Aeb021103 - Automotive Bus SCR - Installation NS4-5

Application
Engineering
Bulletin
Subject This AEB is for the following applications:
Automotive and Bus Selective Catalytic
Reduction Installation Requirements – Automotive Industrial Marine
Euro 4/5 / China Stage 4 / Conama P7
G-Drive Genset
Filtration Emissions Solution
Date: January 25, 2012 Refer to AEB 9.01 for Safety Practices, AEB Number 21.103
Guidelines and Procedures
Engine Models included: ISF 2.8 / 3.8 Euro 4/5 / China Stage 4 / Conama P7
Author: Vinicius Cabrera Approver: per Procedure: VPI-GAE-0001 Page 1 of 54
This AEB supersedes AEB 21.103

dated April 15, 2010
The AEB outlines the main SCR system components and the known Cummins Inc. requirements for
application in on-highway truck and bus. The AEB contain information that Cummins Inc. has learned during
development to date. Revisions to this bulletin are anticipated as experience is gained. This bulletin should be
used by the OEM to assist in vehicle design but is not a substitute for validation of individual vehicle
applications of the SCR system.
Installation Requirements for Bosch Airless Selective Catalytic Reduction (SCR) exhaust aftertreatment
systems.
Care must be taken to ensure that components supplied are not mishandled or dropped. If the Supply Module, Dosing
Control Unit or the Dosing Module is dropped, it must be replaced. To receive Cummins Inc. approval of the Selective
Catalytic Reduction (SCR) system, the installation must meet the following requirements. Exceptions to these
requirements must be approved by Cummins Emission Solutions Application Engineering.
Controlled components of the SCR system must be the correct parts for the particular engine model as specified on the
Global Customer Engineering (GCE) Product Homepage Rating Chart (PE Option Chart).
• Care must be taken when mounting the exhaust gas processor (EGP) as it is significantly heavier than a
conventional muffler. The vehicle manufacturer should review the strength of the current muffler mounting
system and upgrade the design if necessary when transitioning to SCR from a conventional muffler.
• The exhaust pipe length between the turbocharger and EGP must be in the range of 1-4 metres as the
chemical process in the catalyst is temperature dependant (200 °C min.). The EGP should be positioned as
close as possible to the turbocharger to maximize SCR conversion efficiency. In low duty cycle applications it
may be necessary to insulate the exhaust system pipe work up to the EGP to maximize catalyst
temperatures.
• The EGP should be mounted horizontally at all times. Any change to the mounting orientation must be
approved by CES application engineering.
• To ensure target B10 life for the engine platform the pipework from 200 mm upstream of the AdBlue nozzle
and all the way downstream to the EGP must be stainless steel grade 304 or 439. AdBlue is corrosive and in
combination with heat, will aggressively attack mild steel components.
Cummins Confidential & Proprietary

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• The catalyst and the EGP must be protected from vibration. This can be achieved by the use of a
flexible section of piping fitted between the turbocharger outlet and the EGP.
• Do not use Brass, Copper, Mild Steel, Zinc, Buna N, Neoprene, Silicon or Tygon in areas where urea
is present.
• The maximum total system back pressure measured at the turbo exhaust outlet at full load rated
speed should not exceed the value quoted on the engine data sheet.
• AdBlue starts to freeze at –11 °C. If extended vehicle operation below a temperature of 0 °C is
envisaged, the OEM should consider a method to thaw and keep the solution liquid.
• The OEM must make provision in the vehicle for compliance with on board diagnostics (OBD)
regulations.

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1. INTRODUCTION ................................................................................................................................................... 5
1.1. Exhaust Gas Processor (EGP)....................................................................................................................... 5
1.2. NOx Sensor .................................................................................................................................................. 6
1.3. Exhaust Pipework and Decomposition Tube: ............................................................................................. 6
1.4. Supply Module ............................................................................................................................................ 6
1.5. Diesel Exhaust Fluid (DEF) Tank .................................................................................................................. 7
1.6. DEF Supply and Return Lines from Tank to SM ........................................................................................... 8
1.7. Pressure Line from SM to DM ..................................................................................................................... 8
2. SYSTEM ARCHITECTURE ...................................................................................................................................... 9
3. SELECTIVE CATALYTIC REDUCTION PROCESS .................................................................................................... 10
3.1. Urea / Adblue Fluid ................................................................................................................................... 10
3.2. SCR System Description............................................................................................................................. 10
3.3. Scope of supply and regulated items ........................................................................................................ 10
3.4. SCR System: Component Supplier List ...................................................................................................... 11
4. ON BOARD DIAGNOSTICS .................................................................................................................................. 12
5. SCR SYSTEM COMPONENTS AND INSTALLATION GUIDELINES ......................................................................... 13
5.1. Exhaust gas processor (EGP) ..................................................................................................................... 13
5.2. Exhaust system pipe work and support .................................................................................................... 14
5.3. EGP Thermistors ........................................................................................................................................ 15
5.4. NOx Sensor ................................................................................................................................................ 16
5.5. Adblue supply tank .................................................................................................................................... 18
5.6. Tank Heating ............................................................................................................................................. 19
5.7. Tank Sensors.............................................................................................................................................. 21
5.8. Supply / Backflow Lines ............................................................................................................................. 21
5.9. Pressure Line ............................................................................................................................................. 22
5.10. Coolant Lines ......................................................................................................................................... 23
5.11. Decomposition Pipe .............................................................................................................................. 24
5.12. Dosing Module (DM) ............................................................................................................................. 26
5.13. Supply Module (SM) .............................................................................................................................. 28
5.14. Dosing Control Unit (DCU)..................................................................................................................... 30
5.15. Installation Layout and Dimensions for Dosing system ........................................................................ 32
5.15.1. Option 1: ............................................................................................................................................ 33

