CUMMINS

QSX15
ENGINE

QSX15 Engine Specifications

Features of the QSX15

Displacement 15.0 L
Configuration In-line 6 cylinder
Aspiration Turbocharged and charge air cooled
Bore mm(in) 137 (5.39)
Stroke mm (in) 169 (6.65)
Weight kg (lbs) 1370 (3020) dry
1475 (3250) wet

Rated Speed 1500 rpm 1800 rpm

Rated Power (hp) 505-670 550-750
Rated Power (kWm) 377-500 410-560
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 1999 Construction Market
Product Line
Horsepower
QST30

QSK19

N14

M11

C8.3

B5.9

B3.9

B3.3

0 100 200 300 400 500 600 700 800 900 1000 1100 1200

Vs. Competition

Cummins Caterpillar DDC DDC DDC Isuzu

QS15 3456 S60 S60 S2000 6WG1

Configuration Inline 6 Inline 6 Inline 6 Inline 6 V8 Inline 6

Bore 137 mm 139.7 mm 130 mm 133 mm 130 mm 147 mm
Stoke 169 mm 171.45 mm 160 mm 168 mm 150 mm 154 mm
Displacement 15.0 L 15.8 L 12.7 L 14.0 L 15.9 L 15.7 L
Aspiration TAA TAA TAA TAA TLA (SCCC) TAA
Power - Intermittent 350 - 600 hp 500 - 600 hp 350 - 500 hp 283 - 630 hp 525 - 650 hp 405 - 512 hp

Cam Location Dual Overhead Cam Single Overhead Cam Single Overhead Cam Single Overhead Cam In
Block Single Overhead Cam
(center of V)
Fuel System HPI Electronic Unit Injectors Electronic Unit Injectors Electronic Unit Injectors
Electronic Unit Electronic In line pump
Pumps
Dry Weight 3362 2897 2570 ? 3530 2480
Length 65.4 57.2 57.2 57.5 66.9
Width 36.5 35.0 35.0 43.7 38.6
Height 52.6 54.2 54.2 48.8 45.1
 Emissions Regulations
20 N14 AHD
82% reduction
Oxides of Nitrogen (g/bhp-hr)

Unregulated level 54% of NOx

15

10 35%
40%

0
1970 1975 1980 1985 1990 1995 2000 2005 2010
Model Year
• Tier I, Tier II capable
.... Engines released before January 2001 will meet Tier I Emissions requirements.
.....Engines released after January 2001 can meet Tier II Emissions requirements if
needed.
..…Tier III required in 2005

Mobile Off-Highway Emission Regulations

Schedule
NOx / HC / CO / PM (g/kW-hr) [Conversion: (g/kW-hr) X 0.7457 = g/bhp-hr]
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
U.S. EPA (Tier 2 & 3 requirements, and Tier 1 requirements for 19-36 kW, were published in the Federal Register on 23 October 1998.)
19-36 kW (25-48 hp) ~ 8.7? (9.5 NOx+NMHC) / 5.5 / 0.80 ~ 6.7? (7.5 NOx+NMHC) / 5.0 / 0.60 ?
37-74 kW (49-99 hp) 9.2 / - - / - - / - - ~ 7.0 (7.5 NOx+NMHC) / 5.0 / 0.40 ~ 4.2 (4.7 w/NMHC) / 5.5 / PM6
Tier 3 Tech
75-129 kW (100-173 hp) 9.2 / - - / - - / - - Review in ~ 6.2 (6.6 NOx+NMHC) / 5.0 / 0.30 ~ 3.6 (4.0 NOx+NMHC) / 5.0 / PM6
2001
130-224 kW (174-301 hp) 9.2 / 1.3 / 11.4 / 0.54 ~ 6.2 (6.6 w/NMHC) / 3.5 / 0.20 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
225-449 kW (302-602 hp) ~ 6.0 (6.4 NOx+NMHC / 3.5 / 0.20
9.2 / 1.3 / 11.4 / 0.54 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
450-560 kW (603-751 hp) ~ 6.0 (6.4 w/NMHC / 3.5 / 0.20
9.2 / 1.3 / 11.4 / 0.54 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
>560 kW (>751 hp)
9.2 / 1.3 / 11.4 / 0.54 ~6.0 (6.4 NOx+NMHC / 3.5 / 0.20
EUROPE (Tier 3 requirements reflect possible harmonization with U.S. EPA, though without the consent decree pull-ahead)
18-36 kW (24-48 hp) 8.0 / 1.5 / 5.5 / 0.8 ?
37-74 kW (49-99 hp) 9.2 / 1.3 / 6.5 / 0.85 7.0 / 1.3 / 5.0 / 0.4 4.2 / 1.3 / 5.0 / 0.4
75-129 kW (100-173 hp) 9.2 / 1.3 / 5.0 / 0.70 6.0 / 1.0 / 5.0 / 0.3 3.6 / 1.0 / 5.0 / 0.3
130-560 kW (174-751 hp)
9.2 / 1.3 / 5.0 / 0.54 6.0 / 1.0 / 3.5 / 0.2 3.6 / 1.0 / 3.5 / 0.2
>560 kW (>751 hp) No active consideration of regulation in Europe.
JAPAN (Operational deadlines apply to new and old 30-260 kW (40-349 hp) engines on Ministry of Construction - contracted sites.
Harmonization with EU Tier 2 has been proposed.)
9.2 NOx & trap - Tunneling operation of backhoes, crushers, tractor-shovels, Harmonization with European Tier 2 power categories for listed applications
concrete blowers & mixers, jumbo drills and dump trucks
9.2 NOx only - All operation of above applications plus hydraulic shovels, Harmonization with European Tier 2 power categories for listed applications
bulldozers and wheel loaders
9.2 NOx only - Rough-terrain cranes, engine-driven alternators, air compressors, rollers and Harmonization with European Tier 2 power categories
hydraulic units for listed applications

