Tier4F Electronic Feature Enhancements AE Online Training Welcome to the Tier 4 Final electronics Feature Enhancements section of the AE training. My name is xxx, title. This module will highlight the major differences the feature level software for Tier 4 Final so that you will understand what is new and what has changed. It also provides the fundamental high-level information which will help you decide how to best utilize this new functionality for your customers. It is not intended to be a highly detailed level of feature training which will still be available through the standard DAE training that is offered each year by the Electronic Systems Integration Team. This introductory training has been created by the Industrial Customer Engineering Electronics group, who is primarily responsible for developing the controls system and off-highway software for Tier 4 products. Industrial Customer Engineering Electronics Jan 15, 2013

Topics – Changes, differences from Tier 4i Air Filter Restriction Monitor Expanded Fan Support Power On Indicator Feature Alternator Control Additional EPD Speed Derates OTIS Support (UDS/ODX) Immobilizer Note: Aftertreatment functionality will be covered in a separate training module For the full list of features available in Tier 4 products, please reference AEB 15.153 In this module, we will cover the additions, changes, and enhancements that distinguish Tier 4 Final feature content from what we launched at Tier 4i. Importantly, a full list of features that will be available is contained in AEB 15.153. This module will be focusing on the major differences. With the exception of aftertreatment and regulatory changes (which will be covered in Tier 4F aftertreatment training), all of the traditional Industrial features you are familiar with from Tier 4i will likewise be available at Tier 4F. To summarize, we will cover the following: Air Intake Restriction Monitor Additional cooling fan options, including support for Dual Fan, some reversible fan types, and support for hydraulic pump driven fans. Power On Display indicator ECM control of alternator excitation Engine Protection Speed Derates on all EPD channels Open Tool Interface Standard support (which allows third party tool support via UDS/ODX) Support for Dual PWM throttle And finally, support for immobilizers that conform to the CES xyz standard. Aftertreatment architecture for Tier 4F products have added changed significantly with addition of SCR. A separate training module focuses on these changes.

Air Intake Restriction Monitor What is it? This feature allows the engine controller to estimate the degree of restriction due to dust and debris in the air intake filter. A highly restricted filter reduces air flow into the engine and impacts performance and emissions. Why is it useful? Reduces unnecessary air filter changes and detects optimal time for replacing/cleaning air filters. Where is it used? This feature is useful in all applications to monitor air filter restriction; however, it is increasingly important on applications susceptible filter clogging from high debris (e.g. forestry applications.) Additional Notes This feature utilizes a single pressure sensor (CIP) and calculated air flow to determine air restriction. With this methodology, adequate variation in air flow is required to make an accurate restriction calculation. As a result, time to accurately determine restriction depends on the transient nature of data. (The more transient the duty cycle the faster the prediction.) Multiple applications, particularly Heavy Duty applications susceptible to high debris, have experienced degraded performance and emissions issues and, in extreme cases, exhaust system failures as a result of high intake air restrictions. High intake air restriction can lead to problems such as low power, sluggish response, black smoke, low fuel economy, and nuisance faults. This feature has been implemented in order to provide a means for estimating air filter restriction and generates fault codes to communicate high and extreme restriction conditions. It is particularly important to prevent air restriction problems in those applications susceptible to clogged filters; however, all applications can benefit from unnecessary air filter changes. Importantly, this feature utilizes a single pressure input (CIP) and estimates air flow to determine air restriction. This means an additional pressure sensor is not required to support this feature; however, the time to determine air filter restriction from the air flow estimate depends on the transient nature of incoming data. More transient duty cycles will make the calculation more quickly.

Expanded Fan Support What is it? New aftertreatment architectures bring many challenges to implementing effective cooling package solutions, particularly in higher power applications. In response to these challenges, there are new cooling options provided for in Tier 4F software. What new fan capabilities are supported? Support for dual fan Support for hydraulic pump type fans Support for reversible fan types Where are they used? Most fan and cooling package challenges are with Heavy Duty applications; however, higher powered Midrange application may also benefit from these provisions. Tier 4 aftertreatement architectures driven by regulatory requirements generate a significant amount of heat and, thus, create challenges for OEMs in developing effective cooling package solutions– particularly in larger displacement engines with higher power demands or applications with components that may be isolated from the base fan. To help provide solutions for these challenges, a number of capabilities are provided with Tier 4F controls software. These provisions include support for dual fan control, which provides for applications that require multiple fans to effectively cool; support for hydraulic pump fan types, which expands the cooling package options available to OEMs, and support for reversible fan types. These three categories will be discussed in greater detail in the following slides.