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5.15.2. Option 2: ............................................................................................................................................ 34

5.15.3. Option 3: ............................................................................................................................................ 35
5.15.4. Option 4: ............................................................................................................................................ 36
5.16. Wiring Harness ...................................................................................................................................... 37
6. CLIMATIC CONSIDERATIONS FOR SCR SYSTEMS AND ADBLUE ......................................................................... 38
APPENDIX ...................................................................................................................................................... 39
SCR SYSTEM SCHEMATIC ............................................................................................................................... 40
SCR ADBLUE LINE SCHEMATIC ...................................................................................................................... 41
SCR COOLANT LINE SCHEMATIC .................................................................................................................... 42
SCR ELECTRICAL WIRING SCHEMATIC ........................................................................................................... 43
SCR – ADBLUE TEMPERATURE MEASURING GUIDELINES ............................................................................. 44
VIBRATION & TEMPERATURE DATA ACQUISITION PROCEDURE .................................................................. 50
CHANGE LOG ................................................................................................................................................. 54

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1. INTRODUCTION
Cummins Inc. has developed an integrated engine and exhaust aftertreatment system for European
emissions legislation. The emissions reduction strategy is to optimize the engine for particulate (PM)
emissions and to deal with the oxides of nitrogen (NOx) using selective catalytic reduction (SCR) exhaust
system aftertreatment.
To receive Cummins Inc. approval of the SCR system, the installation must meet the all requirements
presented in this document, specially:
1. The maximum total exhaust system back pressure must not exceed the limits listed on the engine
datasheet.
2. Brass, zinc, copper or mild steel materials must not be used in the areas where diesel exhaust
fluid (DEF) is present. Refer to ISO22241-3 for examples of recommended materials.
3. The OEM must make provision in the vehicle for compliance with on board diagnostics
(OBD) regulations.
4. The freezing point of DEF is -11 ºC. If extended vehicle operation below -5 ºC is envisaged, the
OEM must fit both DEF tank and line heaters.
5. The total exhaust system volume from the turbocharger outlet to the tailpipe outlet must be in the
range of 78 – 86 litres ± 40% for ISBe, 110 litres +/-40% for the ISLe Euro 4 and 86 litres +/-40% for
Euro 5 product.
6. The OEM must meet the component cleanliness standards listed in this AEB.
7. The OEM must meet Cummins parts storage specification within the QSOL at engine storage
procedure topic.
8. Any necessary modification should be requested by OEM to CES Application/Customer

Engineer before any changes are made at installation.
1.1. Exhaust Gas Processor (EGP)
9. The assembly must be mounted using a minimum of two straps or clamps around the body of the
EGP if mounted horizontally. An additional support is required for vertical mounting underneath the
bottom face to prevent EGP slippage.
10. Clamp pressure imposed by the straps must be adequate to retain the EGP without causing visual
deformation.
11. All supports must be securely mounted to rigid vehicle frame members.
12. The mounting system must prevent the entire exhaust system from contacting adjacent vehicle
components during its entire useful life of the vehicle.
13. The EGP must be mounted such that all outer surfaces of the exhaust system are at least 25 mm
(1.0 in) from adjacent after treatment and chassis components.
14. Drainage outlets from the vehicle or the body builder systems must not discharge onto the EGP or the
attached wiring and sensors.
15. The EGP must be mounted such that sensors have at least 102 mm (4 in) clearance to permit
access for replacement without removal of the assembly from the chassis.
16. The OEM must take suitable handling precautions to protect EGP from damage caused at their facility.