Tier 1 Tier 2 Tier 3

 Performance
350 - 600 Horsepower

 Haul trucks, combines, forage harvesters, airport crash

truck, blast hole drills, 4 wheel drive ag tractors,
excavators, wheel loaders, cranes, air compressors,
rail car, chippers and etc.
 Good transient response
 Displace the lower end of the QSK19 (450 - 600 hp)
 Wastegate turbocharger and air-to-air aftercooler
 Wide powerband --> room for HP growth

Performance
Comparison
700  HPI fuel system
650  High injection pressure
600  Open nozzle
 Rate shaping
Horsepower

550

500  Ultra short injection

duration
450
 25-40% higher cylinder
400 pressure
350  Electronic boost control
300  Low speed torque
1300 1400 1500 1600 1800 1900 2000 2100
Engine Speed
QSX15-600 QSK19-600 N14-525
Engine Identification

ISX/ QSX15 Reliability and

Durability
• Edge molded rubber gaskets and
seals designed for 100% reliability
• Designed for sub-assembly tests
• Integral accessory drive
• Statistical engine test analysis
• Structural bridge plate
• High injection pressure capable
– 32,000 psi design
– 22,000 psi operate
• High cylinder pressure capable
– 2,800 psi design
– 2,280 psi operate
Designed for Reliability • Diagnostics
QSX15 Engine Features

Dual Overhead Cams

• Dedicated camshaft for
injectors
• Dedicated camshaft for
valves
• Permits optimized injection
control and optimized
valve events

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12
 13

Valves

14
 Block
 Gray iron
 Lighter, stronger
 Single piece
 Bridge plate
 Stronger crank
 More bolted joint capacity on
FW
 Dual dampers (reduced
noise/ improved gear train
life)

Block

16
Pistons

17

Sputtered Bearing
Construction
Vacuum Chamber
Overlay Material Target

Plasma
Bearing Shells
Carrier

Sputtered
Overlay
Sputtering of the upper rod bearing shell
provides the greatest combination of load
capacity and durability. The sputtered
Leaded-Bronze bearing surface enhances oil film adhesion
Lining
to the bearing surface and allows the use of
Steel Back very high cylinder pressures for
performance and emissions while providing
improved durability and wear over the
current N14 product.
QSX15 Front-end Features
• 2-belt drive
• Poly-Vee automatic
tensioned belt drives
• Belt driven water pump
• Front engine support
mounts directly to block
• Integrated alternator drive

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Future Closed
Crankcase Breather

Lip Seal
 Closed Crankcase Breather
Removes oil mist and soot from the
crankcase blowby gases and provides a
closed crankcase system without
compromising performance.

