed Level mph
PTO Pump Mode Vehicle Speed Sensor Override Enable None

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General Feature Description

Overview
The PTO feature, which includes Cab PTO, Remote PTO, and Remote Station PTO,
maintains engine speed at an operator-selectable speed. An engine controlled by the PTO
feature is typically used to drive an on-board or off-board PTO device. The PTO feature
can be split into two types; cab PTO and remote PTO.
The “cab” version of PTO is intended for operation in the vehicle cab. While one of two
types of “remote” PTO which are intended to be operated outside of the cab, and take
priority over Cab PTO if both are enabled at the same time.
“Remote PTO” can be either the traditional Remote PTO which uses one switch to toggle
between up to 5 speeds, or the a Remote Station PTO which has the capability of 3 pre-
programmed speeds with engine speed ramping functionality.
Any given vehicle can only have one form of remote PTO enabled at a time, either
Remote PTO or Remote Station PTO.
The PTO feature can be controlled by either Cab PTO Switches or the Remote PTO
Switch(es). The Cab PTO switches and the traditional single Remote PTO Switch can be
either hardwired or SAE J1939 Data Link multiplexed. The Remote Station PTO
switches can only be hardwired.
a. Cab PTO Switches. The Cab PTO feature offers more functionality than the
Remote PTO feature. Cab PTO control utilizes up to three OEM-supplied
dashboard switches:
1. Cruise Control / PTO On/Off Switch
2. PTO Set/Resume Switch (a shared multifunction Set/Resume Switch)
3. PTO Additional Switch
b. Remote PTO Switch. The Remote PTO feature has a single switch user
interface, making it more suitable for extended lengths of wiring.
c. Remote Station PTO Switches. The Remote Station PTO feature offers more
functionality than the Remote PTO feature. The Remote Station PTO feature
utilizes the same switches as the Cab PTO switches noted in the section above.
To use both the Cab PTO and the Remote Station PTO features on the same
vehicle, the Cab PTO switches must be multiplexed. The Remote Station PTO
switches must be hardwired to the ECM.

Operation
Operation (Cab PTO)
Both forms of remote PTO operation (Remote PTO or Remote Station PTO) have higher
priority than the Cab PTO functionality. If Remote PTO or Remote Station PTO is
already operating the PTO feature, the Cab PTO switches are ineffective. The Cab PTO
cannot control the PTO feature until the Remote PTO or Remote Station PTO
relinquishes control of the PTO feature.

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a. Activation Conditions. The Cab PTO feature will not activate when any of the
following conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter.
3. The clutch pedal is pressed (unless the PTO Clutch Override parameter is
disabled).
4. The service brake pedal is pressed (unless the PTO Service Brake Override
parameter is disabled).
5. The parking brake is not set (unless the Parking Brake Interlock parameter is
set to Remote Only or None).
6. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).
b. Activation. The user may activate the Cab PTO feature by placing the CC/PTO
On/Off switch to the ON position, then momentarily pressing and releasing either
of the following three switches. The actual activation occurs when the operator
allows the switch to return to the center OFF position (falling-edge activation).
When activated, the Cab PTO feature assumes engine control at the selected
engine speed.
1. PTO Set Switch
2. PTO Resume Switch
3. PTO Additional Switch (if installed)
c. Selected Engine Speed. If the Set Speed function was used to activate PTO, the
selected engine speed will be the PTO Set Switch Engine Speed parameter. If the
Resume Speed function was used for activation, the selected engine speed will be
the PTO Resume Switch Engine Speed parameter. If the PTO Additional switch
was used for activation, selected engine speed will be the PTO Additional Switch
Engine Speed parameter.
d. Active Operation. The PTO feature will maintain engine speed at the selected
engine speed. Engine brakes are disabled. The cab accelerator is ignored, unless
the PTO Accelerator Override function is enabled. Idle shutdown is disabled,
unless the Idle Shutdown In PTO function is enabled.
e. Adjust Selected Engine Speed. When the PTO feature is active, the user can
increase or decrease selected engine speed using the Ramp-Up and Ramp-Down
functions of the PTO Set/Resume switch. The user can establish a different
selected engine speed using the Set Speed and Resume Speed functions of the
PTO Set/Resume switch, or by using the PTO Additional switch, if installed. The
PTO feature will not ramp engine speed below the value of the PTO Minimum
Engine Speed parameter or the present Low Idle Speed, whichever is higher. The
PTO feature will not ramp engine speed above the value of the PTO Maximum
Engine Speed parameter or the High Idle Speed, whichever is lower.
f. Deactivation. The user may manually deactivate the PTO feature by placing the
CC/PTO On/Off switch to OFF. This will typically return engine fueling control
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

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to the idle governor. Deactivation will automatically occur when any of the
following conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter
(unless the Ignore Vehicle Speed Source in PTO parameter is enabled).
3. The clutch pedal is pressed (unless the PTO Clutch Override parameter is
disabled).
4. The service brake pedal is pressed (unless the PTO Service Brake Override
parameter is disabled).
5. The parking brake is not set (unless the Parking Brake Interlock parameter is
disabled).
6. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).
Operation (Remote PTO and Remote Station PTO)
Remote PTO has higher priority than Cab PTO. If Cab PTO is already operating the
PTO feature, the remote PTO feature will override the Cab PTO feature. When the
remote PTO feature relinquishes control of the engine, the Cab PTO feature regains
control of the engine. There are two forms of remote PTO operation. Remote PTO uses
a single switch, and is the same as Cummins has historically offered. Remote Station
PTO uses a switch setup like Cab PTO. Either the Remote PTO or the Remote Station
PTO can be enabled on any vehicle at a time, but not both.
Remote PTO:
a. Activation Conditions. The Remote PTO feature will not activate when any of
the following conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter.
3. The parking brake is not set (unless the Parking Brake Interlock parameter is
set to Cab Only or None).
4. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).
b. Activation. The operator may activate the Remote PTO feature using the Remote
PTO switch. When activated, the Remote PTO feature assumes engine control at
the selected engine speed.
c. Select Engine Speed. Selected Engine Speed is established when the Remote
PTO engine speed parameter is activated. The engine speed parameters depend
on the number of times the Remote PTO switch is toggled.
d. Active Operation. The Remote PTO feature will maintain engine speed at the
selected engine speed. Engine brakes are disabled. The cab accelerator is
ignored, unless the PTO Accelerator Override function is enabled. Idle shutdown
is disabled, unless the Idle Shutdown In PTO function is enabled.

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e. Adjust Selected Engine Speed. When the Remote PTO feature is active, the
user can select a different preset engine speed by toggling the Remote PTO
switch.
f. Deactivation. The operator may deactivate the Remote PTO feature using the
Remote PTO switch. This will typically return engine control to the idle
governor. Deactivation will automatically occur when any of the following
conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter
(unless the Ignore Vehicle Speed Source in PTO parameter is enabled).
3. The parking brake is not set (unless the Parking Brake Interlock parameter is
disabled).
4. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).
Remote Station PTO:
a. Activation Conditions. The Remote Station PTO feature will not activate when
any of the following conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter.
3. The parking brake is not set (unless the Parking Brake Interlock parameter is
set to Cab Only or None).
4. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).
b. Activation. The user may activate the Remote Station PTO feature by placing the
Remote Station PTO On/Off switch to the ON position, then momentarily
pressing and releasing either of the following three switches. The actual
activation occurs when the operator allows the switch to return to the center OFF
position (falling-edge activation). When activated, the Remote Station PTO
feature assumes engine control at the selected engine speed.
1. Remote Station PTO Set Switch
2. Remote Station PTO Resume Switch
3. Remote Station PTO Additional Switch (if installed)
c. Selected Engine Speed. If the Remote Station Set Speed function was used for
activation, the selected engine speed will be the Remote Station Set Speed
parameter. If the Remote Station Resume Speed function was used for activation,
the selected engine speed will be the Remote Station PTO Resume Switch Engine
Speed parameter. If the Remote Station PTO Additional switch was used for
activation, selected engine speed will be the Remote Station PTO Additional
Speed parameter.

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d. Active Operation. The Remote Station PTO feature will maintain engine speed
at the selected engine speed. Engine brakes are disabled. The cab accelerator is
ignored, unless the PTO Accelerator Override function is enabled. Idle shutdown
is disabled, unless the Idle Shutdown In PTO function is enabled.
e. Adjust Selected Engine Speed. When the Remote Station PTO feature is active,
the user can increase or decrease selected engine speed using the Ramp-Up and
Ramp-Down functions of the Remote Station PTO Set/Resume switch. The user
can establish a different selected engine speed using the Remote Station Set Speed
and Remote Station Resume Speed functions of the Remote Station PTO
Set/Resume switch, or by using the Remote Station PTO Additional switch, if
installed. The Remote Station PTO feature will not ramp engine speed below the
value of the PTO Minimum Engine Speed parameter or the present Low Idle
Speed, whichever is higher. The Remote Station PTO feature will not ramp
engine speed above the value of the PTO Maximum Engine Speed parameter or
the High Idle Speed, whichever is lower.
f. Deactivation. The user may manually deactivate the Remote Station PTO feature
by placing the Remote Station On/Off switch to OFF. This will typically return
engine fueling control to the idle governor. Deactivation will automatically occur
when any of the following conditions are true:
1. The ECM has an active vehicle speed sensor fault (unless the Ignore Vehicle
Speed Source in PTO parameter is enabled).
2. The vehicle speed is above the PTO Maximum Vehicle Speed parameter
(unless the Ignore Vehicle Speed Source in PTO parameter is enabled).
3. The parking brake is not set (unless the Parking Brake Interlock parameter is
disabled).
4. The transmission is not in neutral (unless the Transmission Interlock Function
parameter is disabled).

Interaction with Other Features and Parameters

Transmission Driven PTO – When Transmission Driven PTO is enabled and the ECM
is in Remote PTO mode or Remote Station PTO mode, the ECM will use the governor
gain set determined by the Transmission Driven PTO Type setting.

Programming Dependencies
Some portions of the PTO feature are not available on Emergency Vehicle calibrations.
Therefore, the following parameters are not adjustable in Emergency Vehicle
calibrations:
PTO Clutch Override
PTO Service Brake Override
PTO Pump Mode
PTO Pump Mode Maximum Vehicle Speed
PTO Pump Mode Vehicle Speed Sensor Override

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PTO The PTO parameter MUST be enabled in order for any forms of PTO (Cab PTO,
Remote PTO, or Remote Station PTO) to function.
Cab PTO and Remote Station PTO The Cab PTO and Remote Station PTO
parameters MUST NOT be enabled at the same time unless the Cab PTO On/Off Switch,
Cab PTO Set Switch, Cab PTO Resume Switch, and Cab PTO Alternate Switch are all
multiplexed. Cruise Control On/Off Switch, Cruise Control Set Switch and Cruise
Control Resume Switch SHOULD be multiplexed on applications that use Cruise Control
and Remote Station PTO.
Remote PTO and Remote Station PTO The Remote PTO and Remote Station PTO
parameters MUST NOT be enabled at the same time.
PTO Transmission Neutral Interlock The PTO Transmission Neutral Interlock
parameter MUST NOT be enabled if the Transmission Type is MANUAL, or if the
transmission in the vehicle does not support the SAE J1939 Data Link PGN 61442
(Electronic Transmission Controller 1), SPN 560 (Transmission Driveline Engaged)
message.

Hardware Required
CC/PTO On/Off Switch (OEM Components - for PTO)
PTO Remote Switch (OEM Components - for Remote PTO)
PTO Additional Switch (optional, OEM Components)
Set/Resume Switch (OEM Components)

Parameter Descriptions
PTO
Application The PTO parameter enables or disables the PTO feature. It covers all forms
of PTO: Cab PTO, Remote PTO, and Remote Station PTO. No form of PTO can be
used unless the PTO parameter is enabled.
Programming If the vehicle uses any part of the PTO feature, set the PTO parameter to
enable.
Note: The Cab PTO, Remote PTO, and Remote Station PTO features are considered
a subset of the PTO feature. In order to enable the Cab PTO, Remote PTO, or
Remote Station PTO parameters, the PTO parameter MUST be enabled.

Cab PTO
Application The Cab PTO parameter enables or disables the Cab PTO feature.
Programming If the vehicle uses the Cab PTO feature, set the Cab PTO parameter to
enable. The Cab PTO parameter cannot be enabled if the PTO parameter is disabled.

Remote PTO
Application The Remote PTO parameter enables or disables the Remote PTO feature.

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Programming If the vehicle uses the Remote PTO feature, set the Remote PTO
parameter to enable. The Remote PTO parameter cannot be enabled if the PTO
parameter is disabled. The Remote PTO parameter cannot be enabled if the Remote
Station PTO parameter is enabled.

Remote Station PTO

Application The Remote Station PTO parameter enables or disables the Remote Station
PTO feature.
Programming If the vehicle uses the Remote Station PTO feature, set the Remote
Station PTO parameter to enable. The Remote Station PTO parameter cannot be enabled
if the PTO parameter is disabled. The Remote Station PTO parameter cannot be enabled
if the Remote PTO parameter is enabled.

PTO Maximum Engine Load

Application The PTO Maximum Engine Load parameter defines an engine torque limit
imposed while the PTO feature (Cab PTO, Remote PTO, and Remote Station PTO)
operates.
Operation When the PTO feature is active, the ECM limits engine torque developed at
the flywheel to the PTO Maximum Engine Load parameter.
Programming Backwards calculate the PTO Maximum Engine Load parameter from
the manufacturer’s rating for the PTO device, and the gear ratio between the device and
the engine:
PTO Maximum Engine Load = Rated torque / Gear Ratio.

PTO Maximum Vehicle Speed

Application The PTO Maximum Vehicle Speed parameter defines a vehicle speed limit
above which the PTO feature (Cab PTO, Remote PTO, and Remote Station PTO) will not
operate.
Operation The PTO feature cannot activate if vehicle speed is greater than the PTO
Maximum Vehicle Speed parameter. If active, the PTO feature will deactivate if vehicle
speed exceeds the PTO Maximum Vehicle Speed parameter.
Programming Set the PTO Maximum Vehicle Speed to the maximum vehicle speed at
which PTO should be allowed to operate. If the PTO feature should operate only while
the vehicle is stationary, set the PTO Maximum Vehicle Speed parameter to 0 mph.

PTO Maximum Engine Speed

PTO Minimum Engine Speed
Application The PTO Maximum Engine Speed parameter and the PTO Minimum
Engine Speed parameter define the engine speed range imposed when the PTO feature
(Cab PTO, Remote PTO, or Remote Station PTO) operates.
Operation When the Ramp-Up function of the Cab PTO or Remote Station PTO
Set/Resume switches are used, the engine set speed cannot be adjusted higher than the

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PTO Maximum Engine Speed parameter. When the Ramp-Down function of the Cab
PTO or Remote Station PTO Set/Resume switches are used, the engine set speed cannot
be adjusted lower than the PTO Minimum Engine Speed parameter. The following
engine speed parameters SHOULD be programmed to fall within the range defined by
the PTO Minimum Engine Speed parameter and the PTO Maximum Engine Speed
parameter:

Cab PTO Parameters Remote PTO Parameters Remote Station PTO Parameters
PTO Additional Switch Engine Remote PTO Speed Setting 1 Remote Station Additional Switch Engine
Speed Speed
PTO Resume Switch Engine Remote PTO Speed Setting 2 Remote Station PTO Resume Switch
Speed Engine Speed
PTO Set Switch Engine Speed Remote PTO Speed Setting 3 Remote Station PTO Set Switch Engine
Speed
Remote PTO Speed Setting 4
Remote PTO Speed Setting 5

Programming The setting of the PTO Minimum Engine Speed parameter and the PTO
Maximum Engine Speed parameter should be backwards calculated using the ratings for
the minimum and maximum PTO device speeds, and the gear ratio between the engine
and the PTO device:
PTO Minimum Engine Speed parameter = PTO device lower desirable speed (in rpm) x gear
ratio.
PTO Maximum Engine Speed parameter = PTO device upper desirable speed (in rpm) x gear
ratio.

PTO Accelerator Override

PTO Accelerator Override Maximum Engine Speed
Application The PTO Accelerator Override function allows the cab accelerator to
temporarily increase engine speed beyond the set engine speed when the PTO feature
(Cab PTO, Remote PTO, or Remote Station PTO) is operating.
Operation When the PTO feature is active and the PTO Accelerator Override parameter
is enabled, engine fueling will at all times be controlled by either the PTO, or the
accelerator. The ECM will choose whichever controller is requesting the most fuel at
that time. The operator can override the PTO feature with either the cab or remote
accelerator. While the accelerator controls engine fueling, maximum engine speed is
limited to the PTO Accelerator Override Maximum Engine Speed parameter.
Programming If accelerator override should be allowed while the engine is in PTO
mode, set the PTO Accelerator Override parameter to enable. Set the PTO Accelerator
Override Maximum Speed parameter to the maximum engine speed that should be
allowed during PTO accelerator override. The PTO Accelerator Override Maximum
Speed parameter SHOULD be equal to or greater than the PTO Maximum Engine Speed
parameter.

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Note: The PTO Accelerator Override function is not available in Emergency Vehicle
Calibrations.

PTO Clutch Override

Application The PTO Clutch Override function prevents the Cab PTO and the Remote
Station PTO feature operation when the clutch pedal is pressed. This function applies
only during the Cab PTO and the Remote Station PTO operation, not the Remote PTO
operation.
Operation The Cab PTO feature cannot activate if the clutch pedal is pressed. If active,
the Cab PTO feature will deactivate if the clutch is pressed.
Programming If clutch override is desired, set the PTO Clutch Override parameter to
enable.

PTO Service Brake Override

Application The PTO Brake Override function prevents the Cab PTO feature operation
when the service brake pedal is pressed. This function applies only during Cab PTO
operation, not Remote PTO or Remote Station PTO operation.
Operation The Cab PTO feature cannot activate if the service brake pedal is pressed. If
active, the Cab PTO feature will deactivate if the service brake pedal is pressed.
Programming If service brake override is desired, set the PTO Service Brake Override
parameter to enable.