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17. Lifting eyes must only be used for lifting the EGP and not any other part of the EGP mounting system
and are not intended to be used as a mounting point.
18. The EGP must only be used with low sulphur diesel fuel. Sulphur levels must be less than 50
PPM. Refer to Cummins Fuel Service Bulletin # 3379001 for more information.
19. No additional exhaust system after treatment devices (e.g. Particulate filters) are permitted without
approval.
1.2. NOx Sensor
20. The NOx sensor must be installed in the location hole provided in the EGP.
21. The NOx sensor must be located toward the top quadrant of the tube between - 80 deg and + 80 deg
from the vertical axis as shown in Figure 5.
22. The NOx sensor electronics module must not be subjected to temperatures in excess of 105 ºC.
23. The maximum NOx sensor cable temperature must not exceed 200 ºC (392 ºF).
24. The maximum electrical connector temperature must not exceed 100 ºC (212 ºF).
25. The outgoing cable from the NOx sensor must exit at an angle of less than 15 degrees.
26. Any twist in the NOx sensor cable must not exceed 180 degrees.
27. The NOx sensor cable bend radius must be greater than 20 mm (0.79 in).
28. The NOx sensor cable must be fixed within in a distance of 100 mm (3.9 in) from the NOx sensor ECU.
29. The position of the NOx ECU must meet the permissible installation position in Figure 4.
1.3. Exhaust Pipework and Decomposition Tube:
30. The exhaust pipe length between the turbocharger outlet and the inlet of the EGP must be in the
range of 1 - 4 meters (3.3 – 13.1 feet) and be positioned as close to turbo outlet as possible.
31. The required ID of the decomposition pipe for 4 & 6 cylinder ISBe engines is 3.5 in, 4 in for ISLe
engines and 5 in for ISM engines.
32. The exhaust pipework from 100 mm upstream of the Dosing Unit to the inlet of the EGP must be made
from stainless steel grade 304 or 439 or other suitable grades listed in ISO22241-3.
33. A flex section must be installed between the engine turbocharger outlet and the inlet to the EGP to
protect the EGP from vibration.
34. The pipework connected to the EGP must be properly supported to prevent excessive bending
moments acting on the inlet and outlet flanges of the EGP.
35. All pipework connections between the Dosing Unit location and EGP inlet must use flared joints with
graphite or equivalent DEF compatible gaskets to prevent DEF leakage.
36. The decomposition pipe must be designed and installed such that the Dosing Unit is directed
downstream of the exhaust gas flow as shown in Figures 13 and 14.
37. All installations OEM must attend a maximum value for inlet/outlet bending moment, check with
Application Engineer for each installation corresponding value.
1.4. Supply Module
38. The correct voltage SM must be selected for either 24 volt or 12 volt vehicle system voltage.
39. The SM must be mounted in the correct orientation as shown in its section.

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40. Electrical power must be maintained to the SM for a minimum of 30 seconds after the engine is keyed
off to allow the DEF to purge from the DM and DM pressure line.
41. The SM must not be mounted in engine bays or be exposed to temperatures above 85 °C and must
not be conditioned at temperatures allowing DEF to exceed 50 °C due to internal DEF heating taking
place.
42. The DEF supplied to the SM must be in the range of -5 – 50 °C.
43. The temperature of DEF entering the SM must not exceed 50 °C.
44. The Doser Unit must not be mounted in an area where it is likely to sustain damage, e.g. road debris
or spray from tires.
45. Vehicle under body protection materials must not be painted or sprayed onto any part of the SM.
46. Protective shipping caps on the SM component must stay in place for shipping and storage and
must not be removed until final installation of the fluid lines in order to prevent contamination.
1.5. Diesel Exhaust Fluid (DEF) Tank
47. Multiple DEF storage tanks are not allowed.

48. The usable volume of diesel exhaust fluid in the tank must equal the volume between 0% and 100%
as measured by the fluid level sensor.
49. The DEF tank must be sized to suit an operational use of DEF equivalent to 5% of fuel consumption
for Euro 4 installations and 7% for Euro 5.
50. The DEF tank depth and volume must have a linear relationship on Euro 4 OBD1 engine
applications fitted with the CM850 engine control module.
51. The tank must be clearly marked with its volume in litres when Euro 4 OBD1 engine applications
fitted with the CM850 engine control module.
52. The volume of DEF above the 100% gauge level must be less than 1.5 Litres when Euro 4
OBD1 engines fitted with the CM850 engine control module are used.
53. The tank and/or the tank cap must be clearly identified as “AdBlue ONLY” or “AdBlue” and the
ISO logo.
54. Tank material must be stainless steel or medium-high density polyethylene.
55. The tanks must be vented at low pressure both to and from atmosphere.
56. The tank vent must be designed such that it is not susceptible to blockage or crystallization of
diesel exhaust fluid.
57. The tank fill neck must be of a design that prevents spillage of diesel exhaust fluid in accordance
with ISO22241-4.
58. The tank fill neck must be designed to prevent overfilling the tank and not to reach the tank vent.
59. A 35 micron screen type filter must be part of the tank intake port design.
60. The tank design must have an expansion space of at least 10% to provide capability for the
freeze/thaw process.
61. The tank fill neck design must prevent overfilling into the required expansion space.
62. The diesel exhaust fluid temperature within the tank must not exceed 50 °C.
63. The DEF tank must be capable of having a liquid sample taken from it in service for analysis.
64. Liquids other than DEF must not be used in the SCR system.
65. The cleanliness of the tanks must meet or exceed cleanliness specifications listed in Table 8.

