Cummins QSF3.8 CM2350 F107 Mid Range Quantum Tier 4 Final Overview Engine Manual - PDF DOWNLOAD

Mid Range Quantum Tier 4 Final Overview

Engines QSF3.8 CM2350 F107

 Bore x Stroke - 102mm x 115mm  Displacement - 3.76L (229 ci)  Firing Order

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Engines QSF3.8 CM2350 F107

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Engine Model

Rated Power: hp (kW)

Max Power hp (kW) @ RPM

Peak Torque ft-lbs (Nm) @ RPM

QSF3.8 130

130 (97) @ 2500

132 (99) @ 2300

360 (488) @ 1600

QSF3.8 130

130 (97) @ 2200

130 (97) @ 2200

360 (488) @ 1600

QSF3.8 120

120 (89) @ 2500

127 (95) @ 2300

360 (488) @ 1600

QSF3.8 120

120 (89) @ 2200

124 (92) @ 2000

360 (488) @ 1600

QSF3.8 110

110 (82) @ 2500

110 (82) @ 2500

306 (415) @ 1600

QSF3.8 100

100 (75) @ 2200

104 (78) @ 2000

306 (415) @ 1600

QSF3.8 85

85 (63) @ 2200

90 (67) @ 1900

277 (376) @ 1600

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Engines QSF3.8 CM2350 F107  HE200WG  Wastegated design allows maximum boost to be developed quickly (low RPM) while making sure that the turbocharger does not overspeed at higher engine rpm’s.

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Engines QSF3.8 CM2350 F107 The QSF 3.8 will utilize Cummins cold side EGR system for in cylinder NOx reduction.

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Engines QSF3.8 CM2350 F107 The EGR system will include: The Exhaust Pressure Regulator

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Engines QSF3.8 CM2350 F107 The EGR system will include: EGR Valve

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Engines QSF3.8 CM2350 F107 The EGR system will include: EGR Cooler

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Engines QSF3.8 CM2350 F107 Fuel System Overview  The fuel system is a High-Pressure Common Rail electronically controlled fuel system.

– Provided by the Nippon Denso.  The maximum normal operating pressure is 1800bar [26106 PSI].

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So how do we meet Emissions?

QSF3.8 CM2350 F107 • We increase in-cylinder combustion temperature to produce virtually no PM • We use some EGR to partially reduce NOx when determined possible, beneficial and necessary • We use SCR to reduce NOx caused by high combustion temperatures.

• Thermal Management is obtained/provided by the Exhaust Gas Pressure Regulator 10

So how do we meet Emissions?

QSF3.8 CM2350 F107 • At 74hp, the QSF3.8 uses a simple “fit and forget” Diesel Oxidation Catalyst (DOC). Cummins DOC, a flow-through device requiring no ash-cleaning service, no sensors and no operational lamps in the equipment cab, enables a smaller, easier and more flexible equipment installation than Diesel Particulate Filters (DPF) typically used by many other engines below 75 hp looking to meet the requirement for near-zero emissions.

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So how do we meet Emissions?

QSF3.8 CM2350 F107 • From 100-132hp, the QSF3.8 is paired with a Diesel Oxidation Catalyst and Selective Catalytic Reduction (DOC-SCR) system designed by Cummins Emission Solutions (CES). Cummins SCR enables oxides of nitrogen (NOx) conversion to take place at lower exhaust temperatures

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Engine and Aftertreatment Architecture QSF3.8 CM2350 F107 Exhaust Pressure Regulator

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Engines QSB4.5 CM2350 B106

 Bore x Stroke - 107mm x 124mm  Displacement - 4.5 L (275 cu)  Firing Order

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1-3-4-2

Engines QSB4.5 CM2350 B106

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Engine Model

Rated Power: hp (kW)

Max Power hp (kW) @ RPM

Peak Torque ft-lbs (Nm) @ RPM

QSB4.5 173

173 (130) @ 2100

173 (130) @ 2100

520 (705) @ 1500

QSB4.5 163

163 (126) @ 2300

168 (126) @ 2300

466 (632) @ 1500

QSB4.5 160

160 (123) @ 2000

165 (123) @ 2000

460 (624) @ 1500

QSB4.5 155

155 (116) @ 2000

155 (116) @ 2000

460 (624) @ 1500

QSB4.5 140

140 (106) @ 1800

142 (106) @ 1800

457 (620) @ 150

QSB4.5 130

130 (97) @ 2300

130 (97) @ 2300

387 (525) @ 1500

QSB4.5 121

120 (90) @ 2200

121 (90) @ 2200

347 (470) @ 1500

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Engines QSB4.5 CM2350 B106 HE200 Series Variable Flow Turbocharger  Serviceable actuator mounted to the back of the compressor cover is used to control a sliding nozzle ring internal to the turbine housing  Speed sensor in the bearing housing to monitor turbocharger operation.  Water-cooled bearing housing (in addition to oil lubrication)  Optimized boost over a wider range than a waste gated turbo, but without the cost, weight, and complexity of a Variable Geometry Turbocharger

Engines QSB4.5 CM2350 B106 Cool Side EGR  Exhaust gas recirculation (EGR) is a method by which a portion of engine’s exhaust gas is returned to its combustion chambers via the inlet system in order to reduce NOx emissions  Most important impact of the dilution effect is to lower the peak flame temperature  The secondary and far less important effect is the reduction in the amount of oxygen available for the chemical reactions involved in NOx formation

Engines QSB4.5 CM2350 B106 Fuel System

 The fuel system on the QSB4.5 CM2350 B106 engine is a Bosch high-pressure common rail (HPCR) system 1800Bar (26,107psi) with full authority electronic control.