PTO Parking Brake Interlock Type

Application The PTO Parking Brake Interlock parameter can be set to one of four
different values. The PTO Parking Brake Interlock function can be set to apply to all
forms of PTO, or Cab PTO only, or remote PTO only (which includes both Remote PTO
and Remote Station PTO).
Operation The PTO Parking Brake Interlock function prevents the PTO feature
operation when the parking brake is not set. If PTO is active, PTO will deactivate if the
parking brake is released.
Programming The PTO Parking Brake Interlock Type may be set as follows:
All If the Parking Brake Interlock function is desired for both Cab PTO and
remote PTO (which includes both Remote PTO and Remote Station PTO), set
PTO Parking Brake Interlock Type to All.
Cab Only If the Parking Brake Interlock function is desired only for Cab PTO,
set the PTO Parking Brake Interlock Type parameter to Cab Only. When the
PTO Parking Brake Interlock parameter is set to Cab Only, the Parking Brake
Switch will ignored for Remote PTO and Remote Station PTO operation.
Remote Only If the Parking Brake Interlock function is desired only for remote
PTO only (which includes both Remote PTO and Remote Station PTO), set the
PTO Parking Brake Interlock Type parameter to Remote. When the PTO Parking

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Brake Interlock parameter is set to Remote Only, the Parking Brake Switch will
ignored for Cab PTO operation.
None If the Parking Brake Interlock function is not desired, set the PTO Parking
Brake Interlock Type parameter to None.

PTO Transmission Neutral Interlock

Application The PTO Transmission Neutral Interlock function applies to all forms of
PTO; Cab PTO, Remote PTO, and Remote Station PTO.
Operation If the PTO Transmission Neutral Interlock parameter is enabled, the PTO
feature cannot activate unless the transmission indicates that it is in neutral via the SAE
J1939 Data Link PGN 61445 (Electronic Transmission Controller 2) message. Both SPN
523 (Transmission Current Gear) and SPN 524 (Transmission Selected Gear) must
indicate that the transmission is in neutral, that is broadcast the value of zero. If either
SPN 523 or SPN 524 broadcast anything other than zero (neutral), the PTO feature will
not activate.
If the PTO feature is active, it will deactivate if either SPN 523 (Transmission Current
Gear) or SPN 524 (Transmission Selected Gear) broadcast anything other than zero
(neutral), or 61445 (Electronic Transmission Controller 2) message times out.
Programming If PTO Transmission Neutral Interlock is desired, set the PTO
Transmission Neutral Interlock parameter to enable. The PTO Transmission Neutral
Interlock parameter MUST not be enabled if the transmission does not support the SAE
J1939 Data Link PGN 61445 (Electronic Transmission Controller 2) SPN 523
(Transmission Current Gear) and SPN 524 (Transmission Selected Gear) messages.

PTO Resume Switch Engine Speed

PTO Set Switch Engine Speed
PTO Additional Switch Engine Speed
Application These parameters define three preset engine operating speeds for the Cab
PTO. This permits the operator to initiate or reestablish PTO operation at a known
engine speed. To access the engine speed defined by the PTO Additional Switch Engine
Speed parameter, an OEM-supplied PTO Additional switch MUST be installed.
Operation The ECM uses the three (3) preset speeds for operation of the Cab PTO
feature as follows:
a. Resume Speed Engagement with the Resume Switch engages the PTO at the
PTO Resume Switch Engine Speed.
b. Set Speed Engagement with the Set Switch engages the PTO at the PTO Set
Switch Engine Speed.
c. PTO Additional Switch Engine Speed Engagement with the PTO Additional
Switch engages the PTO at the PTO Additional Switch Engine Speed.
Programming The PTO Minimum Engine Speed parameter and the PTO Maximum
Engine Speed parameter SHOULD be programmed first. Then, program the PTO Set

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Switch Engine Speed, PTO Resume Switch Engine Speed, and PTO Additional Switch
Engine Speed to the desired values. Setting the PTO Additional Switch Engine Speed
parameter requires installation of the PTO Additional Switch.

Remote Station PTO Resume Switch Engine Speed

Remote Station PTO Set Switch Engine Speed
Remote Station PTO Additional Switch Engine Speed
Application These parameters define three preset engine operating speeds for the
Remote Station PTO. This permits the operator to initiate or reestablish PTO operation at
a known engine speed. To access the engine speed defined by the Remote Station PTO
Additional Switch Engine Speed parameter, an OEM-supplied Remote Station PTO
Additional switch MUST be installed.
Operation The ECM uses the three (3) preset speeds for operation of the Remote Station
PTO feature as follows:
a. Remote Station PTO Resume Switch Engine Speed Engagement with the
Remote Station Resume Switch engages the PTO at the Remote Station PTO
Resume Switch Engine Speed.
b. Remote Station PTO Set Switch Engine Speed Engagement with the Remote
Station Set Switch engages the Remote Station PTO at the Remote Station PTO
Set Switch Engine Speed.
c. Remote Station PTO Additional Switch Engine Speed Engagement with the
Remote Station PTO Additional Switch engages the PTO at the Remote Station
PTO Additional Switch Engine Speed.
Programming The PTO Minimum Engine Speed parameter and the PTO Maximum
Engine Speed parameter SHOULD be programmed first. Then, program the Remote
Station PTO Set Switch Engine Speed, Remote Station PTO Resume Switch Engine
Speed, and Remote Station PTO Additional Switch Engine Speed to the desired values.
Setting the Remote Station PTO Additional Switch Engine Speed parameter requires
installation of the Remote Station PTO Additional Switch.

PTO Engine Speed Ramp Rate

Application The PTO Engine Speed Ramp Rate parameter defines the rate of engine
speed change when using the Ramp-Up or Ramp-Down functions of the PTO and
Remote Station PTO Set/Resume switches. The PTO Engine Speed Ramp Rate will also
control engine acceleration when PTO engages.
Operation The PTO Engine Speed Ramp Rate parameter affects both the Ramp-Up and
Ramp-Down functions of the PTO and Remote Station PTO Set/Resume switches. When
the Ramp-Up function is used, governed engine speed will increase at a rate defined by
the PTO Engine Speed Ramp Rate parameter. When the Ramp-Down function is used,
governed engine speed will decrease at a rate defined by the PTO Engine Speed Ramp
Rate parameter.

Revision 17, 16 December 2013 Page 152 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming The PTO Engine Speed Ramp Rate parameter SHOULD be set to the
desired rate of engine speed change when using the Ramp-Up and Ramp-Down functions
of the PTO Set/Resume switch. Smaller values will increase resolution, allowing more
precise PTO governed engine speed control. Larger values will allow faster response to
governed engine speed changes.

Remote PTO Number of Speed Settings

Application The Remote PTO Number of Speed Settings parameter defines the number
of preset engine operating speeds for the Remote PTO feature that may be accessed using
the Remote PTO switch.
Operation There are up to five preset engine speeds which may be selected for the
Remote PTO feature operation using the Remote PTO switch. The availability of these
parameters is determined by the value of the Remote PTO Number of Speed Settings
parameter.
For example, if the Remote PTO Number of Speed Settings parameter is set to three,
Remote PTO Speed Setting 1 through Remote PTO Speed Setting 3 are available for
programming, and may be selected via the Remote PTO switch. In this case, Remote
PTO Speed Setting 4 and Remote PTO Speed Setting 5 cannot be programmed, and
cannot be accessed by the Remote PTO Switch.
Programming Set the Remote PTO Number of Speed Settings parameter to the desired
number of preset Remote PTO engine speeds required when operating under Remote
PTO control.

Remote PTO Speed Setting 1

Remote PTO Speed Setting 2
Remote PTO Speed Setting 3
Remote PTO Speed Setting 4
Remote PTO Speed Setting 5
Application These parameters define five preset engine operating speeds for the Remote
PTO feature that may be accessed using the Remote PTO switch. This permits the
operator to initiate or reestablish PTO operation at a known engine speed. In order to
access engine speeds defined by these parameters, an OEM-supplied Remote PTO Switch
MUST be installed.
Operation The operator toggles the Remote PTO Switch to toggle through the Remote
PTO Speed Settings. For example, three (3) toggles of the Remote PTO Switch will
select the Remote PTO Speed Setting 3. The ECM engages the Remote PTO feature at
the selected speed. See the figure below for visual clarification.

Revision 17, 16 December 2013 Page 153 of 225 © Copyright 2013 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide AEB 15.141

Programming First, program the PTO Minimum Engine Speed parameter and the PTO
Maximum Engine Speed parameter. Then, the Remote PTO Number of Speed Settings
parameter SHOULD be programmed. Finally, program the number or Remote PTO

(OFF) To ECM (OFF) To ECM (OFF) To ECM To ECM

(OFF)
Off Off Off Off
ON On ON On ON On ON On
OFF OFF OFF OFF
Off Off Off Off
Off Position ON Position (OFF) Position ON Position

Remote PTO is Remote PTO Momentary Remote PTO set

OFF engages at position speed changes to
Remote PTO Remote PTO
Speed Setting 1 Speed Setting 2
Operation of Remote PTO Switch (Off-On-(Off) switch) with at least 2 pre-programmed
speeds for Remote PTO. Switch positions represent a time sequence from left to right.

(OFF) To ECM (OFF) To ECM

To ECM (OFF) To ECM (OFF) To ECM
Off Off (OFF) (OFF) To ECM (OFF) To ECM
ON Off Off Off
On ON On ON Off Off
ON On On ON On ON On ON On
OFF OFF
OFF OFF OFF
OFF OFF
Off Off
Off Off Off Off
Of f Position ON Position Off
(OFF) Position ON Position (OFF) Position ON Position
(OFF) Position

Speed 1 Momentary Speed 2 Momentary Speed 3 Momentary

OFF

(OFF) To ECM To ECM

(OFF) To ECM To ECM
Off Off (OFF) (OFF) To ECM
Off Off (OFF)
ON On ON On
ON On ON On Off
ON On
OFF OFF
OFF OFF
Off Off OFF
Off Off
ON Position (OFF) Position Off
ON Position (OFF) Position
ON Position

Speed 4 Momentary Speed 5 Momentary Speed 1

Operation of Remote PTO Switch (Off-On-(Off) switch) with 5 pre-programmed speeds

for Remote PTO. Switch positions represent a time sequence from left to right.

Figure 20. Engagement of Remote PTO feature with Remote PTO Switch at different set speeds
Speed Settings to equal the Remote PTO Number of Speed Settings. Begin with Remote
PTO Speed Setting 1.

Alternate PTO Operation (PTO Firetruck)

Application The Alternate PTO Operation (also known as PTO Firetruck) parameter
enables or disables the Alternate PTO Operation function of the Cab PTO and Remote
Station PTO feature. The Alternate PTO function alters the engagement and operation of
the PTO feature. Except as noted in this section, the ECM identifies the Alternate PTO
as the standard PTO feature, and all limits and conditions that apply to the standard PTO
also apply to the Alternate PTO Operation. The Alternate PTO Operation feature is
available for all Cummins products along with Emergency Vehicle calibrations. A
vehicle with Alternate PTO Operation set to enable no longer has standard Cab PTO or
Remote Station PTO operation.

Operation The Alternate PTO Operation function alters the engagement and operation
of the PTO feature as noted below.
a. Engagement. In Alternate PTO Operation, the PTO will not engage at preset
speeds. The PTO engages when the Cab PTO or Remote Station PTO
Set/Resume switch transitions from Off to Set or Off to Resume (Rising-edge
activation). The PTO engages at the current engine speed, and begins ramping up
or down depending on whether Set Switch or Resume Switch was used to engage
Alternate PTO Operation, and whether Set Switch or Resume Switch equals
Accelerate or Coast (see the Cruise Control Switch Usage section of this AEB for
more details). The PTO Additional Switch will not engage Alternate PTO
Operation.
Note: Activation differs in PTO and Alternate PTO. The PTO engages on the
falling-edge of the Set/Resume switch, while the Alternate PTO engages on
the rising-edge of the Set/Resume switch.
b. Speed Control. The Alternate PTO Operation feature disables all “step” speed
setting changes. The feature will not change engine speed to a preset speed. The
only way to change engine speed in the Alternate PTO Operation mode is to
smoothly ramp up and down with the Set/Resume switch.
Programming If the vehicle should use the Alternate PTO Operation function, set the
Alternate PTO Operation parameter to enable.

PTO Zero Vehicle Speed Source Limit

Application The PTO Zero Vehicle Speed Source Limit parameter enables or disables
PTO speed limits based on zero vehicle speed or vehicle speed errors. If the PTO Zero
Vehicle Speed Source Limit parameter is enabled, the PTO speed will be limited to the
minimum value of Maximum Engine Speed Without Vehicle Speed Source (see the
Vehicle Speed Input section of this AEB for more details) or PTO Accelerator Override
Maximum Speed if the vehicle speed is zero or a vehicle speed sensor error becomes
active.
Programming If the PTO feature should function at the normal operating range
regardless of vehicle speed sensor issues, set the PTO Zero Vehicle Speed Source Limit
parameter to disable. If the engine speed should be limited while in PTO and the vehicle
is at zero vehicle speed or a vehicle speed sensor error becomes active, set the PTO Zero
Vehicle Speed Source Limit parameter to enable.

Ignore Vehicle Speed Source in PTO

Application The Ignore Vehicle Speed Source in PTO feature allows the user to ignore
PTO dependence on the vehicle speed.
Operation If the Ignore Vehicle Speed Source in PTO parameter is enabled, the PTO
feature will remain active if vehicle speed increases above the PTO Maximum Vehicle
Speed parameter or if a vehicle speed fault (including tampering) is generated. However,
the PTO feature cannot activate and cannot be adjusted if vehicle speed is greater than the

PTO Maximum Vehicle Speed parameter. If the Ignore Vehicle Speed Source in PTO
parameter is enabled, PTO can activate if a vehicle speed sensor error is present.
If the Ignore Vehicle Speed Source in PTO parameter is disabled, PTO will deactivate
once vehicle speed increases above the PTO Maximum Vehicle Speed parameter or a
vehicle speed sensor error becomes active.
Programming If PTO should not exit when vehicle speed is above PTO Maximum
Vehicle Speed or when a vehicle speed sensor error becomes active and if PTO should
activate even with a vehicle speed sensor error, set the Ignore Vehicle Speed Source in
PTO parameter to enable.

PTO Pump Mode

PTO Pump Mode Maximum Vehicle Speed
PTO Pump Mode Vehicle Speed Sensor Override
Application The PTO Pump mode feature is used when an automotive engine is used for
pumping operations while the vehicle is stationary. This feature and all its settings are
defined in AEB 15.123 – Stationary Pumping Operations Oil & Gas Applications.
Programming If PTO Pump Mode feature operation is desired, please refer to AEB
15.123 – Stationary Pumping Operations Oil & Gas Applications.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
PTO PTO
Cab PTO Cab PTO
Remote PTO Remote PTO
Remote Station PTO Remote Station PTO
PTO Maximum Engine Load PTO Maximum Engine Load
PTO Maximum Vehicle Speed PTO Maximum Vehicle Speed
PTO Maximum Engine Speed PTO Maximum Speed
PTO Minimum Engine Speed PTO Minimum Speed
PTO Accelerator Override PTO Accelerator Override
PTO Accelerator Override Maximum Speed PTO Accelerator Override Maximum Engine Speed
PTO Clutch Override PTO Clutch Override
PTO Service Brake Override PTO Service Brake Override
PTO Parking Brake Interlock Type Parking Brake Interlock Type
PTO Transmission Neutral Interlock Transmission Neutral Interlock
PTO Resume Switch Engine Speed PTO Resume Switch Speed
PTO Set Switch Engine Speed PTO Set Switch Speed
PTO Additional Switch Engine Speed PTO Additional Switch Speed
Remote Station PTO Resume Switch Engine Speed Resume Switch Speed
Remote Station PTO Set Switch Engine Speed Set Switch Speed
Remote Station PTO Additional Speed Additional Switch Speed
PTO Engine Speed Ramp Rate PTO Ramp Rate
Remote PTO Number of Speed Settings Remote PTO Number of Speed Settings
Remote PTO Speed Setting 1 Remote PTO Speed Setting 1
Remote PTO Speed Setting 2 Remote PTO Speed Setting 2
Remote PTO Speed Setting 3 Remote PTO Speed Setting 3
Remote PTO Speed Setting 4 Remote PTO Speed Setting 4
Remote PTO Speed Setting 5 Remote PTO Speed Setting 5
Alternate PTO (PTO Firetruck) Alternate PTO Operation
PTO Zero Vehicle Speed Source Limit PTO Zero Vehicle Speed Source Limit
Ignore Vehicle Speed Source in PTO Ignore Vehicle Speed Source In PTO
PTO Pump Mode PTO Pump Mode
PTO Pump Mode Maximum Vehicle Speed PTO Pump Mode Maximum Vehicle Speed
PTO Pump Mode Vehicle Speed Sensor Override PTO Pump Mode Vehicle Speed Sensor Override

Remote Accelerator
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Remote Accelerator Enable None
Remote Accelerator Mode Level None

General Feature Description

Overview
The Remote Accelerator feature allows the use of a continuously variable accelerator,
other than the primary vehicle accelerator, to control engine speed or torque. The
Remote Accelerator feature MUST NOT be used for the primary vehicle accelerator, as
it does not include idle validation. Its simpler interface makes the remote accelerator
suitable for extended lengths of wiring. Accelerator response depends on the currently
selected accelerator governor, Variable Speed Governor or Automotive Governor (see the
Switchable Governor Type section of this AEB for further details).
Note: If the Remote Accelerator parameter is enabled and Switchable Governor
Type parameter is not enabled, Variable Speed governor is always used when
the Remote Accelerator is in command. No trim is necessary. It applies to all
automotive calibrations.
Note: The governor type change will not take effect unless the controlling
accelerator is 0%.
Note: The remote accelerator is not designed to control engine operation while
operating the vehicle on public roadways. It does not have an idle validation
function or the full level of diagnostics and redundancy that is required of the
driver’s Accelerator Position Sensor.