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1.6. DEF Supply and Return Lines from Tank to SM
66. Lines must be sufficiently rigid to prevent collapse due to a vacuum of 100 kPa (11.8 in Hg).
67. The DEF supply and return lines must have an inner diameter of 6.0 mm (0.236 in).
68. DEF Supply and Return lines must be less than 8 m (26.2 ft) in length.
69. The DEF line must be made of Polyamide (PA), Perfluoroalkoxy (PFA) or Ethylene Propylene (EPDM).
70. The supply and return lines must be purchased with quick connect SAE J2044 fittings pre-installed
and must be protected against ingress of dirt with end caps that remain in place until final installation.
71. The supply and return lines must be routed and supported in a way that provides protection
against damage.
72. The cleanliness of the supply and return lines must meet or exceed cleanliness specifications listed
in Table 8.
1.7. Pressure Line from SM to DM
73. The plumbing from the SM to DM must be flexible to allow for relative movement between the doser
and the exhaust system.
74. The injection line must be capable of withstanding temperatures of 150 °C (284 ºF) where it attaches
to the DM.
75. The DEF pressure line must have an internal lining of PTFE to reduce the risk of DEF crystals
adhering to the tube wall.
76. The internal diameter of the DEF pressure line must be 6 mm (0.236 in).
77. The DEF pressure line must be no greater than 2 m (79 in) - Installations up to 3.0 m (118 in) may
be permitted after contacting Cummins Emission Solutions.
78. The pressure line must be purchased with quick connect SAE J2044 fittings pre-installed and must
be protected against ingress of dirt with end caps that remain in place until final installation.
79. Regarding Fuel for Cummins Engines check the Service Bulletin # 3379001
This AEB provides the mechanical installation requirements and guidelines for the SCR portion of the
system. Electrical and control requirements are referenced in AEB 21.104.
To assure the product life for all after treatment components, CES strongly recommends that OEM provides the
required documentation described below to the application engineer as part of the application validation process
for the warranty assurance:
 All components validated in the application, with a profile of vibration and temperature compatible with the
ones which the vehicle is submitted in real life OR in accordance to OEM validation / Durability targets and
process.
 All components should present a behavior compatible in each OEM application with the vibration and
temperature maximum levels available respectively at ISO 16750-3 and components drawings.
 Mounting locations of strain-gauges and accelerometers, data presented format, etc are represented at the
APPENDIX Section.

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2. SYSTEM ARCHITECTURE
Figure 1

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3. SELECTIVE CATALYTIC REDUCTION PROCESS
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).
3.1. Urea / AdBlue Fluid
AdBlue is widely available within Europe and will be made available within other regions where European
emission standards are being adopted. As applied to the SCR process, urea is mixed with water to a
32.5% solution. The current standard is DIN standard no. 70070. A new ISO standard is being
developed to replace DIN 70070 with ISO 22241 part 1-4. Urea as a solid, or in solution with water as
AdBlue, is classified as nonhazardous.
AdBlue is a clear liquid with a weak ammonia odour. If spilled, the water evaporates and crystals are
formed. AdBlue begins to freeze at -11 °C and when thawed will return to its normal solution state. More
detailed information on the chemistry of AdBlue and its availability can be obtained from companies such
as Dureal who can be found at http://www.dureal.com See this site for material safety data sheet (MSDS)
information and the chemical specification of AdBlue. Norsk Hydro has a similar information site at
http://www.yara.co.uk
3.2. SCR System Description
Briefly described, the system functions as follows:
The Adblue is stored in a chassis mounted tank. The tank supplies the solution to a Supply Module (SM)
which is also chassis mounted. The SM is electronically controlled by the Doser Control Unit (DCU).
The Dosing Module (DM) uses a very accurate metering and pumping system to supply a spray nozzle in
the engine’s exhaust system. The amount of AdBlue injected into the exhaust is controlled by the DCU
and matched to the NOx output of the engine at any given speed and load condition. Water evaporates
quickly and the urea turns into ammonia when in contact with hot exhaust gases. The ammonia reacts
with NOx over the catalyst and the resultant tailpipe emission from this process is harmless nitrogen (N2)
and water (H20).
3.3. Scope of supply and regulated items
The SCR aftertreatment system is a key part of the total emission control system which will be certified to
meet the relevant European emissions legislation. It is the vehicle manufacturer’s responsibility to ensure
only emissions compliant vehicle systems are sold. The major components in the SCR system are
recorded by the certifying authority at part number level and therefore will be controlled by Cummins on
the Regulated Items List (RIL). This list of critical component part numbers is detailed on the emission
compliance certificate as conforming to the legislation. The correct parts can be selected for the after-
treatment system from the GCE website at https://gce.cummins.com. All other components which are
required to allow the SCR system to function correctly but are not on the RIL list must be purchased by
the vehicle manufacturer (OEM) from their existing supply base.
The complete exhaust and SCR systems are an integral part of the vehicle’s legal compliance with
emission regulations. No post factory modifications such as re-location of, or changes to, system
components are permitted without approval from Cummins. Similarly no additional exhaust system after-
treatment devices (e.g. particulate filters) are permitted without approval. Contact Application Engineering
for further advice.