CAUTION THIS FUEL SYSTEM WILL HOLD PRESSURE FOR A VERY LONG TIME

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Engines QSB4.5 CM2350 B106 So how do we meet Emissions?

SCR is combined with the simplicity of our Diesel Oxidation Catalyst (DOC) as a highly flexible installation package.

Used on Tier 4 Interim installations, the DOC is proven to effectively remove Particulate Matter (PM) using simple flow-through passive oxidation. Smaller dimensions than other types of aftertreatment make this catalyst ideal for space-constrained equipment. Together, the DOC and Cummins SCR work as a fully integrated, ultra-clean aftertreatment system.

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Engines QSB4.5 CM2350 B106 CM2350 with A/T and dosing module controls Engine Out NOX Sensor

DOC Temp Sensor

System Out NOX Sensor

SCR Temp Sensors

Engines QSB6.7 CM2350 B105

 Bore x Stroke - 107mm x 124mm  Displacement - 6.7L (408 cu)  Firing Order

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1-5-3-6-2-4

Engines QSB6.7 CM2350 B105  QSB6.7 engines offer horsepower ranges from 140300 hp (104-224 kW)  Torque output, reaching up to 760 lb-ft (1030 N•m)

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Engines QSB6.7 CM2350 B105 The QSB6.7 utilizes a Variable Geometry Turbocharger The Variable Geometry Turbochargers primary function is to build boost pressure more quickly to improve transient response.

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Variable Geometry Turbochargers Function

 The VG turbo can also be used to increase the exhaust manifold backpressure. This increased backpressure is used to force a portion of the exhaust gases through the EGR system. This helps to increase the pressure on the exhaust gas over that of the boosted air from the charge-air-cooler.  The VGT can also be used to provide exhaust braking.

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Engines QSB6.7 CM2350 B105 Cool Side EGR  Exhaust gas recirculation (EGR) is a method by which a portion of engine’s exhaust gas is returned to its combustion chambers via the inlet system in order to reduce NOx emissions  Most important impact of the dilution effect is to lower the peak flame temperature  The secondary and far less important effect is the reduction in the amount of oxygen available for the chemical reactions involved in NOx formation

Engines QSB6.7 CM2350 B105

 The fuel system on the QSB6.7 CM2350 B105 engine is a Bosch highpressure common rail (HPCR) system 2200 Bar with full authority electronic control.

CAUTION!  THIS FUEL SYSTEM WILL HOLD PRESSURE FOR VERY LONG TIME !!!

Engines QSB6.7 CM2350 B105 So how do we meet Emissions?

The addition of the EcoFit Selective Catalytic Reduction (SCR) system provides the ability to precisely balance oxides of nitrogen (NOx) reduction between aftertreatment and cooled Exhaust Gas Recirculation (EGR) on the engine – giving greater control over the combustion formula than ever before.

Engines QSB6.7 CM2350 B105 So how do we meet Emissions?

Combined with SCR, the EcoFit Diesel Oxidation Catalyst (DOC) achieves near-zero emissions with fully passive, flow-through operation. It is a “fit and forget” solution that is significantly smaller than a particulate filter and offers a substantial benefit for increasingly space-constrained installations. The DOC-SCR aftertreatment solutions can be installed in multiple configurations, including switchback, horizontal and vertical.