Operation
a. Activation Conditions. Remote Accelerator activation requires that there be no
active remote accelerator faults.
b. Activation. The operator activates the Remote Accelerator feature by placing the
Remote Accelerator On/Off switch to ON. Depending on the value of the Remote
Accelerator Mode parameter, the Remote Accelerator position may need to be
momentarily less than or equal to the position of the Primary Accelerator before
the Remote Accelerator is active.
c. Active Operation. The Remote Accelerator provides continuously variable
engine control in response to the position of the Remote Accelerator position
sensor. The exact type of control (torque or speed) depends on the current fueling
governor, Variable Speed or Automotive governor. See the Switchable Governor
Type section of this AEB for further details on the Variable Speed and
Automotive fueling governors.
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d. Deactivation. The operator deactivates the Remote Accelerator feature by

placing the Remote Accelerator On/Off switch to OFF. When the Remote
Accelerator feature deactivates, the remote accelerator relinquishes control of
engine fueling and the primary accelerator commands engine fueling. Depending
on the value of the Remote Accelerator Mode parameter, the Primary Accelerator
position may need to be momentarily less than or equal to the position of the
Remote Accelerator before the Primary Accelerator is active. Deactivation occurs
automatically if a remote accelerator fault becomes active.
e. Cab Override. If the Remote Accelerator Mode parameter is set to Maximum
Accelerator, the primary vehicle accelerator may be used to override the requested
fueling of the remote accelerator. If this function is active, the greater accelerator
position between the remote and primary accelerators is the accepted value by the
ECM. This affects continued feature operation only - the activation and
deactivation conditions do not change. The cab accelerator SHOULD still pass
all idle validation requirements, even during an override.

Hardware Required
Remote Accelerator Position Sensor (See AEB 15.67 – Electronic Accelerator Pedal
Position Performance Specification (Interface) for more details.)
Remote Accelerator On/Off Switch (See AEB 15.140 – CM2350 Electronic Subsystem
Technical Package – OEM Components for more details.)

Interaction with Other Features and Parameters

Transmission Driven PTO – When the Transmission Driven PTO parameter is set to
enable and the ECM is in Remote Accelerator mode, the ECM will use the governor gain
set determined by the Transmission Driven PTO Type parameter setting.

Parameter Descriptions
Remote Accelerator
Application The Remote Accelerator parameter enables or disables the Remote
Accelerator feature. The Remote Accelerator feature is controlled by the Remote
Accelerator On/Off Switch.
Programming If the vehicle should use the Remote Accelerator feature, set the Remote
Accelerator parameter to enable.
Note: The Remote Accelerator Position Sensor may be either hardwired or SAE
J1939 Data Link multiplexed.
Note: The Remote Accelerator On/Off Switch may be either hardwired or SAE
J1939 Data Link multiplexed.

Remote Accelerator Mode

Application The Remote Accelerator Mode parameter selects one of three modes for the
Remote Accelerator operation; Mode 0, Mode 1, and Mode 4:
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

0) Remote Accelerator Not Including Transition Verification.

a. The control of engine fueling is set proportionate to the position of the
Remote Accelerator when the Remote Accelerator switch is ON.
b. The control of engine fueling is set proportionate to the position of the
Primary Accelerator when the Remote Accelerator switch is OFF.

1) Remote Accelerator Including Transition Verification.

a. The control of engine fueling is set proportionate to the position of the
Remote Accelerator when the Remote Accelerator switch is ON, and the
position of the Remote Accelerator has at least momentarily transitioned
to less than or equal to the position of the Primary Accelerator.
Note: Remote Accelerator will not take control of the engine fueling
until the Remote Accelerator position is momentarily less than
or equal to the position of the Primary Accelerator.
b. Control of engine fueling is set proportionate to the position of the
Primary Accelerator when the Remote Accelerator switch is OFF.
Note: The Primary Accelerator will not take control of the engine
fueling until the Primary Accelerator position is momentarily
less than or equal to the position of the Remote Accelerator.

4) Maximum Accelerator.
a. When the Remote Accelerator switch is ON, the control of engine fueling
is set proportionate to the greater value of the Remote Accelerator or the
Primary Accelerator.
b. When the Remote Accelerator switch is OFF, the control of engine fueling
is set proportionate to the position of the Primary Accelerator.

Programming Select the Remote Accelerator Mode as desired.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide Name INSITE/VEPS Name
Remote Accelerator Remote Accelerator Pedal or Lever
Remote Accelerator Mode Remote Accelerator Mode

Road Speed Governor

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Maximum Vehicle Speed Level mph
Maximum Accelerator Vehicle Speed Level mph
Road Speed Governor Upper Droop Level mph
Road Speed Governor Lower Droop Level mph
Driver Initiated Override Enable None
Driver Initiated Override Maximum Road Speed
Level mph
Delta
Driver Initiated Override Maximum Distance Level Miles
Driver Initiated Override Reset Distance Level Miles
Switched Maximum Vehicle Speed Enable None
Switched Maximum Vehicle Speed Setting Level mph
Green House Gas Vehicle Speed Limiter Enable None
Green House Gas Vehicle Speed Limiter Speed
Level mph
Limit
Green House Gas Vehicle Speed Limiter Maximum
Level Miles
Active Distance
Green House Gas Vehicle Speed Limiter Expiration
Level Miles
Distance

General Feature Description

Overview
The Road Speed Governor (RSG) feature limits the maximum vehicle speed when the
cab accelerator pedal controls engine fueling.

Operation
a. Activation. When the driver is controlling vehicle speed using the cab
accelerator, the Road Speed Governor feature will automatically activate when
the vehicle reaches the value set by the Maximum Vehicle Speed parameter.
When the Road Speed Governor feature activates, the Road Speed Governor
feature controls engine fueling at the Maximum Vehicle Speed parameter value.
b. Active Operation. The Road Speed Governor feature will control vehicle speed
at the maximum.
c. Deactivation. The Road Speed Governor feature returns fueling control to the
accelerator if the accelerator pedal position requests less fueling than required to
maintain the maximum vehicle speed.

Programming Dependencies
The Road Speed Governor feature has no enable parameter. The feature is always
enabled if the Vehicle Speed Sensor Type parameter is set to anything other than None.
The parameters in this feature, therefore, do not depend on an enable parameter to apply.
Switched Maximum Vehicle Speed / Governor Type Switch / Switched Maximum
Engine Operating Speed:
The Switched Maximum Vehicle Speed Switch shares an ECM pin with the Governor
Type Switch and the Maximum Switched Engine Speed Switch. Therefore, the Governor
Type Switch parameter and the Switched Maximum Engine Operating Speed parameter
may be enabled at the same time. However, if either the Governor Type Switch
parameter or the Switched Maximum Engine Operating Speed parameter are enabled, the
Switched Maximum Vehicle Speed parameter may not be enabled.

Hardware Required
Vehicle Speed Sensor (AEB 15.140 – CM2350 Electronic Subsystem Technical Package
– OEM Components)
Accelerator Pedal (AEB 15.67 – Electronic Accelerator Pedal Position Performance
Specification (Interface))

Interaction with Other Features

Cruise Control / Switched Maximum Vehicle Speed:
Cruise Control will be disabled if the Switched Maximum Vehicle Speed feature is
enabled and the Switched Maximum Vehicle Speed Switch is active.

Parameter Descriptions
Maximum Vehicle Speed
Application The Maximum Vehicle Speed parameter defines the maximum vehicle
speed the ECM will control to under any circumstances including a Driver Initiated
Override Speed Delta increase.
Programming See the figure below for an overview of how the Maximum Vehicle
Speed parameter interacts with the other vehicle speed determination features to
determine the final vehicle speed limit. See the specific associated features for details on
the calculations within each feature.

Vehicle Speed Limit Determination Overview

Driver Initiated
Cruise Control
Override Speed
M aximum Speed
Delta Active

Cruise Control Green House Gas

Gear Down
Droop VSL M aximum
Protection
Adjustment Speed

CC/RSG Final Applied

Driver Reward Least Applied Vehicle Least
Adjusted Vehicle Speed
Adjustment Wins Speed Limit Wins
M aximum Speed Limit

Road Speed
Active Derates / M aximum
Governor Droop
Inducements Vehicle Speed
Adjustment

M aximum
Accelerator
Vehicle Speed

Maximum Accelerator Vehicle Speed

Application The Maximum Accelerator Vehicle Speed parameter defines the base
maximum vehicle speed when operating under accelerator control. Several features may
decrease this limit (e.g. Gear Down Protection, Driver Reward, and Green House Gas
Vehicle Speed Limiter), and some may increase this limit (e.g. Driver Reward and the
lower droop function of the Road Speed Governor). The Maximum Accelerator Vehicle
Speed parameter is independent of the Maximum Cruise Control Speed parameter. The
Maximum Accelerator Vehicle Speed parameter may be set higher than the Maximum
Cruise Control Speed parameter or the Maximum Cruise Control Speed parameter may
be set higher than the Maximum Accelerator Vehicle Speed parameter. But both must be
set less than or equal to the Maximum Vehicle Speed parameter.
Operation Final maximum vehicle speed under accelerator control is calculated using
the following terms. Refer to the figure below for visual clarification.
a. Base Value. The base value of maximum vehicle speed is the Maximum
Accelerator Vehicle Speed parameter.
b. Gear Down Protection Override. If the Gear Down Protection feature is
enabled, then this feature will replace the maximum vehicle speed according to
gear. If the transmission is currently in any gear other than top gear, then
maximum vehicle speed will be reduced.
c. Driver Reward Delta. If the Driver Reward feature is enabled, then this feature
may increase or decrease maximum accelerator vehicle speed but never exceed

the Green House Gas Vehicle Speed Limiter Speed Limit or the Maximum
Vehicle Speed.
d. Maximum Vehicle Speed. Vehicle speed is always limited to the Maximum
Vehicle Speed parameter regardless of any other consideration including Driver
Initiated Override Maximum Road Speed Delta.

Maximum
Accelerator
Maximum
Vehicle Speed Select Select
parameter +/- Minimum Minimum
vehicle
speed

Gear Down GDP enabled Driver Reward Maximum Smart RSG

Protection and Transmission delta speed Vehicle Speed Adjustment
override speed not in top gear parameter

Maximum Accelerator Vehicle Speed Limit Calculation

Programming Set the Maximum Accelerator Vehicle Speed parameter to the desired

Maximum Accelerator
Vehicle Speed
Best Driver Reward Maximum
SUM
Bonus Vehicle Speed

Accelerator Lower
Droop

Maximum Accelerator Vehicle Speed Programming

base maximum vehicle speed when using the accelerator to control the engine. The
Maximum Accelerator Vehicle Speed parameter SHOULD be less than the Maximum
Vehicle Speed parameter. If Driver Reward and Accelerator Droop are used, the sum of
these inputs combined with the Maximum Accelerator Vehicle Speed parameter
SHOULD always be less than or equal to the Maximum Vehicle Speed parameter as
shown in the figure above.

Road Speed Governor Upper Droop

Road Speed Governor Lower Droop
Application These parameters allow the permitted maximum vehicle speed to deviate
slightly from the standard maximum vehicle speed when the Road Speed Governor
feature is active. The permitted maximum vehicle speed is higher than the standard
maximum vehicle speed when engine load is low, preserving vehicle momentum. The
permitted maximum vehicle speed is lower than the standard maximum vehicle speed
when engine load is high, improving fuel economy.
Operation When active, the Road Speed Governor feature always operates on one of
three curves: Upper Droop, Isochronous, and Lower Droop. Refer to the figure below
for visual clarification. These curves are distinguished by the current amount of engine
fueling.
a. Upper Droop. When the Road Speed Governor feature is operating on the Upper
Droop and fueling is at maximum, permitted maximum vehicle speed is the
standard maximum vehicle speed minus the Accelerator Upper Droop parameter.
As fueling is decreased, permitted maximum vehicle speed gradually approaches
the standard maximum vehicle speed.
b. Isochronous. When the Road Speed Governor feature is operating on the
Isochronous curve, permitted maximum vehicle speed is the same as the standard
maximum vehicle speed.
c. Lower Droop. When the Road Speed Governor feature is operating on the
Lower Droop curve and fueling is at minimum, permitted maximum vehicle speed
is the standard maximum vehicle speed plus the Accelerator Lower Droop
parameter. As fueling is increased, permitted vehicle speed gradually approaches
the standard maximum vehicle speed.

Accelerator
Engine Upper Droop
Parameter Max
Torque Torque
Curve

Upper Droop Curve

High Fueling
Threshold

Isochronous Curve
Low Fueling
Threshold
Lower Droop Curve

Actual Vehicle Speed

Standard Maximum
Accelerator Lower
Vehicle Speed
Droop Parameter
Road Speed Governor Operating Curves

Programming These parameters may be programmed from zero to three mph. Higher
values give better fuel economy, lower values give tighter speed control.

Driver Initiated Override

Driver Initiated Override Maximum Road Speed Delta
Driver Initiated Override Maximum Distance
Driver Initiated Override Reset Distance
Application The Driver Initiated Override feature allows the driver to temporarily
increase the maximum vehicle speed above the Maximum Accelerator Vehicle Speed
parameter or the Green House Gas Vehicle Speed Limiter Speed Limit. This feature will
assist the vehicle to pass other vehicles traveling at or near the Maximum Accelerator
Vehicle Speed. The increased vehicle speed is limited by the Driver Initiated Override
Maximum Road Speed Delta parameter.
For a Green House Gas certified Vehicle Speed Limiter, the Driver Initiated Override
feature allows the driver to temporarily increase the maximum vehicle speed above the
Green House Gas Vehicle Speed Limiter Speed Limit parameter. In the Green House
Gas regulation this functionality is referred to as a Soft Top Vehicle Limit. Driver
Initiated Override will affect the Green House Gas credit that can be claimed according to
the Vehicle Speed Limiter effectiveness calculation defined in the Green House Gas
regulation. See the example Effective Speed calculations at the end of this section.
Operation When the Driver Initiated Override feature is enabled, the maximum vehicle
speed controlled by the accelerator pedal can go beyond the limit set by the Maximum

Accelerator Vehicle Speed parameter or by the Green House Gas Vehicle Speed Limiter
Speed Limit for a Green House Gas certified configuration for a limited distance.
The Driver Initiated Override feature is activated if all of the following are met:
The vehicle speed is near the Maximum Accelerator Vehicle Speed or the Green
House Gas Vehicle Speed Limiter Speed Limit.
The vehicle is in Top Gear as defined by the Transmission Top Gear Ratio
parameter.
The driver cycles the accelerator pedal, from the idle position to a position greater
than 70%, two times in less than 15 seconds.
Once the Driver Initiated Override feature is activated, the vehicle speed will be allowed
to increase to Maximum Accelerator Vehicle Speed + Driver Initiated Override
Maximum Road Speed Delta for up to 10 miles or for a Green House Gas certified
configuration up to the value of the Maximum Active Distance. The driver can continue
to activate this feature until the vehicle has driven in the Driver Initiated Override mode
for the Driver Initiated Override Maximum Distance. Once the vehicle has driven in the
Driver Initiated Override mode for the Driver Initiated Override Maximum Distance, the
feature will not be available again until the vehicle has driven Driver Initiated Override
Reset Distance; at which time the feature will again be available to the driver.
All of the accumulated vehicle distances mentioned above are saved during ECM power
down and restored on ECM power up.
The Driver Initiated Override feature is deactivated if any of the following are met:
The vehicle has traveled 10 miles during the present the Driver Initiated Override
event.
The vehicle has traveled the Driver Initiated Override Maximum Distance while
in the Driver Initiated Override mode.
The accelerator pedal is moved to less than 70%.
The vehicle is no longer in Top Gear.
When the feature is deactivated, the vehicle speed will ramp down to the Maximum
Accelerator Vehicle Speed or lower depending on the accelerator position.
Programming If the operator should be able to increase the maximum vehicle speed
temporarily beyond the Maximum Accelerator Vehicle Speed limit or the Green House
Gas Vehicle Speed Limiter Speed Limit, set the Driver Initiated Override parameter to
enable. The increased maximum vehicle speed limit is controlled by the Driver Initiated
Override Maximum Road Speed Delta parameter.
Note: The increased maximum vehicle speed set by the Driver Initiated Override
feature is limited by the Maximum Vehicle Speed parameter. In order to
properly use this feature, Maximum Accelerator Vehicle Speed and Green
House Gas Vehicle Speed Limiter Speed Limit should be set less than or
equal to Maximum Vehicle Speed minus any Driver Initiated Override
Maximum Road Speed Delta.

Switched Maximum Vehicle Speed

Switched Maximum Vehicle Speed Setting
Application The Switched Maximum Vehicle Speed feature allows the customer to use
a switch to set a vehicle speed limit for two different maximum vehicle speeds. The
secondary reference speed for Road Speed Governor is set by the Switched Maximum
Vehicle Speed Setting parameter. This is the lower vehicle speed limit that is enforced
when Switched Maximum Vehicle Speed switch is active.
Programming If the operator wants to switch between two different maximum vehicle
speed limits, set the Switched Maximum Vehicle Speed to enable. The secondary
reference speed for Road Speed Governor is changed by the Switched Maximum Vehicle
Speed Setting.
Note: The Switched Maximum Vehicle Speed Switch is hardwired only.

Green House Gas Vehicle Speed Limiter

Application This feature limits the vehicle speed to the Green House Gas Vehicle Speed
Limiter Speed Limit. Only the Driver Initiated Override Maximum Road Speed Delta
when active will allow the vehicle to exceed the Green House Gas Vehicle Speed Limiter
Speed Limit. The Green House Gas Vehicle Speed Limiter parameter is secured by the
Green House Gas Vehicle Speed Limiter Password.
Operation When enabled all other defined speed limits will be limited to the Green
House Gas Vehicle Speed Limiter Speed Limit including:
Maximum Cruise Control Speed
Cruise Control Upper Droop
Cruise Control Lower Droop
Driver Reward
Gear Down Protection
Maximum Accelerator Vehicle Speed
Road Speed Governor Upper Droop
Road Speed Governor Lower Droop
Programming If Green House Gas credit is being claimed for a Vehicle Speed Limiter
set the Green House Gas Vehicle Speed Limiter parameter to enabled.