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3.4. SCR System: Component Supplier List
Component Supply
Exhaust Gas Processor Cummins
Decomposition Tube* Cummins
Dosing Module Cummins
Supply Module Cummins
Dosing control Unit Cummins
NOx Sensor Cummins
AdBlue Tank OEM
Tank heater OEM
Tank level sensor OEM
Tank temp sensor OEM
Tank vent OEM
Tank fill connection OEM
Tank filter OEM
Tank drain OEM
Suction line (heated - OEM
Backflow line (heated - OEM
Pressure line (heated - OEM
Coolant Flow Valve OEM
Tank Heater lines OEM
Dosing Module Cooling OEM
Coolant Supply Line Tee OEM
Wiring Harness OEM
Table 1
*This may be supplied fully / partially or not at all depending on the OEMs agreement with
Cummins Inc and the contracted design.
None of the electronic components neither the SCR can be submerged, OEM must guarantee at
the installation that this condition never occurs.
For IP Classification according to DIN 40050 05/1993 please check the Table 2 below.
Component IP Code
Thermistor At least IP66
NOx Sensor At least IP66
Dosing Module IP6K6K, IP6K7, IP6K9K
Supply Module IP6K6K, IP6K9K
Dosing Control Unit IPX9K
Table 2

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4. ON BOARD DIAGNOSTICS
Beginning from the Euro IV stage, engines and/or vehicles should be fitted with an on-board diagnostic
(OBD) system that signals the presence of a fault to the driver if the OBD threshold limits are exceeded.
The OBD system shall also include an interface between the engine electronic control unit and any other
engine or vehicle electrical or electronic systems which affect the correct functioning of the emission
control system.
OBD Threshold Limits (g/kWh)
Tier NOx PM
Euro IV / V 7.0 0.1
Table 3.
In the case of exhaust aftertreatment systems, the OBD system may monitor for major functional failure of
the SCR system.
NOx Control Systems. Effective October 2006 for new type approvals and October 2007 for all type
approvals, a number of specific provisions apply to NOx emission control measures, and to emission
control systems using consumable reagents, such as urea solutions (AdBlue) in SCR systems. The
following is a summary of selected requirements:
• Incorrect operation of NOx emission control systems shall be determined through monitoring of the NOx
level by an exhaust sensor. Any deviation in NOx level more than 1.5 g/kWh above the applicable limit
value should be signaled to the driver and stored as a non-erasable fault code.
• If the NOx level exceeds the OBD threshold limit values, a torque limiter shall reduce the performance of
the engine.
• For vehicles that require the use of a consumable reagent (e.g., urea), the driver shall be informed of the
level of reagent in the on-vehicle reagent storage tank through an indication on the vehicle’s dashboard. A
warning should be triggered when the level of reagent goes below 10% of the tank.
• Engine systems shall include a means of determining that a fluid corresponding to the reagent
characteristics declared by the manufacturer is present on the vehicle.
• Engine systems shall include a means for determining reagent consumption and providing off-board
access to consumption information.
*DIRECTIVE 2005/55/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

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5. SCR SYSTEM COMPONENTS AND INSTALLATION GUIDELINES
The following section of the AEB outlines the main system components and the guidelines for their
application in on-highway truck and bus. The information provided is not definitive; it represents what
Cummins has learned during development to date. This bulletin should be used by the OEM to assist in
vehicle design but is not a substitute for validation of individual vehicle systems.
5.1. Exhaust gas processor (EGP)
The exhaust gas processor (EGP) is an integrated catalyst and acoustic unit in one sealed
stainless steel housing or ‘can’. The three, in series, distinct elements in the EGP are ammonia diffuser,
catalyst and acoustic unit. The diffuser acts to evenly distribute the ammonia over the catalyst face.
The catalyst performs the chemical process of NOx conversion and the acoustic unit muffles the
exhaust system noise (see Figure 2). The chemical process in the catalyst is temperature dependant
(200°C min.)
Figure 2
The size and weight of the SCR device can be seen in Table 4.
Part/config Length Diameter Mass

Horizontal 1476 mm 203.8 mm 20 kg
Table 4
The weight of an SCR type EGP can be more than twice that of an equivalent conventional muffler. This
major weight increase means that a current non SCR muffler mounting system may be inadequate for
mounting the heavier SCR type EGP. It is recommended that the vehicle manufacturer review the
strength of the current muffler mounting system and upgrade the design so it is adequate for the
significant weight increase associated with EGP.