Integral shaft (cleaned

blowby exit)

Top of rotating breather

Blowby entrance

How it Works
• Outside/in blowby flow path
• Oil droplets are captured by the
filter media (clean air passes
through the media)
• Centrifugal force “slings” the
collected oil to the pleat tips for
removal
• A “dry zone” is maintained
which creates a low restriction
flow path for the blowby gasses
• Therefore, relatively
“tighter/more efficient” media
can be used
Rotating Coalescer with Centrifugally
Enhanced Drainage
Comparative Advantages
• High efficiency
• Low pressure drop
• Long life system
• Open or closed system
applicable
• Engine integrated
• Patent pending
Test Highlights
• 85% - 98% total efficiency
(media dependent) with less
than 5” H20 restriction
• Zero carry-over on tilt stand
tests to 50o in all directions

QSX15 Left Side Features

• Integrated fuel system

• Integrated air inlet

• 4-point engine mount
capability
• Engine barring device

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Left Side Features
• Integrated fuel system
• Integrated electronic controls
• Integrated air inlet
• 4-point engine mount capability
• WABCO air compressor
• A/C provides full SAE A-flange
hydraulic pump drive capability
at 1:1 ratio
• SAE B-B capability without A/C
compressor 100 hp 249 ft-lb
• Engine barring device option
• Electric fuel priming option
• Options for remote mount or
chassis mounted fuel filter

QSX15-G Flywheel End

• Flywheel mounted rear seal

• Flywheel housing - cast iron standard
• SAE#1 and SAE#0 housings and flywheels
available
• Unitized axial lip rear seal
• Housing
• Flywheel housing - cast iron standard
• SAE specified components
• Higher bolted joint capacity than N14

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 27

Front seal Removal/ Installing Tool

28
Rear seal Removal/ Installing Tool

29

Front-end Features
• 2-belt drive
• Poly-Vee automatic tensioned belt
drives
• Fan centers from 12” to 22” at .55 -
1.0:1 ratio
• Belt driven water pump
• Front engine support mount directly to
block
• Flexible fan drive
– Fixed fan center
– Tighter clearances
– Fixed fan drive
• Dual alternator drive option
• High capacity front mount
• Rotating breather
Front Arrangement

31

Front Gear Train

32
QSX15 Geartrain
• Located at front of
engine
• Scissors gear to
minimize excessive
lash
• Adjustable upper idler
• Robust design to
accommodate high
injection pressures

33

ISX/ QSX15 Scissors

Gear
• Lower noise
• Lower impact
• Reduced tooth
wear/fitting
 QSX15 Crankshaft

• Micro alloy material

• Extensive analysis for Power
Gen application
• Designed for optimum
strength
• Improved manufacturing
processes

35

Camshaft

36
Barring Device

37

Barring Device

38
Static Engine Timing

Timing Wedges
39

40
Static Engine Timing

Crankshaft Timing Pin 41

42
Dual Overhead
Camshafts
 Unique approach
 One cam dedicated to
injector
 One cam drives valves
and engine brake
 Dedicated brake lobe

Cylinder Head
 Single piece
 High strength alloy
 Integrated air system
 Integrated ECM/fuel
mounting
 Centered injector location
 Casting optimization
 Brake System

 Fully optimized brake event

 40-50% increase in braking
 Up to 448 kW (600 hp)
 Simple design
 Low weight
 No package size impact

QS15 Intebrake
Detent Rocker Brake Cross-Section
24 Valves and
Centered Injection
 Improved combustion
– Performance
– Power density
– Fuel consumption
– Emissions

 Uniform ring temperature

– Durability
– Oil control
– Emissions

Top Adjustment
 Preparation steps

Loosen all mounting capscrew

49

Firing Order 1 – 5 – 3 – 6 – 2 – 4 50
 Align with mark on Damper

Bar the engine Clockwise

51

52
 Injector Adjusting

Tighten to 71 in lb. Back out

1 revolution and retighten to
71 in lb.

Back out adjusting screw

1 or 2 complete revolution

53

Valve and engine brake

54
Valve, Brake, dan Injector Adjustment Values

Injector Adjustment is 8 N•m [70 in-lb]

Intake Valve 0.35 mm [0.014 in]

Exhaust Valve 0.68 mm [0.027 in]

Engine Brake 7.00 mm [0.276 in]

55

56
 Engine vibration dampers
awalnya ditandai dengan
BRAKE SET 1-6, BRAKE SET
2-5, atau BRAKE SET 3-4.
engine brakes harus di set
pada tanda yang tepat pada
engine-engine tersebut.
Engine vibration dampers
terbaru ditandai dengan
hanya A, B, atau C, dan di-
adjust dengan valves dan
injector pada silinder yang
sama.