Green House Gas Vehicle Speed Limiter Speed Limit

Application This parameter defines the maximum vehicle speed allowed for Green
House Gas Vehicle Speed Limiter. The Green House Gas Vehicle Speed Limiter Speed
Limit parameter is secured by the Green House Gas Vehicle Speed Limiter Password.
Operation The value of the Green House Gas Vehicle Speed Limiter Speed Limit
parameter is the maximum vehicle speed allowed under all operating conditions except
when the Driver Initiated Override is active.
Programming Set the Green House Gas Vehicle Speed Limiter Speed Limit parameter
to the maximum vehicle speed that is allowed for the Green House Gas Vehicle Speed
Limiter.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Green House Gas Vehicle Speed Limiter Maximum Active Distance

Application This parameter defines the maximum distance a single Driver Initiate
Override event can occur. Generally this is set to a value that would be sufficient to
allow a vehicle traveling at similar road speeds to another vehicle enough distance to pass
the other vehicle in a reasonable distance based on the Driver Initiated Override
Maximum Road Speed Delta. The Green House Gas Vehicle Speed Limiter Maximum
Active Distance parameter is secured by the Green House Gas Vehicle Speed Limiter
Password.
Operation When the Driver Initiated Override is active this is the maximum distance
that can be travelled at the vehicle speed delta without reactivating the override.
Programming Set the Green House Gas Vehicle Speed Limiter Maximum Active
Distance parameter to the distance that should be allowed for a single override event.

Green House Gas Vehicle Speed Limiter Expiration Distance

Application The Green House Gas Vehicle Speed Limiter Expiration Distance is a data
field with no interaction with the speed limiter function. It is provided for the OEM to
document a predetermined limit to the Green House Gas Vehicle Speed Limiter. The
distance can be viewed in INSITE such that value recorded by the OEM for an expiring
Green House Gas credit can be determined. The Green House Gas Vehicle Speed
Limiter Expiration Distance parameter is secured by the Green House Gas Vehicle Speed
Limiter Password.
Operation This feature does not affect the speed limiter in operation in any manner. It
will not automatically disable the speed limiter when the vehicle mileage exceeds the
expiration distance.
Programming Set the Green House Gas Vehicle Speed Limiter Expiration Distance
parameter to the vehicle distance in miles when the Green House Gas credit for the
Vehicle Speed Limiter expires.

Example Green House Gas Vehicle Speed Limiter Effective Speed

Calculations
Use the following equation to calculate the Effective Speed value to be used in the Green
House Gas Emissions Model (GEM) credit determination:
Effective Speed = ExF * [STF * STSL + (1 - STF) * DSL] + (1 - ExF) * 65
Where:
ExF = VSL Expiration Distance / 1,259,000 miles
STF = DIO Max Distance / DIO Reset Distance Threshold
STSL = Vehicle Speed Limiter Speed Limit + DIO Maximum Road Speed Delta
DSL = Vehicle Speed Limiter Speed Limit

Example 1
Effective Speed of a sleeper cab with a VSL of 62 mph for at least 1,259,000 miles (no
expiration):
Effective Speed = ExF * [STF * STSL + (1 - STF) * DSL] + (1 - ExF) * 65
Where:
ExF = 1,259,000 / 1,259,000 (no expiration)
STF = 0 miles / 0 miles (no soft top)
STSL = 62 mph + 0 mph (no soft top)
DSL = 62 mph

Effective Speed = ExF * [STF * STSL + (1 - STF) * DSL] + (1 - ExF) * 65 mph

= 1 * [ 0 * 62 mph + (1 - 0) * 62 mph] + (0) * 65 mph
= 1 * [ 62 mph] + 0 mph
= 62 mph

Example 2
Effective Speed of a sleeper cab with a VSL of 62 mph for at least 629,500 miles and
with a Soft Top of 65 mph for 47.4 miles per reset period of 474 miles:
Effective Speed = ExF * [STF * STSL + (1 - STF) * DSL] + (1 - ExF) * 65
Where:
ExF = 629,500 / 1,259,000 = 0.5
STF = 47.4 miles / 474 miles = 0.1
STSL = 62 mph + 3 mph = 65 mph
DSL = 62 mph

Effective Speed = ExF * [STF * STSL + (1 - STF) * DSL] + (1 - ExF) * 65 mph

= 0.5 * [ 0.1 * 65 mph + (1 - 0.1) * 62 mph] + (0.5) * 65 mph
= 0.5 * [ 6.5 mph + 55.8 mph] + 32.5 mph
= 31.2 mph + 32.5 mph
= 63.7 mph

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
Maximum Vehicle Speed Maximum Vehicle Speed
Maximum Accelerator Vehicle Speed Maximum Accelerator Vehicle Speed
Accelerator Upper Droop Road Speed Governor Upper Droop
Accelerator Lower Droop Road Speed Governor Lower Droop
Driver Initiated Override Reserve Speed
Driver Initiated Override Maximum Road
Reserve Speed – Speed Increase
Speed Delta
Driver Initiated Override Maximum
Reserve Speed - Override Distance
Distance
Driver Initiated Override Reset Distance Green House Gas - Override Distance
Maximum Active Distance Green House Gas - Active Distance
Green House Gas Vehicle Speed Limiter Green House Gas Vehicle Speed Limiter
Green House Gas Vehicle Speed Limiter
Maximum Vehicle Speed
Speed Limit
Green House Gas Vehicle Speed Limiter
Distance Threshold
Expiration Distance
Switched Maximum Vehicle Speed Switched Maximum Vehicle Speed
Switched Maximum Vehicle Speed Setting Switched Maximum Road Speed Setting

Service Brake Pedal Position Switch

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Service Brake Switch Enable None

General Feature Description

Overview
The Service Brake Pedal Position Switch can be an optional OEM installed component.
This feature tells the ECM if a hardwired or SAE J1939 Data Link multiplexed Service
Brake Pedal Position Switch is installed or not. It is used to detect the position of the
service brake pedal. The Service Brake Pedal Position Switch is used by some features
like Cruise Control, Idle Shutdown, PTO, etc.

Operation
The Service Brake Pedal Position Switch interacts with different OEM features when
enabled. If some applications use the service brake (e.g. Cruise Control is inactive and
PTO will shut off when Service Brake is ON. When the Service Brake changes states,
the feature prevents Idle Shutdown), then the Service Brake Pedal Position Switch is
enabled. Applications would have the option of disabling the Service Brake Pedal
Position Switch completely to prevent undesirable interactions.

Hardware Required
Service Brake Pedal Position Switch (OEM Components)

Parameter Descriptions
Service Brake Switch
Application The Service Brake Switch parameter tells the ECM if a hardwired or SAE
J1939 Data Link multiplexed Service Brake Pedal Position Switch is installed or not.
Programming If either a hardwired or SAE J1939 Data Link multiplexed Service Brake
Pedal Position Switch is installed, and the service brake switch interaction function is
desired, set the Service Brake Switch parameter to enable.

Set/Resume Switch
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Set/Resume Switch Usage Condition None

General Feature Description

Note: This section provides the operational information for the critical Set/Resume
switch, and serves as a single resource for understanding the programming of
this switch and how all related features are affected by the Set/Resume
Switch. The Set/Resume Switch is not an actual feature by itself, and the
Set/Resume Switch Usage parameter may be programmed within one of
several different features, depending on the specific programming tool.
Further, some of the information in this section may be repeated in other
places in the OEM Programming Guide.

Overview
This section describes all functionality of the Set/Resume switch for 2013 engines, and
the implications of the Set/Resume Switch Usage parameter to that functionality.

Operation
The Set/Resume switch is involved in the activation and operation of several distinct
features. The table below describes the involvement of the Set/Resume Switch in these
features.
Note: This only applies when these parameters are hardwired inputs and are not
multiplexed.

Functions Performed by
Feature To Activate Feature
Set/Resume Switch
Cruise Control enabled Engage at current vehicle speed,
Vehicle speed above 30 mph engage at saved Resume speed,
Cruise Control No Vehicle Speed Sensor errors bump-up, bump-down, ramp-up or
CC/PTO On/Off switch is ON ramp- down.
Service brake and clutch pedals are not pressed
Engine is stopped Flash-out the next fault code
Diagnostics Keyswitch is on (increment), flash-out the previous
Diagnostics On/Off switch is ON fault code (decrement).
Low Idle Speed Adjustment enabled Increment idle speed, Decrement
Low Idle Speed Engine is running at idle idle speed.
Adjustment CC/PTO On/Off switch is OFF
PTO enabled Engage Alternate PTO, ramp-up,
Alternate or “Firetruck” PTO enabled ramp-down.
PTO No Vehicle Speed Sensor errors
(Alternate PTO) Clutch and brake pedal not pressed if required (See
“PTO/Remote PTO”)
All conditions met for PTO
PTO enabled Engage PTO at programmed Set
Engine speed is above the minimum PTO speed and speed, engage PTO at programmed
below the maximum PTO speed Resume speed, engage PTO at
Engine load is below the maximum engine PTO load programmed Set/Resume speed,
No Vehicle Speed Sensor errors ramp-up or ramp-down.
PTO (Normal PTO) Vehicle speed is below the maximum PTO vehicle
speed
Clutch and brake pedal not pressed if required (See
“PTO/Remote PTO”)
CC/PTO switch is ON

Function Descriptions from Table

Accelerate. Dependent upon the feature and operator usage, the Accelerate function will
Increment, Bump-up or Ramp-up. This will be associated with increasing the engine
speed, increasing the target vehicle speed or scrolling forward through displayed
information.
Bump-down. A Bump-down occurs when the operator momentarily moves the
Set/Resume Switch to the Coast position, then releases it.
Bump-up. A Bump-up occurs when the operator momentarily moves the Set/Resume
Switch to the Accelerate position, then releases it.
Coast. Dependent upon the feature and operator usage, the Coast function will
Decrement, Bump-down, or Ramp-down. This will be associated with decreasing the
engine speed, decreasing the target vehicle speed or scrolling backward through
displayed information.
Decrement. A Decrement occurs when the operator momentarily (less than 0.5 seconds)
moves the Set/Resume Switch to the Coast position, then releases it.
Increment. An Increment occurs when the operator momentarily (less than 0.5 seconds)
moves the Set/Resume Switch to the Accelerate position, then releases it.
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copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Ramp-down. A Ramp-down occurs when the operator moves the Set/Resume Switch to
the Coast position, and holds it for more than 0.5 seconds.
Ramp-up. A Ramp-up occurs when the operator moves the Set/Resume Switch to the
Accelerate position, and holds it form more than 0.5 seconds.
Resume. The Resume function is hardwired, i.e. Pin 19 always represents Resume. This
function can be associated with either Coast or Accelerate, depending on the setting of
the Set/Resume Switch Usage parameter.
Set. The Set function is hardwired, i.e. Pin 12 always represents Set. This function can
be associated with either Coast or Accelerate, depending on the setting of the Set/Resume
Switch Usage parameter.

Parameter Descriptions
Set/Resume Switch Usage
Application The Set/Resume Switch Usage parameter associates the Set function of the
Set/Resume switch with either Coast or Accelerate.
Programming If the Set function should be associated with Coast, set the Set/Resume
Switch Usage parameter to Set/Coast. If the Set function should be associated with
Accelerate, set this parameter to Set/ Accelerate. The Resume function of the
Set/Resume Switch will automatically assume to opposite association from the Set
function. i.e. Set/Coast = Resume/Accelerate, and Set/Accelerate = Resume/Coast.

Detailed Feature Descriptions

Cruise Control
Operation The Cruise Control feature operates relative to the Set/Resume Switch as
follows:
a. Engage at current vehicle speed. The Set position of the Set/Resume Switch
engages cruise control at the current vehicle speed when the appropriate vehicle
conditions in table exist (Activation table above). The operator moves the switch
to the Set position, then releases. The cruise control engages when the switch
moves to the Set position.
b. Engage at a saved Resume speed. The Resume position of the Set/Resume
switch engages cruise control at the saved Resume speed when the appropriate
vehicle conditions in table exist. The vehicle should have a Resume speed saved,
meaning the cruise control should have been engaged since the last ECM
powerdown or the Cruise Control Save Set Speed parameter should be enabled
(Y). The operator moves the switch to the Resume position, then releases. The
cruise control engages when the switch moves to the Resume position.
c. Bump-up. The Accelerate position of the Set/Resume switch performs a Bump-
Up while the cruise control is already engaged and the vehicle speed is below the
Cruise Control Maximum Vehicle Speed. The operator moves the switch to the
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Accelerate position then back to OFF within 0.5 seconds. The ECM performs the
Bump-up when the switch returns to OFF, which increases the cruise control set
speed by 1 mph.
d. Bump-down. The Coast position of the Set/Resume switch performs a Bump-
down while the cruise control is already engaged and the vehicle speed is above
30 mph. The operator moves the switch to the Coast position then back to OFF
within 0.5 seconds. The ECM performs the Bump-down when the switch returns
to OFF, which decreases the cruise control set speed by 1 mph.
e. Ramp-up. The Accelerate position of the Set/Resume switch performs a Ramp-
up while cruise control is already engaged and the vehicle speed is below the
Cruise Control Maximum Vehicle Speed. The operator moves the switch to the
Accelerate position and holds it for longer than 0.5 seconds. When the Ramp-up
begins, the cruise control set speed increases by 1 mph per second until the
operator releases the Set/Resume switch or the cruise control set speed equals the
Cruise Control Maximum Vehicle Speed.
f. Ramp-down. The Coast position of the Set/Resume switch performs a Ramp-
down while cruise control is already engaged and the vehicle speed is above
30 mph. The operator moves the switch to the Coast position and holds it for
longer than 0.5 seconds. When the Ramp-down begins, the cruise control set
speed decreases by 1 mph per second until the operator releases the Set/Resume
switch or the cruise control set speed equals 30 mph.

Diagnostics
Operation The Diagnostics feature operates relative to the Set/Resume Switch as
follows:
a. Fault Code Flash-out. When the ECM enters Diagnostics mode as described in
the table above, the ECM begins flashing out active fault codes. Active fault
codes are stored in a circular queue as shown in the figure below. If there are no
active fault codes, the ECM simply leaves the Red Stop Lamp and the Amber
Warning Lamp lit until the operator exits the Diagnostics mode. When in
diagnostics mode, the ECM performs the following sequence:
Turn the Amber Warning Lamp on for a brief period, and then turn it off.
Flash the thousands place of the fault code with the Red Stop Lamp, brief
pause. The ECM skips this step for a 3-digit fault code.
Flash the hundreds place of the fault code with the Red Stop Lamp, brief
pause.
Flash the tens place of the fault code with the Red Stop Lamp, brief pause.
Flash the ones place of the fault code with the Red Stop Lamp, brief
pause.
Turn the Amber Warning Lamp on for a brief period, and then turn it off,
brief pause.

The ECM will flash each fault code twice, and then move on to the next
fault code.
b. Increment. When the Set/Resume switch transitions to the Accelerate position in
diagnostics mode, the ECM begins flashing the next active fault code, starting
with step 1 in the flash-out sequence. The ECM will stop in the middle of
flashing out the current fault code to do this. For example, in the figure below, if
the ECM were on fault code 6 when the operator used this function, the ECM
would begin flashing fault code 1.
c. Decrement. When the Set/Resume switch transitions to the Coast position in
diagnostics mode, the ECM begins flashing the previous active fault code, starting
with step 1 in the flash-out sequence. The ECM will stop in the middle of
flashing out the current fault code to do this. For example, in the figure below, if
the ECM were on fault code 1 when the operator used this function, the ECM
would begin flashing fault code 6.
Note: The accelerator pedal will also activate the diagnostics mode. Accelerator
activated diagnostics is entered with the Keyswitch ON and the engine OFF
by pressing the accelerator to full-on and back to idle 3 times. The fault codes
will begin flashing as above, and the operator can increment to the next fault
code by pressing the accelerator again and releasing. There is no decrement
function in when diagnostics are activated in this manner.

Diagnostics Fault Code Queue With 6 Active Fault Codes

FC 1

FC 6 Increment FC 2
1 per switch
activation

Decrement
1 per switch
activation
FC 5 FC 3

FC 4

Diagnostics Circular Queue Illustration

Low Idle Speed Adjustment

Operation The Low Idle Speed Adjustment feature operates relative to the Set/Resume
Switch as follows:
a. Engage. There is no specific engage for the Idle Speed Adjustment feature. The
feature is active when the conditions in the table above occur.
b. Increment. When the operator moves the Set/Resume switch to the Accelerate
position and back to the center OFF position within 0.5 seconds, the ECM
increases the idle set speed by 25 rpm. This function will increase the idle speed
until the maximum idle set speed is reached.
c. Decrement. When the operator moves the Set/Resume switch to the Coast
position and back to the center OFF position within 0.5 seconds, the ECM
decreases the idle set speed by 25 rpm. This function will decrease the idle speed
until the minimum idle set speed is reached.

PTO (Alternate PTO)

Overview The Alternate PTO feature has the following key differences from the normal
PTO feature:
a. The feature engages at the current engine speed instead of a pre-set speed.
b. The feature will not change the engine speed setting in a “step” fashion; the
engine speed may only be changed in a ramp fashion or by disengaging the
Alternate PTO, changing the engine speed manually, and then re-engaging the
Alternate PTO. The functions Return to PTO Set Switch Engine Speed and
Return to PTO Resume Switch Engine Speed from the normal PTO feature does
not work for the Alternate PTO feature.
c. The Alternate PTO engages when the Set/Resume switch is moved to Set or
Resume. Electrically, the Alternate PTO engages on the “rising edge”. The
normal PTO engages when the switch returns to the center OFF position.
Electrically, the normal PTO engages on the “falling edge”.
Operation The Alternate PTO function of the PTO feature operates relative to the
Set/Resume Switch as follows:
a. Engage Alternate PTO. The Alternate PTO feature engages at the current
engine speed when the conditions in Table above are met and the operator moves
the Set/Resume switch to Set or Resume.
b. Ramp-up. The Accelerate position of the Set/Resume switch performs a Ramp-
up when held for more than 0.5 seconds. The ECM will ramp the Alternate PTO
engine speed up until the engine speed in effect is reached or the operator releases
the Accelerate switch.
c. Ramp-down. The Coast position of the Set/Resume switch performs a Ramp-
down when held for more than 0.5 seconds. The ECM will ramp down the
Alternate PTO engine speed until the engine speed in effect is reached or the
operator releases the Coast switch.