Engines NOx

NOx

QSB6.7 CM2350 B105 Mixer

SCR Catalyst

CHARGE AIR COOLER

DOC EGR-COOLER DEF Doser

SM

CM 2350 with AT Controls

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DEF

DEF Tank

Engines QSL9 CM2350 F105

 Bore x Stroke - 114mm x 145mm  Displacement - 8.9L (543 cu)  Firing Order

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1-5-3-6-2-4

Engines QSL9 CM2350 F105

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Engine Model

Rate Power hp(kw) @RPM

Max Power hp (kw) @RPM

Peak Torque Lb-Ft (N-m) @RPM

QSL9 380

380(283)@2100

400(298)@2000

1200(1627)@1500

QSL9 380

380(283)@2100

400(298)@2000

1200(1627)@1500

QSL9 350

350(261)@2100

380(283)@1900

1200(1627)@1500

QSL9 340

340(254)@1800

340(254)@1900

1100(1491)@1400

QSL9 320

320(239)@2200

345(257)@2000

1050(1424)@1500

QSL9 300

300(224)@2200

320(239)@2000

1050(1383)@1500

QSL9 333

333(248)@2100

345(257)@2000

1050(1424)@1500

QSL9 310

310(231)@2100

320(239)@1900

1050(1424)@1500

QSL9 300

300(224)@2000

320(239)@1800

1050(1424)@1500

QSL9 320

320(239)@1800

320(239)@1800

1020(1383)@1400

QSL9 275

275(275)@2200

290(216)@2000

895(1213)@1500

QSL9 260

260(194)@2200

280(209)@2000

835(1132)@1500

QSL9 250

250(186)@2200

250(186)@2200

800(1085)@1500

QSL9 300

300(224)@2000

331(247)@1600

1160(1573)@1400

QSL9 285

285(213)@2000

310(231)@1700

1070(1451)@1400

QSL9 265

265(198)@2000

265(198)@2000

825(1119)@1400

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Engines QSL9 CM2350 F105 The QSL9 utilizes a Variable Geometry Turbocharger The Variable Geometry Turbochargers primary function is to build boost pressure more quickly to improve transient response.

Smaller frame size turbo on the ISL (same as B, but with Top mount actuator)

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Engines QSL9 CM2350 F105 Cold Side EGR

 Exhaust gas recirculation (EGR) is a method by which a portion of engine’s exhaust gas is returned to its combustion chambers via the inlet system in order to reduce NOx emissions  Most important impact of the dilution effect is to lower the peak flame temperature  The secondary and far less important effect is the reduction in the amount of oxygen available for the chemical reactions involved in NOx formation

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Engines QSL9 CM2350 F105 Cold Side EGR

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EGR Cooler

Engines QSL9 CM2350 F105  The fuel system on the QSL9 CM2350 L102 engine is a Cummins XPI fuel system 2100 Bar with full authority electronic control.

– Common Rail – Two-Stage Relief Valve – Cummins built Injectors – Cummins High Pressure pump assembly – Suction and Pressure side fuel filtration : NANONET • 5 Micron Suction Side • 5 Micron Pressure Side 35

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WARNING

Engines QSL9 CM2350 F105

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The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do not loosen any fittings while the engine is running. Wait at least 10 minutes after shutting down the engine before loosening any fittings in the high-pressure fuel system to allow pressure to decrease to a lower level.

Engines QSL9 CM2350 F105 So how do we meet Emissions?

The addition of the EcoFit Selective Catalytic Reduction (SCR) system provides the ability to precisely balance oxides of nitrogen (NOx) reduction between aftertreatment and cooled Exhaust Gas Recirculation (EGR) on the engine – giving greater control over the combustion formula than ever before.

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Engines QSL9 CM2350 F105 So how do we meet Emissions?

Combined with SCR, the EcoFit Diesel Oxidation Catalyst (DOC) achieves near-zero emissions with fully passive, flow-through operation. It is a “fit and forget” solution that is significantly smaller than a particulate filter and offers a substantial benefit for increasingly space-constrained installations. The DOC-SCR aftertreatment solutions can be installed in multiple configurations, including switchback, horizontal and vertical.

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Engines NOx

NOx

QSL9 CM2350 F105 Mixer

SCR Catalyst

CHARGE AIR COOLER

DOC EGR-COOLER DEF Doser

SM

CM 2350 with AT Controls

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DEF

DEF Tank

High Pressure Common Rail Fuel Systems Overview Supply Fuel 8 Micron Filtered Fuel 5 Micron Filtered Fuel High Pressure Fuel Return Fuel

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High Pressure Common Rail Fuel Systems Overview High-Pressure Common-Rail Fuel Systems. The high-pressure common-rail fuel systems deliver a precise mixture of fuel at a constant pressure, regardless of engine rpm. This flexibility in injection timing allows multiple injection events per cycle. In addition to increasing power output and lowering fuel consumption, this fuel systems reduce noise and engine vibration.

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High Pressure Common Rail Fuel Systems Overview !

WARNING

!!

The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel.

Do not loosen any fittings while the engine is running.

Fuel can be returned at highly elevated temperatures. Wear safety goggles and protective gloves and clothing when performing this test. To reduce the possibility of personal injury, avoid contact with returned fuel.

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High Pressure Common Rail Fuel Systems Overview HPCR Fuel System Safety  Wear your safety glasses  For identifying/troubleshooting highpressure leaks ... Never use your hands or fingers  2200 bar = 31,900 PSI  2.068 Bar (30 PSI) is enough to penetrate human skin and cause a pressure injection.  If possible, use INSITE to monitor the fuel pressure to ensure it is safe to open the system  Never place your hands near fuel system fittings when loosening them

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High Pressure Common Rail Fuel Systems Overview Fuel System Cleanliness  Clean all fuel system fittings, lines, and components before disassembly.  Make sure that no dirt or debris enters the fuel system components to prevent the passing of contaminants to the high pressure fuel rail and injectors.  Small amounts of dirt and debris can cause a malfunction of these components

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High Pressure Common Rail Fuel Systems Overview Clean Care

 Questions:  What is a micron?  What are potential sources of fuel system contamination?  What can you as the technician do to prevent fuel system contamination?  Can you always prefill fuel filters?