Dual Fan What is it? Why is it useful? Additional Application Notes The Dual Fan feature allows for the independent control of a secondary cooling fan which can be used to cool application components located away from the base fan. Why is it useful? Some applications have advanced cooling needs which require the cooling of components which are remote from the base fan. This feature provides optional use of a second fan which can be controlled independently from the base engine fan. Additional Application Notes Any of the following channels may drive the second fan: Charge Temp, OEM Temp 1 & 2, CAC Outlet Temp, AC Pressure Switch, Datalink Percent Fan Speed request, and Manual Switch. The second fan can be driven at a fixed (On/Off) or variable speed. The second fan does not support the reversible fan type. The dual fan feature is particularly useful in applications where a component located remotely from the base fan requires cooling. The ECM is equipped with the capacity to drive a second fan. The second fan may be driven by the following channels: Charge Temperature, OEM Temps 1 and 2, Charge Air Cooler outlet temperature, AC Pressure switch, and manual switch. Also, as on the base fan, percent fan speed request can be issued via the datalink. As with the base fan, the maximum fan speed request from the enabled channels will control the fan speed.

Reversible Fan Type What is it? Why is it useful? Where is it used? Reversible fans have the ability to change the direction of fan’s air flow in order to purge the radiator of excess debris while continuing to adequately cool the engine. Some fan types accomplish this by changing fan pitch while others change the direction of fan rotation. Why is it useful? This feature allows for a periodic purge of radiator debris by moving air in the other direction. Where is it used? Applications such as chippers and rock crushers that generate a lot of debris and are susceptible to reduced cooling capacity from radiator debris. Additional Application Notes Purge cycles are engaged either automatically via timer or manually. Additionally, the feature supports an inhibit option. Reversible fan types supported include Flexxaire and Turolla Fan suppliers such as Flexxaire and Turolla offer reversible fan options. These fans are particular useful in applications susceptible to a high amount of debris which can reduce the effectiveness of the radiator. On a periodic cycle, or as requested by the operator, depending on how the feature is configured, air flow of the fan can be reversed to help clear debris lodged in the radiator. Depending on the type of fan being used, either air flow reversal is accomplished either by changing pitch of the fan blade or the direction of rotation of the fan.

Reversible Fan Type – Rotating Pitch Angle Although a reversible fan always rotates in the same direction, the air flow depends on the pitch of the blade which is controlled via the ECM. If the fan pitch is normally positioned, the fan draws in through the radiator and cools the engine. With no pitch, as shown in the central diagram, the fan acts as an air dam, and generates minimum fan load. Finally, with pitch fully rotated, the blades push air and debris out through the radiator as shown on the right. Normal pitch No pitch Reverse pitch

Hydraulic Fan Drive System What is it? A hydraulic fan drive system uses pressurized hydraulic fluid to rotate a fan. The key parts of this system are: fluid, pump, motor, and a pressure control valve. The fluid transmits the power in the system. The pump is typically driven by the gear train accessory drive on the engine gear housing or through a similar pump drive on the transmission. The pump pressurizes the fluid which rotates the fan. The control valve acts as an interface between the hydraulic system and the ECM and controls the pressure of the hydraulic fluid and thus the fan speed. Why is it useful? Allows more flexibility with packaging when compared to a fan clutch based system. (The fan and cooling package do not need to be directly in front of the engine with a hydraulic fan drive.) Allows for a wider range of fan speeds. Where is it used? The Tier4F supports closed loop hydraulic fan drive system that can be used by different applications like tractors to meet their cooling needs. As space in OEM applications becomes limited with the addition of new components and technologies, packaging flexibility becomes more important. One advantage of hydraulic fan systems is that they offer more flexibility with packaging as compared to fan clutch based systems. With these systems, fan and cooling package do not need to be in front of the engine and a wider range of fan speeds are supported. These types of fan drive systems utilize pressurized hydraulic fluid to rotate the fan. The control valve regulates pressure of the hydraulic fluid to control the fan speed.

Power On Indicator Feature What is it? A Power On Indicator gives a visual indication of the state of the engine ECM. It can be used to distinguish the following 3 states: Power On with Key On Power On with Key Off Power Off Why is it useful? After key-off, the ECM must complete a number of important tasks before shutting down. With the addition of aftertreatment systems, these tasks take longer to complete. This feature provides visual feedback about the state of the ECM. Where is it used? Applications with battery disconnect switches frequently want to prevent premature disconnection. Additional Application Notes The feature can be configured to turn on only during ECM Power On with Key Off or can illuminate during normal Key On and flash during Power On with Key Off. It is always off when the ECM is powered down. The feature drives a discrete output which can light a lamp or control a relay. It is not currently multiplexed. After the key switch is turned off, the ECM must complete a number of important tasks before shutting down. Is it important that power not be removed during this powerdown sequence. As aftertreatment systems become more complex (for example, requiring purging of DEF lines during powerdown) this powerdown window becomes longer. For many applications, particularly those with battery disconnect switches, feedback regarding the state of this powerdown is important. This feature can be used to provide information on the state of the ECM. It can be configured to be On when power is on and the keyswitch is on, flash during the powerdown sequence when the keyswitch is off but ECM power is on, and Off when power is off. This is useful for providing a visual indication to the operator. Likewise, the feature can be configured to be On only when the keyswitch is off and ECM power is on (during the time when the ECM is completing the powerdown sequence.)