PTO (Normal PTO)

Operation The PTO (Normal PTO) feature operates relative to the Set/Resume Switch
as follows:
a. Engage at PTO Set Switch Engine Speed. The Set position of the Set/Resume
switch engages the PTO engine speed controller at the engine speed defined by
the parameter PTO Set Switch Engine Speed. The operator moves the switch to
the Set position, then releases while the conditions in table above exist. PTO
engine speed control engages when the switch returns to the center OFF position.
b. Engage at PTO Resume Switch Engine Speed. The Resume position of the
Set/Resume switch engages the PTO engine speed controller at the engine speed
defined by the parameter PTO Resume Switch Engine Speed. The operator
moves the switch to the Resume position, then releases while the conditions in

table above exist. PTO engine speed control engages when the switch returns to
the center OFF position.
c. Return to PTO Set Switch Engine Speed. Anytime during PTO operation,
when the operator presses the Set setting of the Set/Resume switch and lets it
return to the center OFF position in less than 0.5 seconds, the ECM will change
the PTO speed to the PTO Set Switch Engine Speed parameter.
d. Return to PTO Resume Switch Engine Speed. Anytime during PTO operation,
when the operator presses the Resume setting of the Set/Resume switch and lets it
return to the center OFF position in less than 0.5 seconds, the ECM will change
the PTO speed to the PTO Resume Switch Engine Speed parameter.
e. Ramp-up. The Accelerate position of the Set/Resume switch performs a Ramp-
up when held for more than 0.5 seconds. The engine speed will continue to ramp
up until the maximum engine speed in effect is reached or the operator releases
the Accelerate switch.
f. Ramp-down. The Coast position of the Set/Resume switch performs a Ramp-
down when held for more than 0.5 seconds. The engine speed will continue to
ramp down until the minimum speed for PTO engagement is achieved or the
operator releases the Coast switch.

Starter Lockout
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Starter Lockout Enable None
Starter Lockout Relay Type Type None

General Feature Description

Overview
The Starter Lockout feature prevents the starter motor from engaging while the engine is
already running. The Starter Lockout feature is especially useful for vehicles where the
operator is not in close proximity with the engine. For the Starter Lockout feature to
operate, an OEM-supplied Starter Lockout relay MUST be installed.
Note: OEM’s that purchase Cummins branded starters MUST integrate a “Starter
Lockout (SLO)” feature in their cranking circuit. OEM’s can either
implement the Starter Lockout feature currently available in Cummins engines
controls or substitute an equivalent control system that may be available
through their vehicle controller. In either case, the system MUST protect the
starter from being engaged into a running engine and disable the starter when
the engine speed exceeds 400 rpm during an engine start.

Programming Dependencies
The Starter Lockout feature is not available on Emergency Vehicle calibrations.
Therefore, the following parameters are not adjustable in Emergency Vehicle
calibrations:
Starter Lockout
Starter Lockout Relay Type

Hardware Required
Starter Lockout Relay (OEM Components)

Parameter Descriptions
Starter Lockout
Application This parameter enables or disables the Starter Lockout feature.
Programming If the vehicle uses the Starter Lockout feature, set the Starter Lockout
parameter to enable.
Note: The starter lockout feature is defaulted on (enabled) for all 2013 products with
the exception of the Emergency Vehicles. If this feature is not desired, the
OEM needs to turn this feature off using Cummins tools.

Starter Lockout Relay Type

Application The Starter Lockout Relay Type parameter defines the relay switching logic
of the Starter Lockout Relay to the ECM.
Programming If the Starter Lockout Relay is normally Open (i.e. power is required to
close the contacts and permit a start), set this parameter to enable. If the Starter Lockout
Relay is normally Closed (i.e. the contacts are closed without power applied to the relay),
set the Starter Lockout Relay Type to disabled.

Starter Over Crank Protection

Application The Starter Over Crank Protection feature is designed to prevent the
thermal failure of starter motors. With the Over Crank Protection function in place, the
ECM will track the cumulated engine cranking time within each 120 second counter
cycle. If the cumulative engine cranking time reaches 30 seconds in each counter cycle,
the ECM will take the following actions:
1. Fault code will be logged.
2. Starter Lockout Relay output signal will prevent the starter motor from engaging
for 120 seconds to allow the starter motor to cool down.
3. Wait to Start Lamp will be flashed to indicate the Starter Lockout feature will
NOT allow the starter motor to be engaged during this period.
4. After 120 seconds forced cool down time expired, the Starter Lockout Relay
output signal will allow the starter motor to be engaged.

Please note:
The Over Crank Protection will function only if Cummins Starter Lockout feature
(OEM Programmable) is enabled and the Starter Lockout Relay is installed.
Flashing of Wait to Start Lamp indicates Over Crank Protection while solid Wait
to Start Lamp means Grid Heater operation upon key on.
There is no lamp notification for ISX12 and ISX15 as they do not support a Wait
to Start Lamp.
The Starter Lockout Relay output signal will behave differently with Over Crank
Protection as compared with the Starter Lockout feature without Over Crank
Protection. OEM’s who use the Starter Lockout pin for functions other than
starter protection will be impacted.

Programming The Over Crank Protection feature is currently not programmable by the
OEM. It is calibrated on for all 2013 products when the Starter Lockout feature is
enabled.

Switchable Governor Type

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Governor Type Switch Enable None
Governor Type Type None

General Feature Description

Overview
The Governor Type Switch feature allows the OEM to select either a torque-controlled or
speed-controlled governor for the accelerator input. The feature allows the OEM to set
up an OEM-defined input to switch the accelerator governor type.

Operation
The Governor Type parameter indicates the default accelerator governor type. If the
OEM enables the Governor Type Switch feature, the ECM monitors the input from the
Switchable Governor Type Switch. When the Governor Type Switch closes and
connects the input pin to ground, the ECM imposes the non-default accelerator governor
type. For example, if the OEM sets the Governor Type parameter to Variable Speed and
enables Governor Type Switch, the ECM operates in the Variable Speed mode normally,
and switches the accelerator governor type to Automotive when the operator closes the
Governor Type Switch.

Programming Dependencies
Governor Type Switch / Switched Maximum Vehicle Speed / Switched Maximum
Engine Operating Speed:
The Governor Type Switch shares an ECM pin with the Switched Maximum Vehicle
Speed Switch and the Maximum Switched Engine Speed Switch. The Governor Type
Switch and Maximum Switched Engine Speed Switch may be enabled at the same time.
However, if either the Governor Type Switch or Maximum Switched Engine Speed
Switch are enabled, the Switched Maximum Vehicle Speed Switch may not be enabled.
Note: The OEM should use caution when enabling the Governor Type Switch and the
Maximum Switched Engine Speed Switch at the same time since they share an
ECM pin.
Note: The Governor Type Switch may be hardwired only.

Hardware Required
Governor Type Switch (OEM Components)

Parameter Descriptions
Governor Type Switch
Application The Governor Type Switch parameter enables or disables the switchable
governor aspect of the Switchable Governor Type feature.
Programming If the accelerator governor type should be switchable, set the Governor
Type Switch parameter to enable.

Governor Type
Application The Governor Type parameter selects one of the two available accelerator
governors, Variable Speed (VS) or Automotive. The ECM uses the selected governor as
the default and the other governor as the switched governor when the operator closes the
Switchable Governor Type Switch. If the OEM sets the Switchable Governor Type
parameter to disable, the ECM always uses the governor selected by the Governor Type
parameter.
Operation Accelerator response will vary according to the selected accelerator
governor, Automotive or Variable Speed.
a. Automotive Governor. This governor translates accelerator position into fuel
rate, approximating accelerator position to engine torque. This governor responds
similarly to a mechanical accelerator. The figure below illustrates the Accelerator
interaction and the torque curve for this governor type.
b. Variable Speed Governor. This governor translates accelerator position into
engine speed, approximating accelerator position to engine speed. This governor
is used when tight engine speed control is required, such as vocational
applications using a “creep” gear. The figure below illustrates the Accelerator
interaction and the torque curve for this accelerator type.
100% Throttle Max
Torque
Curve
Engine
Torque 80% Throttle

60% Throttle

40% Throttle

20% Throttle

Engine Speed

Automotive Governor Response

Max
Torque
Curve
Engine
Torque
60% Throttle

40% Throttle 80% Throttle

20% Throttle 100% Throttle

Engine Speed

Variable Speed Governor Response

Programming Set the Governor Type parameter to the governor type desired.

Switched Maximum Engine Operating Speed

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Switched Maximum Engine Operating Speed
Enable None
Enable
Maximum Switched Engine Speed Level rpm
Maximum Operating Speed Switch Setup Condition None

General Feature Description

Overview
The Switched Maximum Engine Operating Speed feature selects a lower maximum
engine speed when an OEM-defined condition turns the Maximum Engine Speed Switch
ON; for example, the OEM may set the switch to lower the maximum engine when
powering a speed-sensitive component or device.

Operation
There are two Maximum Engine Speed switch positions, LIMIT and NORMAL. When
the switch is in NORMAL (not active) position, engine speed is limited to an application-
dependent maximum speed determined by Cummins. When the switch is in LIMIT
(active) position, maximum engine speed is limited to a speed defined by the Maximum
Switched Engine Speed parameter.

Programming Dependencies
The Switched Maximum Engine Operating Speed feature is not available on Emergency
Vehicle calibrations. Therefore, the following parameters are not adjustable in
Emergency Vehicle calibrations:
Switched Maximum Engine Operating Speed Enable
Maximum Switched Engine Speed
Maximum Operating Speed Switch Setup
Switched Maximum Engine Operating Speed / Switched Maximum Vehicle Speed /
Governor Type Switch:
The Maximum Switched Engine Speed Switch shares an ECM pin with the Switched
Maximum Vehicle Speed Switch and the Governor Type Switch. The Governor Type
Switch and Maximum Switched Engine Speed Switch may be enabled at the same time.
However, if either the Governor Type Switch or Maximum Switched Engine Speed
Switch are enabled, the Switched Maximum Vehicle Speed Switch may not be enabled.
Note: The OEM should use caution when enabling the Governor Type Switch and the
Maximum Switched Engine Speed Switch at the same time since they share an
ECM pin.
Note: The Maximum Switched Engine Speed Switch may be hardwired only.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

Hardware Required
Maximum Switched Engine Speed Switch (OEM Components)

Parameter Descriptions
Switched Maximum Engine Operating Speed Enable
Application The Switched Maximum Engine Operating Speed Enable parameter enables
or disables the Switched Maximum Engine Operating Speed feature.
Programming If the vehicle should use the Switched Maximum Engine Operating
Speed feature, set the Switched Maximum Engine Operating Speed Enable parameter to
enable.

Maximum Switched Engine Speed

Application The Maximum Switched Engine Speed parameter describes the rpm value
of the switched engine speed limit.
Operation When the Switched Maximum Engine Operating Speed Switch is in the
LIMIT position, the ECM applies the Maximum Switched Engine Speed to limit engine
speed. This limit competes with all other limits in a least-wins fashion. When the
Switched Maximum Engine Operating Speed Switch is in the NORMAL position, the
Switched Maximum Engine Operating Speed feature does not contribute a speed limit to
the engine speed limit selection.
Programming Program the Maximum Switched Engine Speed parameter according to
the maximum desired engine speed (i.e. accounting for gear ratios) in the LIMIT position.
For a speed-protected PTO device, use:

Device Max rpm

Maximum Switched Engine Speed =
Gear Ratio

Maximum Switched Engine Speed Calculation

Maximum Operating Speed Switch Setup

Application The Maximum Operating Speed Switch Setup parameter determines
whether a closed or open switch engages the Maximum Switched Engine Speed Limit.
Operation If the Maximum Operating Speed Switch Setup parameter is set to Active
Closed, a closed Maximum Operating Speed Switch will impose the Maximum Switched
Engine Speed Limit. If Maximum Operating Speed Switch Setup is set to Active Open,
an open Maximum Operating Speed Switch will impose the Maximum Switched Engine
Speed Limit.

Programming The OEM SHOULD carefully consider which switching logic to use for
this function. Circuit failure conditions need to be considered.
If the OEM sets the Maximum Operating Speed Switch Setup parameter to Active Open,
the engine speed will be limited to the Maximum Switched Engine Speed value while the
switch is open or if the circuit were to fail open. Conversely, if the OEM sets the
Maximum Operating Speed Switch Setup parameter to Active Closed, the engine speed
will be limited the Maximum Switched Engine Speed value while the switch is closed. If
the circuit were to fail open, the engine would be allowed to operate at normal engine
speeds.

Tire Wear Adjustment (ISX12 and ISX15 Only)

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Tire Wear Adjustment Enable None
Expected Life of Tires Level Miles
Tire Size Percent Change Level %
Beginning Tire Size Level Revs/Mile

General Feature Description

Overview
The Tire Wear Adjustment feature uses tire wear estimates to correct for vehicle speed
and distances in various features. OEMs who have detailed knowledge of their tire
performance can program the detailed information necessary to maximize the usefulness
of this feature.

Operation
The ECM uses the beginning and ending tire size with the expected tire mileage to plot a
tire size trajectory with distance. Depending on the vehicle distance travelled since the
last tire change, the ECM then estimates the current tire size and corrects vehicle speeds
and distances accordingly. The estimated tire size reverts to the Beginning Tire Size
when the feature is reset by a technician; this SHOULD be done when the tires are
changed.

Programming Dependencies
The parameter Beginning Tire Size applies regardless of the setting of the Tire Wear
Adjustment parameter. All other parameters in this feature require the Tire Wear
Adjustment parameter = enable, or the ECM will not use them.
The Vehicle Speed Sensor Anti-Tampering feature is not available on Emergency
Vehicle calibrations. Therefore, the following parameters are not adjustable in
Emergency Vehicle calibrations:
Tire Wear Adjustment
Expected Life of Tires
Tire Size Percent Change
Beginning Tire Size

Information Needed
Initial Tire Size (revs/mile)
Final Tire Size at tire change interval (revs/mile)
Length of tire change interval (miles)

Hardware Required
Vehicle Speed Sensor (OEM Components)

Parameter Descriptions
Tire Wear Adjustment
Application The Tire Wear Adjustment parameter enables or disables the Tire Wear
Adjustment feature.
Programming If the ECM should correct for tire size changes with wear, set the Tire
Wear Adjustment parameter to enable.

Expected Life of Tires

Application The Expected Life of Tires parameter tells the ECM how long it takes the
tires to wear from new to the final change out size.
Operation The ECM ramps down the current tire size estimate from the Beginning Tire
Size to the calculated final tire size as shown in the figure below. Once the vehicle
mileage since a tire change exceeds the Expected Life of Tires parameter, the ECM
assumes tire size stays at the lowest level until reset by a technician at a tire-change, or
the mileage greatly exceeds the Expected Life of Tires. When the mileage greatly
exceeds the Expected Life of Tires parameter, the ECM changes the estimated tire size to
a middle value between the Beginning Tire Size and the calculated final tire size. This
reduces errors if the feature is mistakenly not reset at a tire change, and mitigates
attempts to bypass ECM speed-limiting algorithms if the feature is intentionally not reset
at a tire change.
Programming Set the Expected Life of Tires parameter to the mileage value matching
the Final Tire Size parameter entered. Preferably, this will be based on a mileage and tire
size data point from actual vehicle usage. This SHOULD match the normal tire change
interval for maximum accuracy.

Tire Size Percent Change

Application The Tire Size Percent Change parameter indicates to the ECM the tire size
reached at the Expected Life of Tires point.
Operation The ECM calculates a final tire size based on the Beginning Tire Size and
Tire Size Percent Change parameters. For example, if the Beginning Tire Size is
500 rev/mile, and the expected final size is 520 rev/mile, set the Tire Size Percent Change
parameter to 4%. Use the calculation shown below if the initial and final tire sizes are
known.

Final – Initial 520 – 500

= = 0.04
Initial 500
Tire Size Percent Change Calculation

Programming Set the Tire Size Percent Change parameter to define the desired final tire
size as described.

Beginning Tire Size

Application The Beginning Tire Size parameter tells the ECM the starting value for tire
size after a tire change.
Operation The ECM uses this value to define the beginning of the estimated tire size
ramp. See the figure below for visual clarification.
Programming Set the Beginning Tire Size parameter to the value appropriate for new
tires on the vehicle.

Beginning Tire Size

500
Mileage at Expected
Tire Size Life of Tires
(Example only;
Units of
revs/mile) Default tire size

Ending Tire Size (Calculated

from Tire Size Percent Change)
550

Vehicle Miles Since Last Reset Distance >> Expected life of tires

ECM Tire Size Calculation

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
Tire Wear Adjustment Tire Wear Adjustment
Expected Life of Tires Expected Tire Service Life
Tire Size Percent Change Expected Percent Change in Tire Size
Beginning Tire Size Tire Size

Transmission Driven PTO

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Transmission Driven PTO Enable None
Transmission Driven PTO Type Type None
Transmission Driven PTO with Vehicle Speed
Type None
Processing

General Feature Description

Background
In many PTO applications, components such as; hydraulic pumps, vacuum pumps,
chippers, grinders, and the like are connected through a transfer case located behind the
vehicle’s transmission tail shaft. When the equipment is engaged, the tail shaft of the
transmission turns even though the wheels of the vehicle are stationary. On vehicles
where the vehicle speed sensor is applied to the transmission tail shaft, the engine ECM
will calculate vehicle speed from sensing the rotation of this tail shaft. The Transmission
Driven PTO feature eliminates the need for OEMs and Body Builders to switch out the
vehicle speed sensor while running an auxiliary PTO device. Since the Vehicle Speed
Sensor is an OBD sensor for the 2013 products and beyond, the OEM may no longer
implement circuit interruptions between the vehicle speed sensor and the ECM.
Often times the load that is applied to the transmission driven PTO device during normal
operation is very cyclic. This cyclic application of the load may cause the engine speed
to fluctuate according to the load applied by the PTO device due to the use of the
standard ECM governor gains, which are suitable for most applications but may not work
well for cyclic load applications. The Transmission Driven PTO feature has been
designed with four Transmission Driven PTO Types that allow the OEM and/or Body
Builder to select a governor gain set that is tuned for their specific application. This
specific governor gain tuning will eliminate the engine speed fluctuates that OEMs and/or
Body Builders have experienced with their auxiliary components.
The Transmission Driven PTO feature also improves standard PTO operation response
and engine speed fluctuations that is often experienced with transient loads.