High Pressure Common Rail Fuel Systems Overview Clean Care Clean Fuel Systems =  Performance  Reliability  Life Cycle  Emissions

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Why are some fuel systems so sensitive?  Emissions  Performance  Higher Pressures

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Clean from the start  Parts manufactured in clean environments  Parts packaged and shipped clean

High Pressure Common Rail Fuel Systems Overview Think Ahead  Easier to keep it clean than to try and clean it up later  Some systems and parts cannot be cleaned once contaminated

High Pressure Common Rail Fuel Systems Overview Microns ??????

 What's a Micron?  Smallest particles a filter can capture

High Pressure Common Rail Fuel Systems Overview Human Hair

Human Hair (0.003 Inch Diameter) Dust mite

High Pressure Common Rail Fuel Systems Overview Pollen

Remember that dust mite from the last slide?

 15 microns  Equal to 0.0006 Inches  Roughly the size of a single pollen particle

High Pressure Common Rail Fuel Systems Overview A Red Blood Cell

 10 Microns  Equal to 0.0004 Inches  Roughly the size of a single red blood cell

High Pressure Common Rail Fuel Systems Overview A Yeast Spore

 5 Microns  Equal to 0.0002 Inches  Slightly smaller than a single spore of yeast

High Pressure Common Rail Fuel Systems Overview Bacteria

 2 Microns  Equal to 0.00008 Inches  The size of bacteria

High Pressure Common Rail Fuel Systems Overview Clean Care Thinking about possible consequences for your actions Think about sources of contamination:  Cleaning process  Disassembly process  Repair environment  You

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Cap/Plug Kits

(8-28-06)

High Pressure Common Rail Fuel Systems Overview

Parts Handling

 Keep new fuel system parts plugged or in the package until you really need them  Read the service literature before beginning your work many engines specify to NOT pre-fill fuel filters

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Cleaning Methods 

Choose and use lint free shop towels



Cloth towels can leave lint



Paper towels can leave lint



The best cleaning job is often chemicals only

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Fuel System Tools  Diesel fuel is a dust/dirt magnet  Keep fuel system tools clean  Clean before use

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Clean Hands ?

 Avoid waterless & pumice type cleaners

(8-28-06)

High Pressure Common Rail Fuel Systems Overview Filter Ratings

 Micron Ratings?  Filter Efficiency?

(8-28-06)

Why is pre-filling pressure-side fuel filters not recommended?  Normal System operation  Fuel from the suction side filter has been filtered, but not at the micron level the fuel system requires Fuel entering filter head and filter Fuel passing through the filter media Fuel cleaned to the final micron level

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Dirty Side of Filter Clean Side of Filter

Continued …  What really happens during pre-filling?  During pre-filling the “clean side” of the filter is exposed to any contamination in the fuel supply source

Fuel from pre-fill source Fuel passing through the filter media

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Contamination happens that quickly Both sides of the filter media are exposed to unfiltered fuel Critical system parts are now at risk

High Pressure Common Rail Fuel Systems Overview Fuel Injectors  ECM controls the fueling and timing of the engine by actuating the injector solenoids  Multiple injection events can be achieved by electronically controlling the injectors

Injector Operational Theory  Injector Solenoid is not energized. The solenoid spring forces the solenoid in the closed position.  Equal fuel pressure is exerted on both the plunger (1) and shoulder area (2) of the needle.  The greater surface area of the plunger (2) results in more hydraulic advantage keeping the injector in the closed position.

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Injector Operational Theory  When the ECM requires fuel for a cylinder a voltage is driven to the injector solenoid.  This creates an electromagnetic force that is greater than the force of the spring.  This forces the solenoids metal core to move upward.  As the solenoid lifts a leak path is opened in the fuel injector.

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Injector Operational Theory  The leak results in the shoulder of the injector needle now seeing a greater hydraulic force than the plunger (due to the leak path).  This allows the needle to lift from the closed position.  Fuel is then injected into the cylinder through the nozzles.

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Injector Operational Theory  When fuel is no longer needed the injector solenoid is de-energized by the ECM.  The electromagnetic force is removed allowing the spring to force the solenoid to the closed position.  When the solenoid is in the closed position the leak path is removed.  With the leak path removed the greater surface area of the plunger causes the plunger/needle to reseat and end fuel injection.

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Injector Operational Theory  Equal fuel pressure is again sent to both the plunger (1) and shoulder of the needle (2).  The greater surface area of the plunger (1) results in more hydraulic force keeping the injector in the closed position until the ECM determines fueling is again needed.