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In general, EGP mounting systems using straps over the muffler body rather than clamps over the inlet or
outlet tubes will be more successful in handling the increased weight. Threaded bosses in EGPs must not
be used for mounting the EGP.
Any supports used must be securely mounted to rigid vehicle frame members and must not be used as a
transmission path for static or dynamic loads other than loads due to components. When mounted the
outer surfaces of the EGP should be at least 25 mm from adjacent chassis components.
The inlet face of the catalyst must be located between 1 – 4 m exhaust system length from the
turbocharger exhaust outlet. This is the emissions certified approved range. The total exhaust system
volume documented by the certifying authority for ISF is 28 liters +/-40% for Euro 4.
The EGP should be mounted horizontally at all times within an inclination angle of +/- 10 degrees. Any
change to the mounting orientation must be approved by CES application engineering.
Very high sulphur fuels cannot be used as the integrated aftertreatment system is certified with a
specified fuel specification range. Please see specific engine data sheet for further information on
approved fuel types.
Two catalyst temperature sensors (thermistors) will be provided with the EGP, one for the inlet and one
for the outlet. The catalyst temperature sensors are used to determine when the catalyst has reached the
required temperature to support the SCR chemical reactions and hence to allow dosing of AdBlue.
Control of NOx emissions is achieved by accurate mapping of the engine at various speeds, loads and
ambient conditions. The engine ECM electronically commands the dosing event to the catalyst matched
to the known NOx output from the engine. NOx sensing at the EGP outlet is a regulatory requirement of
On Board Diagnostics. All sensors and electrical connections required are outlined in AEB 21.104.
The SCR device must be mounted such that any sensors have at least 102 mm vertical clearance to
permit access for replacement without removal of the assembly from the chassis.
It has been seen during various cell and vehicle testing that the typical operating temperatures on the
outer surface of the decomposition pipe and EGP can be as high as 440 °C. This should be
considered when mounting other components in close proximity of the EGP.
5.2. Exhaust system pipe work and support
To ensure target B10 life for the engine platform the pipework from 200 mm upstream of the AdBlue
nozzle and all the way downstream to the EGP must be stainless steel grade 304 or 439. Pipework
upstream of the nozzle (beyond 200 mm) can be made up of iron castings or steel fabrications but
the durability target should be adhered to. AdBlue is corrosive and in combination with heat, will
aggressively attack mild steel components.
The catalyst and the EGP must be protected from vibration. This can be achieved by the use of a
flexible section of piping fitted between the turbocharger outlet and the EGP. Typically, an acceptable
system will have a first support fixed to the engine to prevent overload of the turbocharger due to the
exhaust brake. The flexible exhaust section should be located downstream of the first engine support and
take up engine movement relative to the EGP which would be solid mounted to the chassis. Flexible
exhaust sections are NOT intended to accommodate out of alignment exhaust sections but are intended
to isolate the hard mounted EGP from engine roll and thermal expansion of the engine exhaust system.
Flexible spiral section pipe should be installed at the correct installation control length and within the
specified parallel displacement tolerance.
Slip joints must not be used at joints between the urea injector and the EGP inlet as they are likely to
leak. In this zone any un-evaporated solution or gas can leak and form external deposits around the joint.
The deposit takes a stalactite like shape and builds up over time. To reduce the risk of solid deposits
(polymerisation) internally in the exhaust system pipe-work between the nozzle and EGP the bend radius
should not be less than the radius of the exhaust pipe section. Similarly, welded composite ‘lobster back’
bends or mitred joints are not recommended.

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Regardless of system layout, all individual exhaust systems must be endurance tested and validated by
the vehicle manufacturer.
No brass, copper, mild steel or zinc should be used in areas where AdBlue is present.
The maximum total system back pressure measured at the turbo exhaust outlet at full load rated speed
should not exceed the value quoted on the engine data sheet.
5.3. EGP Thermistors

The EGP includes two temperature sensors - that do not go assembled at the EGP body - one
on the inlet and one on the outlet. The temperature sensors are used to determine when the EGP has
reached the required temperature to support the SCR chemical reactions and allow DEF dosing.
The EGP must be mounted such that sensors are accessible for replacement without removal of the
assembly from the chassis. A minimum radial clearance of 102 mm (4 in) from the outer face of the
temperature sensor and NOx sensor ports must be maintained to allow for servicing of the sensors.
The assembly should be installed such that the sensors are located in spaces that will minimize
their vulnerability for damage from road debris and mishandling. The maximum connector temperature
must not exceed 150 ºC (302 ºF) under any vehicle operating condition.
Additionally both thermistors employ keying, which physically prevents any erroneous or backwards
installation of the sensors to the temperature junction connectors. For improved robustness, the vehicle
harness should be designed to prevent the possibility of reversing these sensor connections. Thermistors
are supplied with the Exhaust Gas Pipe (EGP). Please follow the guidelines below for installation details
and refer to AEB 21.104 for electrical information.
Figure 3
This sensor support should not be less than 12.7 mm from the transition section (begin of the cable) and
at every 250 mm, additional Thermistor element and cable requirements are included in the table below:

AEB 21.103
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Requirement Limit
Thermistor tightening torque in exhaust 30 ± 6 N.m
Maximum Thermistor cable exit angle ± 15°
Maximum cable twist angle 180°
Minimum cable bend radius 20 mm
IP Code according to DIN 40050 05/1993 At least IP66
5.4. NOx Sensor
On Euro 4.5 and Euro 5 vehicles there is a requirement for tailpipe gases to be monitored to ensure
emissions compliance. A NOx sensor is employed to measure the emissions of NOx gases at the tailpipe
of the vehicle in order to monitor the after treatment system components and ensure engine and
after treatment function according to certification requirements. The sensor itself comprises of a
sensor element to be fitted in the exhaust system and a 615 mm long cable connected to an ECU
(electronic control unit) to be mounted on the vehicle chassis. The NOx sensor ECU communicates with
the Engine Control Module via J1939.
The NOx sensor ECU must be mounted in close proximity to the sensor element to ensure adequate
stress relief of the connected cable but sufficiently protected from excessive temperatures as
indicated in Table 5 below.
Component Temperature Limit °C (°F)

Minimum ambient temperature electronics -40 (-40)
Maximum ambient temperature electronics 105 (221)
Minimum electrical connector temperature -40 (-40)
Maximum electrical connector temperature 100 (212)
Maximum wire temperature 200 (392)
Table 5: NOx sensor temperature Limits
The cable between the NOx sensor element and NOx sensor ECU must be fixed at 2 locations to ensure
the cable will not be damaged by relative movement of the vehicle exhaust system to the ECU location on
the chassis. The first mounting support must be within 100mm of the electronic control unit, or a form of
channeling must be used to provide cable support. Additional NOx sensor element and cable
requirements are included in Table 6 below:
Requirement Limit
NOx sensor tightening torque in exhaust 50 ± 10 Nm
Maximum NOx sensor cable exit angle ± 15°
Maximum cable twist angle 180°
Minimum cable bend radius 20 mm
IP Code according to DIN 40050 05/1993 At least IP66
Table 6: NOx Sensor Element and Cable Requirements

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Correct operation of the sensor requires that fresh air is able to pass to the sensor element through the air
permeable membrane in the ECU. To ensure that this membrane is not obstructed by standing moisture
or other debris, the ECU must be mounted within the limits shown in Figure 4.
Figure 4: Permissible installation position for NOx sensor ECU - In reference to the horizontal datum
The NOx sensor element must not be exposed to water ingress from pressure washer jets being
directed up the exhaust pipe or being positioned where it could be submerged (please check Table 6 for
IP Code).
As well as the thermistors, NOx Sensor does not go assembled at the EGP body. As such the NOx
sensor must be located toward the top quadrant of the tube or EGP between -80 deg and +80 deg from
the vertical axis as shown in Figure 5 below:
Figure 5: Permissible installation position for NOx sensor element.
Mounting details of the NOx sensor ECU are shown in Figure 6 below:

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24 volt module
Figure 6: NOx Sensor 24 v ECU Mounting Details
12 volt module
Figure 7: NOx Sensor 12 v ECU Mounting Details
5.5. AdBlue supply tank
The ammonia required for the SCR process is obtained from a solution of 32.5% (by weight) urea in water
(AdBlue). The supply tank should be sized to suit an operational use of AdBlue equivalent to 5% of fuel
consumption. (AdBlue consumption may vary with application).

AEB 21.103
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Figure 8
The tank should be clearly marked with its volume in litres to allow this value to be easily recognizable in
service for ECM parameter programming.
Suitable tank materials are stainless steel, magnesium aluminum alloy or medium-high density
polyethylene. It is recommended that the tank is non-transparent such that the operator cannot see the
level. This is to ensure that when the tank shows empty diagnostically, it will still have a significant
amount of AdBlue left to avoid the dosing unit drawing air.
Current Euro OBD regulations require that the driver shall be informed of the level of AdBlue in the on-
vehicle AdBlue storage tank through an indication on the vehicle’s dashboard. A warning should be
triggered when the level of reagent goes below 10% of the tank.
The supply tank should be vented at low pressure both to and from atmosphere to allow free flow from
the outlet connection and to vent any vapour or expansion in the tank. The vent should be designed such
that it is not susceptible to blockage by crystallized AdBlue formed during tank slosh and evaporation.
There is no known regulation on anti-spill for vehicle roll-over in the event of a road accident; however
this needs to be monitored for future developments in the legislation. The tank fill neck should be
designed to prevent spilling. It is especially important to prevent AdBlue being spilled on hot exhaust
components since the urea could hydrolyze creating ammonia. Urea is chemically a salt and a strong
base which can corrosively attack other materials including soft metals and some polymers. Spills need to
be avoided to prevent the potential for corrosive attack, to eliminate the need for having to clean up the
salt residue that remains after the water evaporates and to prevent urea getting into drains and
watercourses. The OEM must clearly identify the tank as ‘AdBlue’ only.
The AdBlue tank should have a drain hole for periodic servicing. The outlet from the tank must have a
filter sized at 70 micron to prevent ingress of material which may get in via the filler neck.
A heater should be included within the tank if the system is to operate in colder regions where the
temperature regularly goes below 0 °C. As AdBlue is 67.5% water it will expand when frozen, an
expansion space of 10% needs to be incorporated to account for the freeze – thaw process.
5.6. Tank Heating
For cold weather operation some form of urea tank heating will be required when the engine is running.
To avoid problems with solid or crystalline solution, it is recommended that the urea be maintained at
least 15 °C above its freezing point. This will keep the wet parts in the system at +4 °C.
Heating can be provided by means of suitably placed electrical elements or by means of engine coolant.