Overview
In addition to the normal PTO switches, the Transmission Driven PTO feature uses one
of two switch inputs to determine if the engine is in Transmission Driven PTO mode
instead of standard PTO mode; the Parking Brake Switch (preferred) or Governor Type
Switch. Therefore, the Parking Brake Switch (preferred) or Governor Type Switch is a
required input in order to use the Transmission Driven PTO feature.
Note: The use of the Governor Type Switch will change the selected accelerator
governor between Variable Speed and Automotive. If the vehicle needs to
move slowly while in Transmission Driven PTO mode, the Governor Type
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Switch will need to be used instead of the Parking Brake Switch. The OEM
should carefully consider whether the Parking Brake Switch or the Governor
Type Switch would best fit their needs for the Transmission Driven PTO
feature.
Once the operator engages PTO using the normal PTO switches and the ECM detects that
the Parking Brake Switch (preferred) or Governor Type Switch is in the set position and
the tail shaft is turning (as detected the vehicle speed sensor), the ECM will be in the
Transmission Driven PTO mode and begin to use the governor gain set as set by the
Transmission Driven PTO Type parameter instead of the standard PTO gain set.
In addition to using different governor gains, the Transmission Driven PTO feature also
may cause the ECM to stop broadcasting vehicle speed in the SAE J1939 Data Link
message SPN 84 (Wheel-Based Vehicle Speed) depending on the setting of the
Transmission Driven PTO with Vehicle Speed Processing parameter.

Operation
If the Transmission Driven PTO feature is enabled, it will allow the OEM and/or Body
Builder to select an appropriate governor gain set among the four Transmission Driven
PTO Types which are tuned for specific applications. As a result of selecting the
appropriate governor gain set, the engine stability could be dramatically improved over
standard PTO operation.
The standard PTO activation and deactivation conditions exist for Transmission Driven
PTO (clutch switch, service brake switch, etc.). Refer to the PTO Operation section of
this AEB for complete details.

Hardware Required
Auxiliary Components as needed.
Parking Brake Switch (preferred) or Governor Type Switch.
Vehicle Speed Sensor.
Note: The Parking Brake Switch may be hardwired to the ECM or multiplexed.
Note: The Vehicle Speed sensor may be hardwired to the ECM or multiplexed.

Interaction with Other Features

The ECM will use the governor gain set determined by the Transmission Driven PTO
Type parameter value while in the following control modes. These may be used by the
operator as an alternate means of utilizing the governor gain sets of the Transmission
Driven PTO feature.
Remote Accelerator – When the Transmission Driven PTO parameter is enabled and
the ECM is in Remote Accelerator mode, the ECM will use the governor gain set
determined by the Transmission Driven PTO Type setting.

Remote PTO – When the Transmission Driven PTO parameter is enabled and the ECM
is in Remote PTO mode, the ECM will use the governor gain set determined by the
Transmission Driven PTO Type setting.
SAE J1939 Torque/Speed Control #1 (TSC1) Control – When the Transmission
Driven PTO parameter is enabled and the ECM is in TSC1 Control mode from a device
whose source address is 7, the ECM will use the governor gain set determined by the
Transmission Driven PTO Type setting.

Interaction with Other Parameters

Vehicle Speed Sensor – The Transmission Driven PTO feature uses vehicle speed as an
input to its algorithm. Therefore, the vehicle speed sensor MUST remain connected to
the ECM while the Transmission Driven PTO feature is active.
Ignore Vehicle Speed Source in PTO – The Ignore Vehicle Speed Source in PTO
parameter MUST be disabled to enable Transmission Driven PTO.
Parking Brake Switch – The Parking Brake Switch is a required input to the
Transmission Driven PTO feature.
o Parking Brake Switch in the Not Set Position – If the Parking Brake Switch is
in the Not Set position; the ECM will not engage PTO if vehicle speed is above
the PTO Maximum Vehicle Speed parameter. Also, once PTO is engaged, the
ECM will disengage PTO if vehicle speed is above the PTO Maximum Vehicle
Speed parameter.
o Parking Brake Switch in the Set Position – If the Parking Brake Switch
parameter is set to enable and the Parking Brake Switch is in the Set position, the
ECM will engage and will not disengage PTO even if vehicle speed is above the
PTO Maximum Vehicle Speed parameter.
Alternate PTO Operation (PTO Firetruck) – While the vehicle is in the Transmission
Driven PTO mode, it is often desirable to slowly ramp the engine speed to the desired
operating speed as compared to the faster engine speed acceleration associated with using
to the pre-set PTO engine speeds. Therefore, it may be desirable to enable the Alternate
PTO Operation (PTO Firetruck) feature in PTO. This will disable the user’s ability to
cause the engine speed to go quickly from low idle to one of the pre-set PTO engine
speeds.
PTO Engine Speed Ramp Rate – Since a slow engine speed ramp rate is often desired
when using a Transmission Driven PTO device, the value of the PTO Engine Speed
Ramp Rate parameter should be carefully considered and set properly. Too high of a
setting can result in excessive engine overshoot and undershoots while changing speeds.
Typical historical values have been between 50 rpm/sec and 100 rpm/sec.
PTO Accelerator Override – While the ECM is in PTO Accelerator Override mode,
the ECM does not use the PTO governor gain set as selected by Transmission Driven
PTO Type but uses the standard PTO gain set. This may result in engine instability while
in PTO Accelerator Override mode. Therefore, it may be desirable to set the PTO
Accelerator Override parameter to disable.

PTO Maximum Engine Load – Ensure that PTO Maximum Engine Load is set
according to the expected load during operation. Backward calculate the expected engine
load using the manufacturer’s torque rating for the PTO device and the gear ratio between
the device and the engine.
PTO Maximum Engine Load = Rated Torque / Gear Ratio.

Parameter Descriptions
Transmission Driven PTO
Overview The PTO parameter must be enabled to enable the Transmission Driven PTO
parameter.
The Transmission Driven PTO parameter is used to enable or disable the Transmission
Driven PTO feature on engine applications which run a PTO device from the
transmission tail shaft and vehicle speed is still detected even though the drive axle is
disengaged and the vehicle is in stationary. When this feature is enabled, the ECM will
use the Transmission Driven PTO Type to select the appropriate governor gain set and
stabilize the engine.
Programming Set the Transmission Driven PTO parameter to enable if a transmission
driven PTO is used.

Transmission Driven PTO Type

Overview The Transmission Driven PTO Type parameter selects the PTO governor gain
set to improve the performance and stability of the engine during the PTO application.
There are four types of governor gains available:
o Engine Driven - Steady Load: For applications that only use PTO for fast
engine idling (i.e. no PTO devices installed in the vehicle). Also for applications
that use a PTO transmission, a direct-drive “Front Engine PTO” or a direct-drive
“Rear Engine PTO” which operates the hydraulic pumps (e.g. Dump Truck, Tow
Truck, Snow Plow, etc) where the PTO device is not connected to the tail shaft.
o Transmission Driven - Steady Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device.
Applications will require the transmission to be in-gear and vehicle speed will be
detected during the PTO operation.
o Transmission Driven - Irregular Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device
through a drive shaft that may exhibit torsional oscillations (surge) during the
PTO operation. Applications will require the transmission to be in-gear and
vehicle speed will be detected during the PTO operation (e.g. Vacuum Truck).
o Transmission Driven - Cyclic Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device.
During the operation, the engine loading will be highly cyclic, characterized by
the large load spikes at regular intervals. Applications will require the

transmission to be in-gear vehicle speed will be detected during the PTO

operation (e.g. Concrete Pumper, Hay Baler, etc).
Programming Select the appropriate PTO governor gain type to suit your application.
Note: While the ECM is in PTO Accelerator Override mode, the ECM does not use
the PTO governor gain set as selected by Transmission Driven PTO Type but
uses the standard PTO gain set. This may result in engine instability while in
PTO Accelerator Override mode.

Transmission Driven PTO with Vehicle Speed Processing

Overview The Transmission Driven PTO parameter must be enabled to enable the
Transmission Driven PTO with Vehicle Speed Processing parameter.
The Transmission Driven PTO with Vehicle Speed Processing parameter is used to
enable or disable the ECM’s processing of vehicle speed while the engine is in
Transmission Driven PTO mode. In certain applications the accumulation of vehicle
distance while in Transmission Driven PTO mode is undesirable. While in other
applications, the accumulation of vehicle distance while in Transmission Driven PTO
mode is required.
When the Transmission Driven PTO with Vehicle Speed Processing parameter is set to
enable, the ECM will process vehicle speed normally while the engine is in Transmission
Driven PTO mode. This includes the accumulation of vehicle distance travelled and the
broadcast of vehicle speed via SAE J1939 SPN 84 (Wheel-Based Vehicle Speed).
When the Transmission Driven PTO with Vehicle Speed Processing parameter is set to
disable, the ECM will NOT process vehicle speed while the engine is in Transmission
Driven PTO mode even though the vehicle speed sensor is reading tailshaft speed. There
will be no accumulation of vehicle distance travelled and the broadcast of SAE J1939
SPN 84 (Wheel-Based Vehicle Speed) will be set to zero. Which will result in
speedometers that use the SAE J1939 Data Link broadcast of SPN 84 as its input to read
0 km/h.
Programming Set the Transmission Driven PTO with Vehicle Speed Processing
parameter to enable if the ECM should process vehicle speed normally while the engine
is in Transmission Driven PTO mode.
Note: If the ECM does not detect the conditions necessary to engage the
Transmission Driven PTO feature but does detect the conditions necessary to
engage the normal PTO feature, the ECM will broadcast SPN 84 (Wheel-
Based Vehicle Speed) equal to the speed read from the vehicle speed sensor
no matter the setting of the Transmission Driven PTO with Vehicle Speed
Processing parameter.

Transmission Setup
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Transmission Top Gear Ratio Condition None
Gear Down Transmission Ratio Condition None
Transmission Type Type None

General Feature Description

Overview
The Transmission Setup feature is used by several other features to determine if the
vehicle is in the top gear or one gear down from the top gear.

Operation
If the current gear ratio is within a small tolerance of the Top Gear Transmission Ratio or
the Gear Down Transmission Ratio, the ECM considers the vehicle to be in-gear at the
respective gear.

Hardware Required
Transmission of a type listed in the Transmission Type parameter.

Parameter Descriptions
Transmission Top Gear Ratio
Overview This parameter defines the Transmission Top Gear Ratio.
Programming Set this parameter to the gear ratio of the top transmission gear. The
Transmission Top Gear Ratio MUST be at least 0.01 less than the Gear Down
Transmission Ratio.
Note: The OEM SHOULD ask the transmission manufacturer (in case of hybrid
applications) for recommendations on the lowest possible top gear ratio.

Gear Down Transmission Ratio

Overview This parameter defines the gear ratio for one gear down from the top gear.
Programming Set this parameter to the gear ratio of the gear one lower than the top
gear. The Gear Down Transmission Ratio parameter MUST be 0.01 more than the Top
Gear Transmission Ratio.

Transmission Type
Overview The Transmission Type parameter defines the transmission type to the ECM.
Programming Set the Transmission Type parameter to the type of transmission installed
as follows:
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copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

a. Manual A standard transmission utilizing a clutch actuated by the driver with all
gear changes made by the driver.
b. Automatic A hydro-mechanically shifted transmission utilizing a torque
converter.
c. Fully Automated with Clutch Pedal All gear changes are made by the
transmission. The driver SHOULD actuate the clutch to launch and stop the
vehicle.
d. Partially Automated A transmission where some but not all of the gear changes
are made by the transmission without additional driver interaction.
e. Fully Automated without Clutch Pedal The same as the Fully Automated
transmission, but the driver does not actuate the clutch. The clutch is actuated by
the transmission and not the driver.
Note: The Vehicle Speed Sensor Anti-Tampering feature MUST be set to “Low
Sensitivity” on any vehicle with an Automatic (with torque converter)
transmission. Otherwise, undesirable operation and faults may result.
Transmission Programmable Setting
Allison (all models with a torque converter) Automatic
Voith (all models with a torque converter) Automatic
ZF (all models with a torque converter) Automatic
Eaton Ultrashift Plus Automated without Clutch Pedal
ZF AS-tronic Automated without Clutch Pedal
Note: All electronically controlled transmissions MUST use SAE J1939 Data Link
communications with Cummins ECM.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
Top Gear Ratio Transmission Top Gear Ratio
Gear Down Ratio Gear Down Transmission Ratio
Transmission Type Transmission Type

Trip Information
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Sudden Vehicle Speed Deceleration Threshold
Level mph/s
(ISX engines only)
Trip Information Vehicle Overspeed 1 Level mph
Trip Information Vehicle Overspeed 2 Level mph

General Feature Description

Overview
The Trip Information feature measures and accumulates fuel usage, engine run-time, and
engine distance. The recorded parameters can be read with a service tool. The Multiple
PTO Trip Information feature is a subset of the Trip Information feature.

Operation
This feature operates automatically in the background, and is accessed with a service
tool. There is no operator interaction with the feature, and the feature does not affect
engine performance in any manner.

Parameter Descriptions
Sudden Vehicle Speed Deceleration Threshold (ISX engines only)
Application The ECM constantly monitors the deceleration rate of the vehicle. The
Sudden Vehicle Speed Deceleration Threshold parameter allows the user to set the
threshold of what would be considered an aggressive vehicle deceleration in Trip
Information.
Operation When the vehicle decelerates at a rate greater than the value of the Vehicle
Speed Deceleration Threshold parameter, a Sudden Deceleration event is counted in Trip
Information.
Programming Set the Vehicle Speed Deceleration Threshold parameter to the value at
which vehicle deceleration is considered too great and should be counted as a Sudden
Vehicle Speed Deceleration event in Trip Information. As a general rule 7 mph/s to
9 mph/s is often considered an aggressive deceleration rate.

Trip Information Vehicle Overspeed 1

Trip Information Vehicle Overspeed 2
Application The ECM accumulates several parameters according to speed thresholds.
The Trip Information Vehicle Overspeed 1 and 2 parameters define these thresholds for
the ECM.
Operation When the vehicle speed exceeds the Trip Information Vehicle Overspeed 1
parameter, the ECM accumulates the fuel used, distance traveled, and time at that speed
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copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

range parameters in a special memory location for Overspeed 1. When the vehicle speed
exceeds the Trip Information Vehicle Overspeed 2 parameter, the ECM accumulates the
fuel used, distance traveled, and time at that speed range parameters in a special memory
location for Overspeed 2.
Programming Set the Trip Information Vehicle Overspeed 1 parameter to the speed
value that needs to be watched as the first speed threshold. Set the Trip Information
Vehicle Overspeed 2 parameter to the speed value that needs to be watched as the second
speed threshold.

Vehicle Acceleration Management (ISB6.7, ISX12, and

ISX15 Only)
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Vehicle Variable Rate Acceleration Management Enable None
Variable Acceleration Speed 1 Level mph
Variable Acceleration Speed 2 Level mph
Variable Acceleration 1 Level mph/sec
Variable Acceleration 2 Level mph/sec
Note: The Vehicle Acceleration Management feature is currently available for
ISB6.7, ISX12, and ISX15 engines only.

General Feature Description

Overview
The Vehicle Acceleration Management feature limits the maximum acceleration rate
of the vehicle.

Operation
This feature will not allow the acceleration rate of the vehicle to exceed the programmed
rate.

Parameter Descriptions
Vehicle Variable Rate Acceleration Management
Application This parameter enables or disables the Vehicle Acceleration Rate
Management feature. The acceleration rate limit will vary by the vehicle speed.
Programming If the vehicle should be limited by a variable rate limit, set the Vehicle
Variable Acceleration Rate Management parameter to enable.
Variable Acceleration Rate Management feature function graphic:
Variable
Acceleration 1

Variable
Acceleration 2

Variable Variable
Acceleration Acceleration
Speed 1 Speed 2

Variable Acceleration Speed 1

Application When the vehicle speed is less than or equal to Variable Acceleration Speed
1, the vehicle’s acceleration will be limited by the Variable Acceleration 1.
Programming If a variable acceleration rate is required, Acceleration Speed 1
SHOULD be set to the maximum vehicle speed where the first Acceleration limit is in
effect.

Variable Acceleration Speed 2

Application When the vehicle speed is greater than or equal to Variable Acceleration
Speed 2, the vehicle’s acceleration will be limited by the Variable Acceleration 2.
Programming If a variable acceleration rate is required, Acceleration Speed 2
SHOULD be set to the minimum vehicle speed where the second Acceleration limit is in
effect.
Note 1: Variable Acceleration Speed 1 can be equal to Variable Acceleration Speed 2.
Note 2: When the vehicle’s speed is between the Variable Acceleration Speed 1 and
the Variable Acceleration Speed 2 trims, the vehicle’s acceleration will be
limited by a linear interpolation between Variable Acceleration 1 and
Variable Acceleration 2.
Note 3: Variable Acceleration Speed 2 SHOULD be greater than Variable
Acceleration Speed 1

Variable Acceleration 1
Application Variable Acceleration 1 limit is the acceleration rate desired from zero
vehicle speed until Acceleration Speed 1.
Programming If a variable acceleration rate is required, Variable Acceleration 1
SHOULD be set to the desired acceleration rate in effect from zero vehicle speed until
Acceleration Speed 1.