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Injector Operational Theory  Fuel System cleanliness is very important for High Pressure Common Rail Systems 

Contaminants can lodge in the small passages in the injector preventing critical flows



If the contaminant particle lodges in the passage to the plunger area, the result is the injector will remain in the open position



With the injector stuck in the open position, engine damage can occur due to uncontrolled fueling of the cylinder

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High Pressure Common Rail Fuel Systems Overview High Pressure Common Rail

CYL Head Fuel Rail Pressure Relief Valve

High Pressure Fuel Line to Rail

Injectors

High Pressure Connectors

Secondary Filter

Fuel Return

Fuel Return

Fuel Return Fuel Return

Hand Primer Pump Fuel Out Primary Filter H.P. Fuel Pump

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Fuel Gear Pump

Fuel Tank

Tier 4 Final Aftertreatment for Mid-Range Engines

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NOx

NOx

TIER 4 FINAL MR AFTERTREATMENT SYSTEM ARCHITECTURE

Mixer

SCR Catalyst

CHARGE AIR COOLER

DOC EGR-COOLER DEF Doser

SM

CM 2350 with AT Controls

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DEF

DEF Tank

Another way to look at Aftertreatment

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Why Aftertreatment ? Combustion Technology

What happens during the combustion process?

Fuel Air Exhaust 0.20

Heat Release Rate vs. CA

0.15

Combustion Process

0.10

(Heat Release Rate)

0.00

0.05

-0.05 -20

Heat Work

Heat

20

40 60

80 100

Products Legislated

Other

Transfer

(NOx, PM,

(CO2, H2O)

(Coolant &

HC, CO)

Lube oil) 76

0

Exhaust

So how we meet Emissions?

• We increase in-cylinder combustion temperature to produce virtually no PM • We use some EGR to partially reduce NOx when determined possible, beneficial and necessary • We use SCR to reduce NOx caused by high combustion temperatures.

• Primary DOC role is to provide temperature increase for hydrocarbon oxidation to clean SCR components • Secondary DOC function is to reduce carbon monoxide emissions 77

MR Tier 4 Final Aftertreatment Component Naming Convention DOC COMPONENTS Aftertreatment Diesel Oxidation Catalyst Intake Temperature

Aftertreatment Diesel Oxidation Catalyst Outlet Temperature

SCR COMPONENTS Aftertreatment SCR Catalyst Aftertreatment SCR Intake Temperature

Aftertreatment SCR Outlet Temperature

Aftertreatment DEF Dosing Valve

Aftertreatment Outlet NOx Sensor

(Engine Out)

SCR

DOC

Aftertreatment Diesel Oxidation Catalyst

Catalyst Aftertreatment DEF Dosing Unit Heater Relay

Aftertreatment DEF Dosing Unit Aftertreatment DEF Line Heater 4 Aftertreatment DEF Pressure Aftertreatment DEF Return Valve

Aftertreatment Intake NOx Sensor

Aftertreatment DEF Line Heater 3

Aftertreatment DEF Line Heater 1

Aftertreatment DEF Line Heater 2

Aftertreatment DEF Line Heater Relay (Coolant Flow)

Aftertreatment DEF Tank Heater Control Valve

Diesel Exhaust Fluid (DEF) TANK

Aftertreatment DEF TANK TEMPERATURE Aftertreatment DEF TANK LEVEL Aftertreatment DEF QUALITY SENSOR

Diesel Oxidation Catalyst (DOC)

 Function: – Converts NO → NO2 – Converts fuel to heat (no flames) – by the means of the Hydro Carbon injections in cylinder.

 Specs: – Platinum Washcoat – Flow Through design – Insulated

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Midrange Hydro Carbon Injection  Injection pressure from high pressure pump – Capable of (4) injections per power stroke • Pilot • Main • Post • Very Late Post (Aftertreatment Injection)

What is SCR?  Selective catalytic reduction is a NOx control technique for diesel engine exhaust.  The process involves the injection of Urea (a nitrogenous compound which readily decomposes into ammonia) into the exhaust over a catalyst.  The ammonia reacts with NOx and produces harmless nitrogen (N2) and water (H20).

SCR System Overview - Selective Catalyst Reduction  Aftertreatment SCR (Selective Catalyst Reduction) system is designed to reduce the Nitrogen oxide emissions from the engine out exhaust into nitrogen and water  The aftertreatment SCR Exhaust system mixes and converts the diesel exhaust fluid to eliminate unwanted gases from being released in the atmosphere  This exhaust system includes the: – Aftertreatment SCR catalyst – Aftertreatment decomposition tube – Any ancillary tubing (elbows, etc) involved.

SCR System Overview - Aftertreatment SCR Dosing  The aftertreatment SCR dosing system monitors and injects diesel exhaust fluid (DEF) into the exhaust stream  The SCR dosing system is comprised of: – Aftertreatment diesel exhaust fluid dosing valve – Aftertreatment diesel exhaust fluid dosing unit – Aftertreatment diesel exhaust fluid tank – Aftertreatment diesel exhaust fluid lines

WHAT IS DIESEL EXHAUST FLUID (DEF)?