Alternator Control What is it? Why is it useful? Where it is used? The Alternator Control feature provides ECM switched alternator excitation current. Why is it useful? Typically, alternator current is controlled through wiring to the keyswitch. By using the ECM to control it, the alternator can be inhibited while the engine is not running in order to reduce load during start-up Where it is used? Applications that benefit from reduced load by inhibiting the alternator from charging until the engine is running. Additional Notes This feature utilizes Dual Output B. Typically in Cummins applications, alternator excitation current is provided by wiring to the key switch. However, occasionally OEMs may wish to leave alternator excitation off until the engine has successfully maintained a run state. This provides a moderate reduction in load during cranking or while the engine is off. Typically, this is not a necessary practice. Application of this feature requires the use of Dual Output B.

Additional EPD Channel Speed Derates What is it? In general Engine Protection derates can be configured to limit either torque or engine speed; however, previously, speed derates were only available on particular EPD channels. This type of derate was not available on channels such as Coolant Level and Crankcase Pressure Why is it useful? In some applications, load conditions vary enough such that use of torque derate high enough for an operator to feel in low load conditions will cause engine stalls in higher load conditions. Speed derates are preferred in such cases. Where is it used? Applications such as soil compactors and asphalt compactors could be torque derated on level surfaces or declines and not felt, but stall out on inclines with the same derate Additional Notes The general assumption is that the operator may not notice the fault lamp associated with an engine protection derate and on some applications needs to feel EPD issues with machine performance response. Speed derates are being expanded to all EPD channels. In some applications, such as soil and asphalt compactors, a torque derate large enough to be felt in low load conditions could cause the engine to stall in higher load conditions (such as operating on an incline.) Setting EPD limits conservatively, then, requires the operator to see the lamp to identify problems while operating under low load conditions. For these types of situations, an engine speed derate is preferred because the operator will notice engine speed drops regardless of the load. Unfortunately, not all EPD channels previously supported Speed derates. Channels such as coolant level and crankcase pressure could only be configured as torque derates. These channels have been modified to allow for Speed derates on all relevant channels.

OTIS (Open Tool Interface Specification) What is it? OTIS is a tool interface based on industry standards (UDS/ODX) to support OEM service tools. A licensing agreement with Cummins is required to utilize this interface in the development of 3rd party tools. Why is it useful? Minimizes effort of 3rd party tool suppliers to integrate with our products Support an ISO based protocol Support a standard metadata format Support all interface capabilities that are supported by INSITE Tests Adjustments Monitors Faults Flash download Where is it used? Cummins uses OTIS to allow OEM tools to communicate with ECUs DAF Leyland Mercedes Tier4 Final software provides an open tool interface standard (OTIS) based on UDS/ODX protocols. With a signed agreement in place, an OEM can utilize this interface to develop their own tools which integrate with Cummins products. The tool supports tests, adjustments, monitoring, diagnostics and calibration downloads. OEMs such as DAF, Leyland, and Mercedes have utilized this interface to develop customer 3rd part tools interfacing with our products.

OTIS (Open Tool Interface Specification) Additional Application Notes We are now moving from “Cummins only Solution” to Industry standard solutions to Allow Cummins to integrate better with Customers Allow Suppliers to better integrate with Cummins OTIS provides a common diagnostic interface for OEM tools to communicate with the Cummins ECUs. OTIS will be the basis for future electronic device tool interfaces OTIS provides a common interface based on industry standards that allows enhanced integration of Cummins ECMs with 3rd party tools. Moving forward, all products will support this interface.

Immobilizer What is it? Why is it useful? Where is it used? This anti-Theft feature provides a method for an operator to lock the engine so that the engine cannot be operated without a valid password. Why is it useful? This feature allows for the support of vehicle security and can support any third party immobilizer controller (IMMO) that conforms to the Cummins Engine Network (CEN) Message Group. Where is it used? It is used by OEMs that support an immobilizer option. Additional Notes This functionality is equivalent to what was offered in Tier 4i post production. It is mentioned here since this was not available at Tier 4i launch. The immobilizer supported by Tier 4F software is equivalent to that provided in Tier 4i post production software. The existing software enables an Immobilizer Controller to function with a Cummins ECM by conforming to the Cummins Engine Network (CEN) Message Group.