Variable Acceleration 2
Application Variable Acceleration 2 is the acceleration rate desired from the
Acceleration Speed 2 to maximum vehicle speed. As noted above, the acceleration rate
between the Acceleration Speed 1 and Speed 2 will start at Acceleration 1 and ramp to
Acceleration 2.
Programming If a variable acceleration rate is required, Variable Acceleration 2
SHOULD be set to the desired acceleration rate in effect from Acceleration Speed 2 until
the maximum vehicle speed.
Note: Variable Acceleration 2 can be greater than Variable Acceleration 1.

Vehicle Information
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Vehicle OEM Name Text None
Vehicle Model Text None
Vehicle ID Number Text None
Vehicle Year Text None
Customer Name Text None
Customer Location Text None
Customer Unit Number Text None
Engine Serial Number (Read Only) Text None
ECM Code (Read Only) Text None

General Feature Description

Overview
The Vehicle Information feature is the electronic data plate for the engine. The feature
stores OEM and final customer information.

Operation
This feature does not affect engine operation in any manner.

Parameter Descriptions
Vehicle OEM Name
This parameter is the name of the manufacturer of the vehicle or equipment in which the
engine is installed. This parameter SHOULD be programmed by the OEM when the
vehicle is manufactured, and is reprogrammed only when the engine is installed in a
different vehicle.

Vehicle Model
This parameter is the designation of the vehicle or equipment in which the engine is
installed. This parameter SHOULD be programmed by the OEM when the vehicle is
manufactured, and is reprogrammed only when the engine is installed in a different
vehicle.

Vehicle ID Number
This parameter is typically the Vehicle Identification Number (VIN) of the vehicle or
equipment in which the engine is installed. This parameter MUST be programmed by
the OEM when the vehicle is manufactured, and is reprogrammed only when the engine
is installed in a different vehicle. OBD regulations require that a single network device
may supply the Vehicle ID Number. The Cummins ECM must be programmed during
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copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

end of line programming with the Vehicle ID Number so that the Cummins ECM can
report the Vehicle ID Number. Please refer to the PGN 65260 Vehicle Identification
section of AEB 15.138 – CM2350 Electronic Subsystem Technical Package – OEM
Serial Communications for more details. Vehicle Identification Number programming is
a specific OBD requirement.

Vehicle Year
This parameter is the market year of the vehicle or equipment in which the engine is
installed. This parameter SHOULD be programmed by the OEM when the vehicle is
manufactured, and is reprogrammed only when the engine is installed in a different
vehicle.

Customer Name
This parameter is the name of the end user that owns the engine. This parameter may be
programmed by the OEM or end user, and is reprogrammed only when the vehicle gets a
new owner.

Customer Location
This parameter is the city and state of the headquarters or remote site of the end-user that
owns the engine. This parameter may be programmed by the OEM or end user, and is
reprogrammed only when the vehicle home base is moved, or the vehicle gets a new
owner.

Customer Unit Number

This parameter is the unique designation of the vehicle in which the engine is installed,
assigned by the end-user that owns the engine. This parameter may be programmed by
the OEM or end user, is reprogrammed only when the vehicle gets a new owner.

Engine Serial Number

The Engine Serial Number parameter is a read only parameter.

ECM Code
The ECM Code parameter is a read only parameter.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).
OEM Programming Guide name INSITE/VEPS Name
Vehicle ID Number OEM VIN
Vehicle Model OEM Equipment or Vehicle Model
Vehicle OEM Name OEM Name
Vehicle Year Vehicle or Equipment Year
Customer Location Customer Location
Customer Name Customer Name
Customer Unit Number Customer Unit Number

Vehicle Speed Input

Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Vehicle Speed Sensor Type Enable None
Number of Transmission Tailshaft Gear Teeth Level Teeth
Tire Size Level revs/mile
Rear Axle Ratio Level None
Two Speed Rear Axle Ratio Level None
Rear Axle Ratio Switch Enable None
Maximum Engine Speed Without Vehicle Speed
Level rpm
Source

General Feature Description

Overview
The Vehicle Speed Input feature tracks many of the inputs to the ECM to determine
vehicle speed.

Operation
The ECM uses the parameters in this feature with inputs from the vehicle speed sensor to
calculate the vehicle’s speed and current gear ratio.

Programming Dependencies
The Two Speed Rear Axle Ratio parameter is not used unless the Rear Axle Ratio Switch
parameter is set to enable (i.e. a 2-speed rear axle is installed in the vehicle).
The Service Brake Pedal Validation Switch shares an ECM pin with the Two Speed Rear
Axle Ratio Switch. Since the Service Brake Pedal Validation Switch can only be
hardwired, if the Accelerator Brake Override feature is enabled and the Two Speed Rear
Axle Ratio feature is desired, the Two Speed Rear Axle Ratio Switch must be
multiplexed.
The Tire Size parameter SHOULD be entered here only if Tire Wear = disable (see the
Tire Wear feature).
All other parameters are always in use as the Vehicle Speed Input feature does not have
an enable.

Hardware Required
Vehicle Speed Sensor (OEM Components)
Rear Axle Ratio Switch (optional, OEM Components)

Parameter Descriptions
Vehicle Speed Sensor Type
Application The Vehicle Speed Sensor Type parameter specifies the type of vehicle
speed sensor installed on the vehicle.
Programming Set the Vehicle Speed Sensor Type parameter to the value appropriate for
the type of vehicle speed sensor installed in the vehicle. The table below lists the vehicle
speed sensor types supported.

Parameters which MUST be

Value Name Notes
programmed
0 Vehicle Speed Sensor is required for all
None NOT SUPPORTED
(N/A) applications
Number of Transmission
Tailshaft Gear Teeth Magnetic Pickup (Variable Reluctance)
1 Magnetic
Tire Size sensor hardwired to ECM.
Rear Axle Ratio
Hardwired Tachograph device is not
2 Tachograph NOT SUPPORTED
supported on CM2350

Tire Size Tailshaft speed read on SAE J1939

Datalink -
3 Data Link. This is the signal which
Tailshaft Rear Axle Ratio would be equivalent to a Magnetic.

4 Datalink - Vehicle
Speed Sensor NOT SUPPORTED NOT SUPPORTED
(N/A) Signal
No programming is required. Tire
Each application requires a set number
Pulses per Mile Size, Rear Axle Ratio, Pulses per
5 of Pulses per Mile. Read each pulse as
(ISB6.7 / ISL9) Mile parameters are all set in the
a specified distance.
calibrations.
Datalink –
Tire Size Tachograph signal read on SAE J1939
6 Tachograph
Rear Axle Ratio Data Link.
(ISB6.7 / ISL9)

Note 1: A vehicle speed sensor MUST be installed for all applications on 2013
engines.
Note 2: Vehicle Speed Sensor Type 4, vehicle speed read directly over a SAE J1939
Data Link, is not supported on the CM2350.
Note 3: Hardwired Tachograph is not supported on CM2350.
Note 4: J1939 Tachograph is no longer supported on 2013 HD engines (ISX12 and
ISX15).

Number of Transmission Tailshaft Gear Teeth

Application This parameter specifies the number of gear teeth on the transmission
tailshaft. The ECM uses this value in calculating the vehicle speed.
Programming Set this parameter to the number of teeth on the transmission tailshaft
gear.

Tire Size
Application This parameter specifies the number of tire revolutions per mile and is used
in the vehicle speed calculation.
Programming This parameter SHOULD only be programmed as part of the Vehicle
Speed Input Processing feature if the Tire Wear feature is not used on the vehicle. If the
Tire Wear feature is used, the Tire Size will be determined from that feature and
SHOULD not be programmed in this feature.

Rear Axle Ratio

Application All automotive application vehicles use the Rear Axle Ratio. This is the
value used by the ECM in single-speed rear axle ratio applications, and will be the rear
axle ratio used by the ECM when the Rear Axle Ratio Switch is Open.
Programming Set this parameter equal to the rear axle ratio in effect when the Rear
Axle Ratio Switch is Open.

Two Speed Rear Axle Ratio

Application This parameter is only programmed if the Rear Axle Ratio Switch
parameter is set to enable, and will be the rear axle ratio used by the ECM when the Rear
Axle Ratio Switch is Closed.
Programming Set this parameter equal to the rear axle ratio in effect when the Rear
Axle Ratio Switch is Closed.

Rear Axle Ratio Switch

Application This parameter enables or disables the switchable Rear Axle Ratio function.
The rear axle ratio switch can be either a hardwired or SAE J1939 Data Link multiplexed
switch.
Operation If the Rear Axle Ratio switch is closed to ground, the ECM will switch the
rear axle ratio used in Vehicle Speed and Powertrain Protection calculations from the
Rear Axle Ratio parameter to the Two Speed Rear Axle Ratio parameter.
Programming If the rear axle ratio switch is installed (either hardwired or SAE J1939
Data Link multiplexed) and the vehicle uses a 2-speed Rear Axle, set the Rear Axle Ratio
Switch parameter to enable.

Maximum Engine Speed Without Vehicle Speed Source

Application The Maximum Engine Speed Without Vehicle Speed Source parameter
defines the value of an engine speed derate imposed when the ECM detects the loss or

tampering of the Vehicle Speed Sensor. This also limits the engine speed whenever the
vehicle speed is zero. The PTO feature may or may not respond to this limit, depending
upon the setting of the PTO Zero Vehicle Speed Source Limit parameter. See the
PTO/Remote PTO feature for details.
Operation When the ECM detects the loss, tamper or other failure of the Vehicle Speed
Sensor, the ECM applies the Maximum Engine Speed Without Vehicle Speed Source
engine speed limit. After the vehicle speed signal recovery occurs, the ECM waits a
short period of time before restoring the normal engine speed limit.
Programming Set the Maximum Engine Speed Without Vehicle Speed Source
parameter to the engine speed limit that should be imposed during the Vehicle Speed
Sensor loss or tampering event, or whenever the vehicle speed is zero.

VS Governor Acceleration/Deceleration Limit

(ISX12 and ISX15 Only)
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
VS Governor Acceleration/Deceleration Limit
Enable None
Enable
VS Governor Acceleration Rate Limit Level rpm/sec
VS Governor Deceleration Rate Limit Level rpm/sec

General Feature Description

Overview
The VS Governor Acceleration/Deceleration Limit feature allows the customer to set the
acceleration rate limit and deceleration rate limit if the Governor Type parameter is set to
“Variable Speed Governor”. It is usually used when the Remote Accelerator pedal
feature is selected. The rate limits allowed to trim would be bounded within the pre-
defined range. This feature could result in a smoother operation and better governor
response.
The VS Governor Acceleration/Deceleration Limit feature is currently available on
ISX12 and ISX15 engines only.

Operation
When the vehicle or the engine is operated under the variable speed governor control, the
governor’s acceleration rate or deceleration rate can be programmable to a certain degree
in order to achieve more a predictable engine response if this feature is enabled.

Programming Dependencies
Governor Type Switch and parameter.

Hardware Required
Governor Type Switch (OEM Components).

Parameter Descriptions
VS Governor Acceleration/Deceleration Limit Enable
Application The VS Governor Acceleration/Deceleration Limit Enable parameter
allows and disallows the operator to trim the acceleration rate or deceleration rate.
Programming If the VS Governor Acceleration/Deceleration Limit feature is desired,
set the VS Governor Acceleration/Deceleration Limit Enable parameter to enable.

VS Governor Acceleration Rate Limit

Application The VS Governor Acceleration Rate Limit parameter defines the governor
acceleration rate. The typical value for Heavy Duty engines is about 2,000 rpm/sec.
Programming Set the VS Governor Acceleration Rate Limit parameter to a desired
level as necessary.

VS Governor Deceleration Rate Limit

Application The VS Governor Deceleration Rate Limit parameter defines the governor
deceleration rate. The typical value for Heavy Duty engines is about 1,000 rpm/sec.
Programming Set the VS Governor Deceleration Rate Limit parameter to a desired
level as necessary.

INSITE/VEPS Naming Convention

Note: The Cummins INSITE/VEPS service tools may use a different naming
convention for this feature than the OEM Programming Guide. The naming
convention is listed in the table below (as of today).

OEM Programming Guide name INSITE/VEPS name

VS Governor Accelerate / Decelerate Limit Enable Engine Speed Acceleration Management
VS Governor Acceleration Rate Limit Acceleration Rate
VS Governor Deceleration Rate Limit Deceleration Rate

Vehicle Speed Sensor Anti-Tampering

(ISX12 and ISX15 Only)
Typically Programmed By
Parameter Type Units OEM 1 OEM 2 Field
Tampering Sensitivity Level Level None

General Feature Description

Overview
The Vehicle Speed Sensor Anti-Tampering feature monitors the Vehicle Speed Signal for
evidence of failure or tampering. When the feature detects a failure or tampering event,
the ECM posts a fault and derates the engine.

Operation
The Vehicle Speed Sensor Anti-Tampering feature monitors several characteristics of the
vehicle and vehicle speed sensor. The feature can detect: a failure of the sensor, a tamper
of the sensor to bypass speed limits, and a tamper of the sensor to bypass the Idle
Shutdown feature. The feature responds to a sensor failure or speed limit tampering by
derating the engine performance. The feature responds to an Idle Shutdown bypass
attempt by still allowing the Idle Shutdown feature to shutdown the engine.

Programming Dependencies
The Vehicle Speed Sensor Anti-Tampering feature is not available on Emergency
Vehicle calibrations. Therefore, the following parameters are not adjustable in
Emergency Vehicle calibrations:
Tampering Sensitivity Level

Hardware Required
Vehicle Speed Sensor (OEM Components).

Parameter Descriptions
Tampering Sensitivity Level
Application The Tampering Sensitivity Level parameter selects how sensitive the
system is to tampering.
Programming If the ECM should not be sensitive to detecting tampering the Low
sensitivity SHOULD be set. If the ECM should be more sensitive to tampering the High
sensitivity SHOULD be set.

Appendix A – Cummins Disclaimer on Odometer Mileage

Law Department

To all OEM’s, Distributors and Dealers

It has come to Cummins attention that some of our OEMs, Distributors and dealers may be using
the total vehicle distance broadcasted by our engine ECM (via our standard protocol identifiers,
for example and without limitation, PID 245 Total Vehicle Distance) as total vehicle miles for
purposes of the vehicle odometer. This practice SHOULD cease immediately. Cummins does
not authorize this practice, has never authorized this practice and will not authorize this practice
in the future. You may incur significant legal liabilities if you utilize the total vehicle distance
broadcasted by our engine ECM as the Cumulative Odometer Value (“Cumulative Odometer
Value,” means the actual, total miles recorded by the odometer).

The ECM is not designed to be the vehicle odometer. As you are aware, certain maintenance
and repair practices can result in a modification to or “zeroing out” of the total vehicle distance
broadcasted by the engine ECM. If you use the engine ECM’s broadcast to set the Cumulative
Odometer Value and the ECM data is modified or “zeroed out,” this may be considered an
unlawful and potentially criminal act.

Installation of any device extraneous to the engine ECM or the installation of processes or
procedures, by whatever means, that utilize the total vehicle distance broadcasted by our
engine ECM for the purpose of setting the Cumulative Odometer Value may violate the
Vehicle Information and Cost Savings Act of 1972, as amended, 49 U.S.C. Section 32701 et
seq., and other state and federal laws and regulations. These statutes and regulations
authorize the imposition of significant civil, financial and criminal penalties, including
imprisonment.

Cummins disclaims any and all liability that may arise out of your decision, contrary to its
position in this notice, to use the total vehicle distance broadcasted by our engine ECM as
the Cumulative Odometer Value. Cummins expressly forbids the use of its ECM and ECM
broadcasted data for purposes of setting the Cumulative Odometer Value.
If you have questions regarding the content of this notice or require further legal advice, please
contact your legal counsel. Thank you.

Elizabeth Carey Jeff Seger William Nie

Executive Director Executive Director Legal Counsel
Electronics Product Line On Highway Business Law Department

Revision History
Revision Date Author Description Page (s)
17 12/16/13 K. Roshak Added clarification to the PTO features described in the “Adjust 143, 146
Selected Engine Speed” sections.

Revision Date Author Description Page (s)

16 09/23/13 J.D. Acton Added information that the following parameters are not adjustable
in Emergency Vehicle calibrations:
o Driver Reward 65
o Speed Reward Mode 65
o Fuel Economy Standard - Expected 65
o Fuel Economy Standard - Good 65
o Fuel Economy Standard - Best 65
o Idle Standard - Expected 65
o Idle Standard - Good 65
o Idle Standard - Best 65
o Speed Reward - Penalty 65
o Speed Reward - Expected 65
o Speed Reward - Good 65
o Speed Reward - Best 65
o Coolant Level Engine Protection 78
o Coolant Level Engine Protection Shutdown 78
o Engine Protection Shutdown 78
o Engine Protection Restart Inhibit 78
o Engine Protection Shutdown Override 78
o Maintenance Monitor 113
o Maintenance Monitor Operating Mode 113
o Maintenance Monitor Time 113
o Maintenance Monitor Fuel 114
o Maintenance Monitor Distance 114
o Maintenance Monitor Alert Percentage 114
o Maintenance Monitor Interval Factor 114
o PTO Clutch Override 145
o PTO Service Brake Override 145
o PTO Pump Mode 145
o PTO Pump Mode Maximum Vehicle Speed 145
o PTO Pump Mode Vehicle Speed Sensor Override 145
o Starter Lockout 181
o Starter Lockout Relay Type 181
o Switched Maximum Engine Operating Speed Enable 186
o Maximum Switched Engine Speed 186
o Maximum Operating Speed Switch Setup 186
o Tire Wear Adjustment 189
o Expected Life of Tires 189
o Tire Size Percent Change 189
o Beginning Tire Size 189
o Tampering Sensitivity Level 212
Removed “No active Vehicle Speed Source faults” from the 70
Relevant Conditions Table for engaging and disengaging the
Engine Brakes. And added Vehicle Speed < Engine Brake
Minimum Vehicle Speed for engine brake disengage. This is a
documentation correction only.
Removed ISB6.9 availability from Engine Brake Control Offset 72
Speed.
Added Low Idle Speed Adjustment Step Size parameter. 111, 112
Added a note that the Remote Accelerator is not designed to 159
control engine operation while operating the vehicle on public
roadways.
Added Transmission Driven PTO with Vehicle Speed Processing 193, 197
to the Transmission Driven PTO feature.
Removed the Number of Transmission Tailshaft Gear Teeth 208
parameter from the list of necessary parameters to be programmed
for Vehicle Speed Sensor Type 3.