Diesel Exhaust Fluid Specifications for Cummins® Selective Catalytic Reduction Systems This service bulletin provides information for Diesel Exhaust Fluid (DEF), a fluid that may have a slight ammonia smell, used with Cummins® Selective Catalytic Reduction (SCR) systems. The purpose of this bulletin is to help the user understand correct specifications, usage, and handling of diesel exhaust fluid, which is: Nontoxic and nonpolluting Nonflammable Stable and colorless Composed of urea and water.

Urea is naturally occurring and is biodegradable.

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CAUTION Never attempt to create diesel exhaust fluid by mixing agricultural grade urea with water. Agricultural grade urea does not meet the necessary specifications required and the aftertreatment system may be damaged.

 Diesel Exhaust Fluid Specifications  The urea content of the solution must be 32.5 percent ± 0.7  Adding water to the diesel exhaust fluid tank: – will change the diesel exhaust fluid concentration levels, which may affect SCR efficiency.

– may add contaminates and/or affect the chemical properties of the diesel exhaust fluid, which may damage the aftertreatment system.

– will alter the freeze point and characteristics of the diesel exhaust fluid solution, potentially leading to damaged diesel exhaust fluid dosing system components during cold weather operation.

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Handling, Storage, and Shelf Life of Diesel Exhaust Fluid  Handling: Diesel exhaust fluid is not harmful to handle, but can be REACTIVE AND/OR CORROSIVE to certain materials over time: – Carbon steels, zinc coated carbon steels, and mild iron – Nonferrous metals and alloys: copper, copper alloys, zinc, and lead – Solders containing lead, silver, zinc, or copper – Aluminum and aluminum alloys – Magnesium and magnesium alloys – Plastics or metals coated with nickel.

 If diesel exhaust fluid comes in contact with any of the materials referenced, clean immediately. Reference the Disposal and Cleaning of Diesel Exhaust Fluid section of this service bulletin for additional information.

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Shelf Life and Storage  SHELF LIFE: The following conditions are ideal for maintaining diesel exhaust fluid quality and shelf life during prolonged transportation and storage: – Storage temperature between -5°C to 25°C [23°F to 77°F] – Store in sealed containers to reduce the possibility of contamination – Avoid direct sunlight.

 In these conditions, diesel exhaust fluid has a minimum expected shelf life of 18 months. However, each 5°C [9°F] increment above recommended temperatures reduces shelf life by 6 months (for example 30°C [86°F] = 12 month shelf life, 35°C [95°F] = 6 month shelf life, etc.).  STORAGE: Long term storage in a vehicle (in excess of 6 months) is not recommended.

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Testing  To test the concentration of the diesel exhaust fluid, use the Cummins® diesel exhaust fluid refractometer, Part Number 4919554.

Follow the instructions provided with this service tool.

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DEF Freeze Point - 11°C [12°F].  Once the DEF has melted, it can be used without problem. The first melted drop has the same consistency as defined in the Diesel Exhaust Fluid specification.  The SCR system is designed to provide heating for the DEF tank and supply lines which will reduce the melting time for frozen DEF.  If DEF freezes, start up and normal operation of the vehicle is not inhibited so the operator is not impacted.

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SCR System components DEF Dosing Valve sprays a fine mist of DEF into hot exhaust stream

Selective Catalytic Reduction (SCR) Catalyst

Decomposition occurs in 3 steps within the Decomposition Tube Step 1: Evaporation Step 2: Thermolysis 91

Step 3: Hydrolysis

Decomposition Tube  Decomposition occurs in 3 steps within the Decomposition Tube  Step 1: Evaporation  Step 2: Thermolysis  Step 3: Hydrolysis

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Dosing Valve

 Solenoid injector that delivers pressurized urea into exhaust  Mounted on exhaust pipe with flange  Water cooled

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Doser Gasket – Insulated Gasket – Includes an insulation layer – Utilizes current sealing surface – Retains thermal isolator – Addition of metal spacers under DM mounting feet

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SCR Aftertreatment Aftertreatment SCR

Aftertreatment SCR

Intake Temperature

Outlet Temperature

Aftertreatment SCR Sensor Table

Aftertreatment Outlet NOx Sensor

DEF SUPPLY DIAGRAM

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SCR System - Operation  The SCR system is comprised of many components but requires a minimal amount of servicing or driver intervention  The SCR system is comprised of FIVE main states: – Initializing – Priming – Dosing – Purging – Heating.

Initializing  Beginning: – Engine ignition switch is turned on but not start engine.

 Action: – System initialization and self-test.

 Ending: – Priming stage is begin.

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Priming State  Beginning: – Engine start successfully.

– And exhaust temperature is higher than preset value.

 Action: – Pump running to build up constant DEF pressure.

• Can be monitored by Insite.

– Dosing Valve Test.(Dosing valve will open 2 seconds) • DEF pressure should decrease and should recover quickly.

 Ending: – DEF pressure is OK and dosing valve is OK.