57

Fuel System
Without Priming Pump

58
Without Lift Pump

1. Fuel supply from tank

2. Fuel filter
3. Gear pump
4. Fuel shutoff valve
5. Rail metering actuator
6. Timing actuator
7. Rail metering supply to injector
8. Timing fuel supply to injector
9. Injector
10. Fuel drain to tank.

59

Fuel System
With Priming Pump

60
With Lift Pump

1. Fuel supply from tank

2. Fuel lift pump
3. Fuel pump
4. Pressure fuel filter
5. Fuel shutoff valve
6. Fueling actuator
7. Timing actuator
8. Fueling supply to injector
9. Timing fuel supply to injector
10. Injector

61

Fuel System

With Lift Pump and ECM

Cooling Plate

62
 With Lift Pump and ECM
Cooling Plate
1. Fuel supply from tank
2. Fuel lift pump
3. Compuchek™ fitting (fuel inlet restriction)
4. Fuel pump
5. Pressure fuel filter
6. Fuel shutoff valve
7. 250-psi regulator
8. Rail fuel pressure sensor
9. Engine fuel temperature sensor
10. Compuchek™ fitting (rail fuel pressure)
11. Hot start and stall orifice
12. Fuel inlet to ECM cooling plate
13. ECM cooling plate
14. Fuel from ECM ccoling plate to fuel pump
15. Fuel drain to tank.
63

Heavy-duty HPI-TP Fuel

System IFSM Schematic

• Fully integrated
• No external Fuel Pump
plumbing
Timing
• Smart filtration Actuators
Fuel Pump
system
SOV

Fuel
Pressure
Sensor Suction Side
Connector Compuchek
Hex Head
Fuel Pump Vent Plug Fitting
Nameplate IFSM
Nameplate Fueling
Pressure Side
Compuchek Actuators
Fitting
P10 IFSM
Water Separator
Fuel Filter
HPI Fuel System
Timing • Designed for up to
Pulse
Supply 35,000 psi
• Operate at 22,000 psi
Pulsed Gear Pump • Open nozzle
Low Pressure
Fuel Supply
• Individual cylinder
Fueling Timing Timing Fueling
control
+- +- +- +-
ECM • Fully authority
System + SOV • Simple design
IFSM Pressure
Regulator
Return
Electric Fuel
Fuel Priming + - Line
Filter Pump
Fuel
Tank
Injector

67

Metering & Timing

68
Injection

69

Fuel Drain

70
Cooling System
• Optimized pump hydraulics
• Filters indicate when water is in
the fuel
• No external plumbing
• Belt driven water pump
• Chemically treated filters
(technology for better filter
performance)
• All cast iron cooling system
components
• Fixed center fan drive with auto
tensioning
• Increased water pump flow

Cooling System

1.Coolant inlet
2.Coolant flow from coolant filter
3.Coolant bypass flow from
thermostat
4.Coolant flow to water pump
5.Coolant flow from water pump
6.Coolant flow past oil cooler
7.Coolant flow to cylinder head.

72
 Cooling System

Single Thermostat
1. Coolant flow through cylinder head 6. Coolant bypass passage
2. Coolant flow from cylinder head to 7. Coolant bypass flow to water pump
thermostat housing 8. Coolant flow to water pump
3. Thermostat 9. Bypass closed
4. Bypass open 10. Coolant flow to radiator
5. Coolant flow through thermostat housing to 11. Coolant flow from radiator.
bypass passage
73

Cooling System

Dual Thermostat
1.Coolant flow from cylinder block to cylinder head
2.Coolant flow from cylinder head to thermostat housing
3.Coolant flow to radiator
4.Coolant bypass passage
5.Coolant bypass flow to water pump
6.Coolant bypass closed
7.Thermostats. 74
QSX15 Lube System
• Optimized oil pump design
• Minimized system flow restriction
• Edge molded, steel body
• Increased oil capacity - 22 gallon
• No external plumbing
• No mess oil change, vertical mount
oil filter
• CD oil compatible for global markets
(lowers change intervals)
• Angularity limits of
– 5 degrees front down
– 15 degrees front up
– 15 degrees side-to-side