Revision Date Author Description Page (s)

15 06/24/13 J.D. Acton Removed the ISX12 and ISX15 restriction from the Accelerator 23
Brake Override feature.
Clarified the description of the Accelerator Brake Override feature. 22
Clarified Engine Brake feature. 67 – 70
Added Engine Brake Control Offset Speed feature for the ISB6.7 67, 70, 71,
and ISL9 engines. and 74
Added Coolant Level Engine Protection and Coolant Level Engine 75 – 77
Protection Shutdown.
Removed Fan Type 7 (Electronic Viscous with Speed Sensor II) 86
from Fan Type Supported on 2013 Engine Table since it is not
supported by any 2013 products.
Added steps on how to set a new password using VEPS. 117
Added Idle Shutdown Manual Override Inhibit Zone Enable and 119
Idle Shutdown Warning Period Enable to the list of parameters that
are affected by the Green House Gas Idle Shutdown Password.
Clarified valid password combinations. 120, 121
Removed a through z from the list of valid characters for a 120, 121
password since the tool changes all letters to upper case.
Removed the ISX12 and ISX15 restriction from the Driver 157, 162
Initiated Override function of the Road Speed Governor feature.
Removed the Vehicle Electrical System Voltage parameter 196
description since this parameter cannot be adjusted in ISB and ISL
engines and should not be adjusted by the OEM in ISX engines.
14 05/09/13 J.D. Acton Changed all instances of: J1939, SAE J1939 data link, J1939 Throughout
communications, 1939, J1939 datalink, J1939 data link, and J1939
Datalink to SAE J1939 Data Link.
Added references to AEB 21.145 – Heavy Duty Intake Air Shut-off 18, 50, 51
(ASO) Valve Installation Requirements and Guidelines for the
ISX12 and ISX15.
Removed definition of Emergency Vehicle and replaced it with the 41
reference to AEB 21.47.
Removed aftertreatment related engine torque and vehicle speed 44, 46, 48
inducements from Emergency Vehicle calibrations.
Removed the Air Shutoff Valve feature from the ISB6.7 engine. 49 – 51
This is a documentation correction only.
Added a note that the PTO Accelerator Override function is not 142
available in Emergency Vehicle Calibrations.
Removed OEM 1 check marks from the “Typically Programmed 193
By” column for the Vehicle Acceleration Management feature.
13 04/05/13 J.D. Acton Added Battery Power Required Lamp Type. 54, 55
Clarified the Manual Override function of the Idle Shutdown 94, 97
feature.
12 02/21/13 J.D. Acton Added note that the Accelerator Brake Override feature is only 22
available on the ISX12 and ISX15 engines. The ISB and ISL
software does not support this feature at this time.
Removed Coolant Level Engine Protection and Coolant Level 73, 74
Engine Protection Shutdown. The software does not support this
feature at this time.
Added note that the Engine Protection Shutdown parameter may 74
not be enabled on Emergency Calibrations.
Clarified the description of the Idle Shutdown Percent Engine 99
Loading parameter.

Revision Date Author Description Page (s)

11 02/04/13 J.D. Acton Added different high speed thresholds for the three engine families 49
for the Air Shutoff Valve feature per PRCR 193,293.
Changed the engineering units of the Idle Shutdown Warning 93, 102
Period parameter from minutes to seconds to match the VEPS
units.
Clarified the function of the Idle Shutdown Warning Period Enable 102
parameter. No functional change.
10 11/28/12 J.D. Acton Changed all instances of Engine Brake Light to Engine Brake Throughout
Lamp.
Added Particulate Filter Maintenance at Idle – Idle Speed Increase 30
and In-Mission Regeneration Idle Speed Up as read only
parameters. This is a documentation change only and not new
functionality.
Added Diesel Exhaust Fluid Minimum Separation as a read only 39, 40
parameter. This is a documentation change only and not new
functionality.
Added Coolant Level input to the Engine Protection feature and 73 – 76
clarified the overall description of the Engine Protection feature.
Changed Idle Shutdown Warning Period Adjustment to Idle 93, 102
Shutdown Warning Period Enable. This is a documentation
change only.
Clarified the description of the Green House Gas Idle Shutdown. 95
Clarified the description of the Idle Shutdown Percent Engine 100, 101
Loading parameter.
Added Load Based Engine Speed Breakpoint Configuration as a 105, 106
read only parameter. This is a documentation change only and not
new functionality.
Added: New Master Password, New OEM Password, New OEM2 115, 118,
Password, New Green House Gas Vehicle Speed Limiter 119
Password, New Green House Gas Idle Shutdown Password
parameter. This is a documentation change only and not new
functionality.
Added the vehicle must be in Top Gear criterion to the Driver 160
Initiated Override feature. This is a documentation change only
and not new functionality.
Removed Sudden Vehicle Speed Deceleration Threshold from ISB 191
and ISL engines.
Removed ISL9 engines and added for ISX engines for the Vehicle 193
Acceleration Management feature.
Added Engine Serial Number and ECM Code as read only 196, 197
parameters. This is a documentation change only and not new
functionality.

Revision Date Author Description Page (s)

09 10/02/12 J.D. Acton Changed all instances of: Diesel Particulate Filter Inhibit (Permit) Throughout
Switch, Diesel Particulate Filter Regeneration Inhibit (Permit)
Switch, Diesel Particulate Filter Regeneration Permit Switch,
Diesel Particulate Regeneration Inhibit Switch, and Regeneration
Inhibit Switch to Diesel Particulate Filter Regeneration Inhibit
Switch.
Changed all instances of: Parked Regeneration Initiate Switch, Throughout
Diesel Particulate Filter Regeneration Start Switch, and Diesel
Particulate Regeneration Initiate Switch to Changed to Diesel
Particulate Filter Regeneration Force Switch
Removed, “Permanent OBD fault codes would be cleared before 20
the vehicle reached 25 miles.” From the Major Changes for 2013
table.
Clarified the J1939 Stop Broadcast Allowed operation. 89
Added Idle Shutdown Coolant Temperature Threshold to the Idle 92, 101,
Shutdown feature. 102
Added the following Green House Gas parameters to the Idle 92 – 102
Shutdown feature:
o Green House Gas Idle Shutdown.
o Green House Gas Automatic Engine Shutdown Expiration
Distance.
o Idle Shutdown Warning Period Adjustment.
o Idle Shutdown Warning Period.
Added the following Green House Gas parameters to the Password 114 – 117
Protection feature:
o Green House Gas Vehicle Speed Limiter Password.
o Green House Gas Idle Shutdown Password.
Added the following Green House Gas parameters to the Road 152 – 162
Speed Governor feature:
o Driver Initiated Override Reset Distance.
o Green House Gas Vehicle Speed Limiter.
o Green House Gas Vehicle Speed Limiter Speed Limit.
o Green House Gas Vehicle Speed Limiter Maximum Active
Distance.
o Green House Gas Vehicle Speed Limiter Expiration
Distance.
Added information on properly setting the PTO Engine Speed 184
Ramp Rate parameter.
Updated the available transmission types. Removed; Aisin, Eaton 188
Lightning, Eaton Autoshift, Eaton Ultrashift, Meritor SureShift,
and ZF/Meritor AS-tronic/Freedom. Added Eaton Ultrashift Plus.
Removed (Euro Markets) from ZF AS-tronic.
Added Sudden Vehicle Speed Deceleration Threshold to the Trip 189
Information feature.
Added ISL9 to the available engines for the Vehicle Acceleration 191
Management feature.

Revision Date Author Description Page (s)

08 08/27/12 J.D. Acton Changed all instances of: Red Stop, Stop lamp, Stop Lamp, engine Throughout
stop lamp, Stop, and Red lamp to Stop Engine Lamp.
Changed all instances of: amber warning lamp, Amber, Amber Throughout
Warning, Warning Lamp, Warning lamp, and warning lamp to
Amber Warning Lamp.
Changed all instances of: low DEF warning lamp, and DEF lamp Throughout
to Diesel Exhaust Fluid Lamp.
Changed all instances of: MIL to Malfunction Indicator Lamp. Throughout
Changed all instances of DEF Tank Level to Diesel Exhaust Fluid Throughout
Tank Level.
Added Programming Dependencies between the Air Shutoff Valve 49, 93
and the Idle Shutdown Relay.
Added information about PTO Pump Mode and Transmission 49
Driven PTO.
Added Programming Dependencies between the Battery Power 53, 67
Required Lamp and the Engine Brake Light.
Added clarification on the vehicle speed interaction to the Idle 91
Shutdown algorithm while in PTO.

Revision Date Author Description Page (s)

07 07/20/12 J.D. Acton Made several changes to the; Diesel Exhaust Fluid Low Level 41 to 47
Warning and Inducement, Incorrect DEF Warning and
Inducement, and SCR Faults with Inducement Tables for clarity,
no functional changes.
Changed Initial Inducement trim value range from 3% to 2.5% to 41
match ECM software. This is a documentation change only.
Added notes to the Diesel Exhaust Fluid Low Level Warning and 42
Inducement Table. This is a documentation change only.
Removed, “or fuel tank has been refilled” from “Final 43, 45
Inducement” cell in Table 5’ and 6’.
Added notes to the Incorrect DEF Warning and Inducement Table. 44
This is a documentation change only.
Removed “Once incorrect Diesel Exhaust Fluid has been detected, 45
the vehicle must be taken to an authorized service center for
inspection…”.
Added notes to the SCR Faults with Inducement Table. This is a 46
documentation change only.
Added information for when the Air Shutoff Valve is implemented 48, 49
in an ISB6.7 or ISL9 verses an ISX12 or ISX15.
Added an Interaction with Other Features note between Cruise 56, 147
Control and Switched Maximum Vehicle Speed.
Added Programming Dependencies for the Idle Shutdown Relay 66, 91
and the Engine Brake Light.
Added note that the Powertrain Protection feature is not available 113
on Emergency Vehicle calibrations.
Added AEB 15.138 reference to the Vehicle Information 183
programming section.
Changed Vehicle Identification Number (VIN) programming tool 184
operation from; “After 25 miles, VIN programming will not clear
OBD and emission-related diagnostic information.” to “After 25
miles, VIN programming will only clear OBD and emission-
related diagnostic information listed below:”.
Removed “The Vehicle Identification Number programming tool 184
will erase all permanent fault codes prior to the vehicle reaching 25
miles.” and associated requirements.
Added note that the Vehicle Speed Sensor Anti-Tampering feature 192
is not available on Emergency Vehicle calibrations.
06 06/11/12 J.D. Acton Modified the Air Shutoff Valve feature to match AEB 21.140. 47, 48
Most notable changes are:
o The removal of the Parking Brake Interlock.
o Automatic mode is suppressed when the vehicle speed
exceeds 40 km/h.
Removed the dependency for the Governor Type Switch and the 144, 145,
Maximum Switched Engine Speed Switch. Also added some 161, and
Switched Maximum Vehicle Speed dependences. 164

Revision Date Author Description Page (s)

05 05/22/12 J.D. Acton Added Smart Road Speed Governor to the “Features no longer 20
supported for 2013” section.
Added Programming Dependencies for the Accelerator Brake 21, 183
Override feature and the Two Speed Rear Axle Ratio feature.
Clarified the engage and disengage conditions for Cruise Control, 53, 54
no functional changes.
Changed the phrase; “When the Engine Brake Service Brake 66
Activation parameter is set to enable, the operator must press the
service brake to activate the engine brakes.” to “When the Engine
Brake Service Brake Activation parameter is set to enable, the
operator need only tap (press and release) the service brake to
activate the engine brakes.” to more accurately reflect how the
ECM actually works.

Revision Date Author Description Page (s)

04 04/04/12 J.D. Acton Added AEB 15.110 and AEB 15.123 to the reference section. 16, 17
Added; new PTO functionality, Battery Power Required Lamp, 19, 20
and Idle Shutdown Hot Ambient Override Automatic Mode
Enable, to the “Features new for 2013” section.
Added INSITE/VEPS Naming Convention table to Accelerator 23, 27, 45,
Interlock Switch, Adaptive Cruise Control, Diesel Exhaust Fluid 47, 49, 57
Low Level, Air Shutoff Valve, Alternator Failure Warning, and
Cruise Control sections.
Clarified the description of the Aftertreatment Diesel Particulate 28 – 36
Filter System Control feature operation, no functional changes.
Added Diesel Particulate Filter Lamp Setup. 28, 29
Added the ISX engines to the Particulate Filter Maintenance at Idle 35
– Idle Speed Increase feature.
Added diesel fuel refill condition for second and severe 40 – 43
inducement to DEF Low Level Warning and Inducement Table
and Incorrect DEF Warning and Inducement Table.
Removed Note 2 from SCR Faults with Inducement table. 44, 45
Clarified the description of the Air Shutoff Valve feature 46, 47
operation, no functional changes.
Clarified the description of the Alternator Failure Warning feature 48, 49
operation, no functional changes.
Added Battery Power Required Lamp feature. 50
Changed Cruise Control Cancel Switch to Cruise Control Pause 52-56
Switch to more accurately reflect Industry accepted term.
Added information about the Multiplexed Fan Control Switch 2. 73, 75, 76
This is a documentation change only, the feature has been in the
ECM for quite some time.
Clarified the description of the Fast Idle Warmup feature 80, 81
operation, no functional changes.
Moved the High Soot Load Idle Shutdown feature to its own 86, 87
section to better represent its independence from the Idle Shutdown
feature.
Clarified the description of the Idle Shutdown feature operation, no 88 – 94
functional changes.
Removed 2013 ISX12 and ISX15 Only restriction from Idle 88
Shutdown Ambient Air Temperature Override feature.
Added Idle Shutdown Hot Ambient Automatic Override. 88, 92
Added note that the Parking Brake Switch may be hardwired or 105
J1939 multiplexed, documentation change only, no functional
change.
Added Remote Station PTO to PTO Multiple Trip Information. 120, 121
Removed bump-up and bump-down from PTO Multiple Trip 121
Information.
Added new Remote Station PTO feature, PTO Parking Brake 123 – 139
Interlock Type, PTO Transmission Neutral Interlock, and PTO
Pump Mode to the PTO feature.
Added documentation concerning the governor gain set while 141
using Remote Accelerator and Transmission Driven PTO is
enabled, no functional changes.
Clarified the description of the Transmission Driven PTO feature 168 – 172
operation, no functional changes.

Revision Date Author Description Page (s)

03 01/19/12 J.D. Acton Changed ISX11.9 to ISX12. Throughout
Added Refer to AEB 9.01 for Safety Practices, Guidelines and 1
Procedures.
Added that the Diesel Particulate Filter Regeneration Inhibit 30, 31
(Permit) Switch has priority over the Parked Regeneration Initiate
Switch.
Added clarification of the PTO Maximum Engine Load to add 117
torque developed at the flywheel.
Clarified Driver Initiated Override description. 131
Added the ISB6.7 engine to the Vehicle Electrical System Voltage 161
feature.
02 11/29/11 J.D. Acton Changed ISL8.9 to ISL9. Throughout
Added Accelerator Brake Override. 19, 20
Clarified the description of how the Remote Accelerator feature 124-126
works.
Changed how Remote Accelerator in Mode 2 reacts to error 126
conditions to match actual ECM software. Removed the statement,
“At least one of Remote Accelerator Out-of-Range faults codes are
active or least one of Remote Accelerator supply voltage faults
codes are active.” PRCR 166,825.

Revision Date Author Description Page (s)

01 11/04/11 J.D. Acton Made numerous grammatical changes throughout to add clarity. Throughout
Changed Author from Yiping Zhuang to J.D. Acton 1
Changed the OPEN and CLOSED to ACTIVE OPEN and 19
ACTIVE CLOSED to match the VEPS units
Added hardwired accelerator language when the accelerator is 21
multiplexed.
Changed ASO Valve Parking Brake Interlock to Air Shutoff Valve 41
Parking Brake Interlock to match VEPS parameter name. Clarified
the Parking Brake interlock description.
Clarified engine speed increase in Alternator Failure Warning Idle 42
Speedup description.
Changed the word SHOULD to must in the Cruise Control 46
description section to match actual ECM software design.
Changed several Engine Brake parameter names to match VEPS 54
parameter names.
Added Minimum Fan On Time feature. 66
Added clarification of using a hardwired Fan Control Switch and a 67
multiplexed Fan Control Switch.
Corrected description of Fan On With Engine Braking function per 67
PRCR 147,545.
Changed Idle Shutdown % Engine Loading to Idle Shutdown 78
Percent Engine Loading to match VEPS names.
Added clarity to the Idle Shutdown Timer Run section. 78
Added Idle Shutdown Manual Override Inhibit Zone feature. 82
Clarified the description of the High Soot Load Idle Shutdown 84
feature to better match actual ECM software.
Clarified the description of the operation in the J1939 Multiplexing 85
section.
Revised Password section on the Adjustment Password controls 96
over Resets.
Added clarification on how PTO and Remote PTO work while the 113, 114
vehicle speed sensor is in error. PRCR 171,712.
Added statements that the Remote Accelerator Position Sensor 123
may be either hardwired or J1939 multiplexed.
Added clarification to the selection of normally open verses 145
normally closed Maximum Operating Speed Switch.
Changed Tire Size % to Tire Size Percent. 146
Clarified the vehicle speed interaction of the Transmission Driven 149
PTO feature description.
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