Dosing State

 Beginning: – When system successfully primed, it is ready to dose.

 At Dosing State: – Pump runs continuously to maintain system pressure around 900 kPa ( 130 Psi).

–

Dosing valve is closed. No DEF spray into exhaust.

– When ECM determines need to dose it will energies solenoid with PWM signal – DEF will be delivered into exhaust by impulse injection – DEF pressure is kept in DEF that is supplied by pump is returned to the DEF tank through backflow valve.

 Required Conditions for Dosing – Above 200 degrees C @ both Catalyst Inlet and Outlet – No ACTIVE SCR System Related Fault codes – DEF Tank Level above 6% (trimable) – Above - 3 degrees C (DEF temp) – Cummins NOx Calibration

Purging State  When the driver turns the key OFF, the dosing system will shut down with a purge cycle to prevent DEF from being left in the system and in cold climates, potentially freezing.  After a complete purge, the majority of the system will be free of any remaining DEF. – – –

The DEF dosing unit slides its internal return valve and causes a change in the flow direction of the DEF control.

The DEF dosing unit pulls all of the DEF out of dosing valve and the lines then return the unused DEF to the DEF tank.

In this process, the dosing valve will open, eliminating the vacuum created in the lines for a more complete purge process.

 If the main power to DEF controller was removed (via battery cut off or other means) before the purging state was competed, an internal fault will be logged in the ECM. –

The incomplete purge counter can be viewed in INSITE™.

Heating State - Tank  If the ambient air temperature is below -4º C [25º F], the DEF controller will command the dosing system to go into the defrost state.

– The dosing unit will turn on its internal heater to defrost any remaining DEF inside it.

– If the application has the DEF line heating option, the heated DEF lines will also be commanded on.

– If the DEF tank temperature drops below -5º C [23º F], the DEF tank coolant valve will be commanded open by the DEF controller, engine coolant will flow through the tank to defrost the frozen DEF. – The system will not prime until every component is defrosted.

 If ambient conditions continue to be cold after the system has primed, the DEF controller will command a maintenance heating feature to prevent the system from freezing again.

– This feature will cycle the heating ON and OFF to the DEF lines, DEF tank and DEF dosing unit.

Aftertreatment DEF Quality Sensor – Ultrasonic density meter • Assuming the distance between receiver and sender is constant • Receiver sends the signal to reflect and receives it back, • Time to travel this distance will vary depending on the fluid density, • Though DEF concentration will be verified

– Smart component (datalink) – Shown as integrated sensor with temperature and level – All sensors in this setup are communicating via datalink – Codes will vary due to setup configuration 103

Aftertreatment DEF Tank Level Sensor – Ultrasonic level meter • Assuming the fluid density is constant, time for signal to travel from sender (located in the bottom) to the top reflector and back to receiver (located in the bottom) will vary depending on the fluid level

– Smart component (datalink) – Shown as integrated sensor with temperature and level – All sensors in this setup are communicating via datalink – Codes will vary due to setup configuration – A Float Type Level Sensor could be installed by OEM

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Aftertreatment DEF Tank Temperature Sensor – Integrated into the bottom of the combination sensor – Required to properly start / stop heating/defrosting of the tank – Smart component (datalink) in this application, could be hardwired – Shown as integrated sensor with temperature and level

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Aftertreatment DEF Unit  Subcomponents – Pump – Reverting valve – Pressure sensor – Temperature sensors – Filter

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Electric-Heated DEF Unit

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Service Kit

 Service Kit for High Capacity Filter will include – Filter element – Compensation device/equalizing element – Tool for filter removal

Current vs New Components Pictures

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Aftertreatment Hardware  Aftertreatment OEM Supplied Parts – DEF Line Heaters – DEF Lines – DEF Line Relays – DEF Tank – DEF Tank Temperature/Level Sensor/Urea Quality – DEF Tank Heater – DEF Tank Heater Control Valve – controls coolant flow to heat DEF Tank – Coolant Lines – to tank and Aftertreatment DEF Dosing Valve 110

NOx Sensors  NOx sensor – Reads tailpipe NOx emissions – Processor mounting is critical – Not serviceable – Never pressure wash – Not Re-programmable – Self Diagnosing intelligent device

NOx Sensors  Accuracy improvement to ± 10 ppm/%,  Probe cover to improve water splash resistance  Faster response time  Extend the temperature range  4 pin connector change  24 volts and 12 volts sensors with specific part #’s  Inlet and Outlet sensors use different connector key  Different internal software for Inlet and Outlet sensors (Preprogrammed)  NOx heating will being when the intake NOx sensor reaches 150 C and the outlet NOx sensor reaches 200 C

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The Smart NOx Sensor  The NOx sensor is a pumped type Ampermetric device that provides three digital output signals  The sensor NOx range is -200 to 1500 PPM  Based on a ceramic sensing element – ZrO2 (Zirconium dioxide)