75

Service and Maintenance

 Longer oil drain intervals

 Longer life fuel and coolant filters
 Pan has central bottom drain and two side drains for
quick oil drain systems
 Dipsticks and fills on both sides of engine
 Filter locations more accessible
 Vertical mounted oil and fuel filters for easy no mess
changes
 One side servicing capability with remote filters
 Lube System

• Optimized oil pump design

• Minimized system flow restriction
(16% better than N14)
• Edge molded, steel body
• Oil pan gasket
• Increased oil capacity - 12 gallon
• No external plumbing
• 500 hour oil drain interval with premium
oil
• No mess oil change, vertical mount oil
filter
• CD oil compatible for global markets
• Increased oil cooler capacity

LF9001 Lube Oil

Filter - Stratapore
Media
Stratapore provides:
 Durability for extended periods
 Excellent moisture tolerance
 Maintains higher efficiency over time
 Less resistance to flow
– Cold starts
– On going parasitic
 Substantial contaminant capacity
improvement
 Very consistent composition and
performance
 LF9001 Lube Oil
Filter - Venturi
Oil Filtration Technology Advancements
 What does it do?
– Generates flow through the highly efficient/restrictive bypass media
 How does it do it?
– The flow through full flow element is restricted by the nozzle throat,
forcing more flow through the bypass section

Industry-leading Cummins and

Fleetguard next generation filtration
technology

Longer life Stratapore media with

Venturi capable of extended service

Rugged mounting with easier

removal

Lubricating System

80
Lubricating System

Lubricating Oil Pump and Power Components

1. Lubricating oil flow from oil pan through suction tube
2. Flow from suction tube to oil pump
3. Pressure regulator
4. High-pressure relief valve
5. Flow from oil pump to oil cooler/filter head housing
6. Oil return from oil cooler/filter head housing to main oil rifle
7. Main oil rifle
8. Flow to main bearing
9. Flow from main bearing to crankshaft
10. Flow to cylinder head
11. Flow to piston cooling nozzle
12. Flow to idler gears
13. Oil transfer from main oil rifle
14. Flow to air compressor
15. Rifle sensing regulator dump to inlet.

81

Lubricating System
Lubricating Oil Filter, Cooler and Bypass

82
Lubricating Oil Filter, Cooler and Bypass

1. Lubricating oil flow from oil pump

2. Thermostat
3. Oil transfer to rear oil cooler
4. Flow through oil coolers
5. Oil cooler flow return to filter head
6. Filter bypass valve
7. Oil filter
8. Flow to turbocharger
9. Flow to main oil rifle
10. Oil drain from turbocharger
11. Thermostat open - oil flows through oil cooler
12. Thermostat closed - oil flows directly to oil filter
13. Flow to oil filter
14. Bypass valve closed - oil flows to oil filter
15. Bypass valve open - oil flows directly to main oil rifle
83

Lubricating System

Overhead Components

7. Flow to valve rocker lever

shaft
1. Lubricating oil flow from cylinder 8. Flow to valve rocker levers
block to cylinder head 9. Flow to valve camshaft
2. Flow around grooved head to journal bearings
drilled camshaft and rocker lever 10. Intake valve rocker lever
shafts 11. Engine brake lever
3. Flow to injector rocker lever shafts 12. Exhaust valve rocker lever
4. Flow to injector rocker levers 13. Injector rocker lever
5. Flow to injector camshaft journal 14. Oil drain from overhead
bearings (front and rear).
6. Flow to fuel pump
84
Air Intake System

1. Intake air inlet to turbocharger 4. From charge air cooler to intake

2. Turbocharger air to charge air manifold
cooler 5. Intake valve port
3. Charge air cooler 6. Intake valves. 85

Air Exhaust System

1.Exhaust valve ports

2.Exhaust manifold
3.Turbocharger turbine.