 The Smart NOx-Sensor is similar to a wide-range linear lambda sensor (Oxygen sensor)  Electro-chemical pumps adjust the oxygen concentration in the cavities of the sensing element.  The NOx concentration in the exhaust gas is proportional to the electrical current controlling the pumps.  Based upon the physical measurements, the electronic control unit (NOx sensor processor) generates 3 output signals (NOx, binary, linear)

NOx Sensor Function  A Zirconia Oxide chamber is heated to 600 degrees C  It is housed in a metal can that has a hole for exhaust gas entrance  The ZrO2 crystaline chamber will pump O2 through the wall when a current is placed on both sides of the chamber wall  There are two chambers: – The first chamber is used to remove the O2 that is present in the exhaust gas – The NO and NO2 then passes to the second chamber where the Platinum coating at 600 C separates the NO and NO2 into N2 and O2

 O2 is then measured when pumped out  If O2 is not present, then NOx is not present

Temperature Sensors  Intake & Outlet temperature sensors – Two Thermocouples are installed at the inlet and outlet openings of the catalyst.

– These sensors detect temperature levels of emissions entering and exiting the SCR device.

– DEF dosing rates is a function of temperature across the SCR catalyst

Private Datalink For Aftertreatment

Service Tools INSITE is a Microsoft Windows based electronic service diagnostic program that allows you to troubleshoot Cummins electronic engines.

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Service Tools

INSITE provides quick and easy access to your engine’s electronic performance information. This enables faster service turnaround times.

INSITE helps ensure accurate diagnoses and limits downtime while increasing productivity. Cummins INSITE software supplies engine information quickly, getting the inside details you need. No matter what kind of equipment you run, INSITE is the one support product to have in your virtual toolbox to fit every Cummins electronic engine.

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Service Tools INSITE can provide you with: Trip and vehicle information

Parameter and feature adjustment

Complete wiring diagrams and sensor location maps

Fault-related information

Engine diagnostic tests

Enhanced Electronic Control Module (ECM) security

Built-in help

Graphical monitoring

Server-based licensing for better security

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Service Tools

INSITE is offered at five functional levels: Simulator Basic Lite Industrial Pro Pro Ranging from a “read only” access level for the do-ityourselfer to fullfunction access and capability for the service professional.

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Service Tools All INSITE applications require an adapter to communicate with your engine.

We highly recommend using a Cummins INLINE adapter for better performance with Cummins engines. The INLINE adapter translates communications between the INSITE software on your PC and your engine’s ECM.

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Service Tools QuickServe Online (QSOL) is a controlled access website that provides Parts & Service related information covering nearly 14 million Cummins engines built since 1960.

Parts catalog information for engines built before 1984 does not include graphics and may consist of incomplete or partial lists of parts.

For engines built before 1994, there are no online service documents.

Paper manuals can be purchased for these engines.

The website is routinely updated to provide the latest and most up-todate information available, 24 hours a day 7 days a week.

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Service Tools QuickServe Online Features: • Parts, Service, and Warranty information customized by your engine serial number.

• Content organized into “tabs” based on types of users including Parts, Service, Warranty, and Products.

• Settings Options - customization of user preferences • Cummins Power Generation content (Manuals and Parts information) •And more…

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Service Tools

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Getting Started Basic Navigation

Service Tools

Menu

Information on QSOL is organized by tabs.

Enter an ESN (Engine Serial Number) here.

Click on these tabs to either expand or collapse the view.

Search for Cummins Power Generation/Onan content here.

Frequently Asked Questions link.

If you experience trouble or notice any errors with information on QSOL, please let us know by submitting a QSOL Help Desk Ticket.

You can do this by clicking on one of the Feedback/Help links.

Getting Started Basic Navigation

Service Tools

Menu

The information on the Parts, Service, and Warranty pages are organized into mini tabs.

The Engine Service Name of the engine you have entered appears at the top of each of these pages.

You can find a link for the Dataplate on the Parts, Service, and Warranty pages.

The Dataplate on QSOL contains much of the same basic information about the engine as the physical Dataplate

Getting Started Searches

Service Tools Use this search box to search for content specific to the ESN you have entered into QuickServe Online.

Use this search box to search all of the content in QuickServe Online.

Menu

Service Tools This smartphone application provides operators of Cumminspowered equipment a simple, easy-to-use guide to operation of their Tier 4 engine, dash lamps and aftertreatment switches.

Information on service intervals, customer support and engine and aftertreatment spec sheets are can also be found in this application.

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Service Tools Part #

Description

Price Each

3886388

INSITE Installation CD-ROM

approx. $20.00

3886390

INSITE Lite Subscription Fee

approx. $650.00/yr

2892092

Inline 6 Adapter Kit

approx.

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$870.00

Service Tools The QSOL annual yearly subscription price is $750.00.

You may set up multiple users within your organization with no additional cost.

The “Limited Owners Plan” is free. This will allow the viewing of limited service info for 5 ESN’s.

The “Unlimited Owners Plan” is the same as the Fleet version is available for a reduced price.

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Questions?

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