86
Air Exhaust System

87

Air Handling
• Electronically controlled
wastegate for optimum
performance
• Simple
• Significantly extends
engine envelope
• Reduced tooth/pitting
Wastegate Controller

89

90
91

92
Specific Industrial
Features/Options
 REPTO
 High capacity oil cooler
 Front power take off
 “BB” hydraulic drive
 Multi fuel capable
 Water in fuel sensor
 No oil carryover (45o angularity)
 Remote fuel, lube, coolant filter options

REPTO

Four pad REPTO

• 400 horsepower total
• Simplifies installation
• Reduces installation
cost of application
• Available November
2000
 Hydraulic Drive
• 11, 13, 15 tooth
adaptation
• SAE A, SAE B,
SAE B-B mounting
• 100 horsepower
capability

Water-in-fuel Sensing Option

 The Quantum system provides the capability to check for water in

the fuel system and alert the operator to help protect the fuel system
from damage

 The system uses a Fleetguard FS1003 fuel/water separator filter

with an integrated sensor to detect water in fuel (p/n 3406889)

 A wiring harness jumper is included

 The Quantum system alerts the operator and records a fault
Electronic Control
Module
• Integrated design
• Air cooled
• Accessible
• 10 x memory
• Small and lightweight
• Simple OEM connections
• J1939/1387
• Robust design
• Diagnostics
• Data logging
• New features
– Air compressor
control
– Turbo control
– Fan clutch control

98
Engine Controller

99

Sensors and Actuator

100
Input Power
 Keyswitch and Unswitch battery
– The unswitched power supply provides power to some
circuits in the ECM that require power when the keyswitch is
off.
– The keyswitch controlled power is utilized for normal
operation

Sensors and
switches
 Sensor and switches provide input signals to the ECM. For
measuring pressures, temperatures and other parameters,
 sensor provide a voltage or resistance that is proportional to the
parameter being measured.
 Switches are used when a simple on/off signal is all that is
required.
SENSORS
 Some sensors, called passive sensors, have only signal and return wires.
 Other sensors, called active sensors, have a 5 volt DC supply, signal and return
wires.
 Other sensors, such as the thermocouple type of exhaust gas temperature
sensor, and some speed sensors, create their own voltage
 The ECM contains an analog to digital (A/D) converter for each of these sensor
input circuits. The A/D converter takes the
 sensors analog input signal and converts it to a digital signal which the ECM can
then use to determine temperature, level and pressure.

Hall Effect Sensor

Checking
 Hall Effect sensors, such as this ISX crankshaft position sensor, can be tested
using a voltmeter and a breakout harness.
 Attach the meter to the sensor signal wires, not the 5 volt supply wire, and bar the
engine over by hand. The voltmeter reading should alternate between a high
reading, 4 to 5 volts, when the sensor is close to metal, and low, 0.5 to 2.3 volts,
when the sensor is not close to metal.
Hall Effect Sensor
Checking Cont…

Accelerator Position
Sensor
The accelerator position sensor is another variable resistance three-wire sensor. However, the variable
resistor is a sliding contact type resistor connected to the accelerator pedal.
The accelerator not only contains a position sensor but may also have a idle validation switch incorporated
into it. This is a safety redundancy check to help ensure that the accelerator is not
malfunctioning.
The accelerator position sensor and the idle validation circuits work together. In the idle position: the switch
indicates to the ECM that the pedal is at idle, and the accelerator position signal to the ECM is low. The ECM
knows to ignore the accelerator position signal and provide the set idle speed for the engine.
Switches

 A single pole-double throw switch has three positions, two closed and
one open.
 This type of switch completes one of two circuit paths. A double throw
switch cannot make contact with both circuits at the
 A common single pole-double throw switch used on engine control
systems is the engine brake switch.

Switches

Double Pole-Single Throw switch

 The switch "Pole" refers to the number of switches that will move
together.
 This double pole switch has two separate contacts in separate circuits.
With a double pole switch, when one switch is moved, the other switch
moves with it to either open or close the electrical path in the other
circuit.
Switches

 Switches can be energized mechanically, hydraulically, or pneumatically.

An example of a hydraulically activated switch includes a pressure
switch thatopens or closes when it senses a specific pressure. An
example of a pneumatically activated switch in an electronic engine
control system is a brake light switch.

ECM
 ECM Output

1.Steady Voltage
2.Pulse Width Modulation (PWM)

- On/off actuators, relays and some motors can use either type of signal.
- Variable position actuators must use a PWM signal.

PWM Signal

 Pulse width modulation is based on a pulsed output at a constant

frequency and varying pulse width to obtain the desired results.