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If electrical heating is chosen, the capability of the alternator to supply additional load for heating
elements must be considered. When engine coolant is used as the heating medium, the coolant flow
needs to be regulated to ensure that the engine temperature does not run below 70 °C for extended
periods. Whatever means are chosen, the heating system must be thermostatically regulated.
The temperature at which heating is turned on is capable of being calibrated and could vary among
different applications. Over-heating the solution can lead to over-concentration due to evaporation and, in
extremes, the formation of crystals which can cause blockage. The recommended life cycle temperature
for urea is 30oC and the maximum temperature is 50 °C. If the vehicle spends extended periods of time
at very low speeds, or static (e.g. in PTO mode) urea usage will be low and in hot climate conditions, the
urea tank must be protected from direct exposure to solar radiation.
Urea tank heating using engine coolant is the preferred method for defrosting a frozen urea tank.
Specific coolant supply and return ports for this heater circuit are provided on the engine. Please refer to
engine mechanical technical packages for this information.
The OEM must use the designated engine coolant ports as specified by the engine manufacturer and
provide suitable heater lines to ensure proper coolant flow to the urea tank heater is maintained.
Sufficient heating capability must be available to allow dosing within a sufficient time period as
dictated by local emission legislation when urea is cold soaked.
Care should be taken to avoid sharp bends and abrasion points on the coolant lines. The coolant lines
should be properly supported and protected from heat, moving parts, debris, etc.
Tank heater design is the responsibility of the OEM and must include a shut off valve in the coolant
supply line that can be controlled by a signal from the Dosing Control Unit.
The coolant valve must be normally closed, and open with an electrical signal from the DCU. The coolant
valve must be rated for use with engine coolant and be compatible with on-vehicle environmental
conditions. The OEM is responsible for packaging the coolant valve and connecting the coolant valve to
the coolant lines. The wiring harness connecting the Tank Heater Control Valve to the Doser Control
Unit will be the responsibility of the OEM. The coolant valve must be properly mounted / supported and
be protected from heat, moving parts, debris, etc. The wiring harness to the coolant valve should be
properly supported with tie wraps to prevent wire fatigue due to vibration.
The wiring harness connecting the Tank Heater Control Valve to the Dosing Control Unit will be
the responsibility of the OEM. Details can be found in AEB 21.104.
The tank heater location must be close to the tank suction line outlet such that the partly thawed solution
is available for use as early as possible.
Dependant on tank size, a calculation will reveal that a high energy demand is required to completely
thaw a frozen system in a short period of time.
The urea tank and all connections and lines to and from the dosing unit must be internally clean when
assembled. The components must be free from contamination visible to the unaided eye. All connections
and lines to and from the dosing Supply Module must be internally clean when assembled and meet the
cleanliness specifications in Table 8.
Particle Size 50 - 100µm 100 - 200µm 200 - 500µm > 500µm
# of allowed particles 600 80 8 0
Table 8

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5.7. Tank Sensors
The vehicle manufacturer must provide level and temperature sensing for the AdBlue supply tank. Details
of sensor specifications and their role in SCR system function and diagnostics are described in AEB
21.104. The continuous fluid level sensor is required for system diagnostics, empty indication,
monitoring AdBlue usage rates, and driving a dash-board gauge. If the tank level falls below a minimum
point, a low level warning will be indicated. If the tank is empty, an empty warning will be indicated. The
sensor will also be used to coarsely monitor AdBlue consumption from the tank against the commanded
dosage rate to the pump. To ensure an accurate consumption measurement and avoid false rationality
warnings, it is important to ensure that the tank cannot easily be overfilled. The ‘full’ indication on the
sensor must be at the same level as the maximum fill level in the tank. This can be achieved by
providing an extended tank fill neck into the tank to the bottom of the vented expansion space.
5.8. Supply / Backflow Lines
The OEM is responsible for designing, sourcing and packaging suction and backflow lines to connect the
urea tank to the supply module.
The internal diameter of the supply and backflow lines must be 6 mm. Both lines connect to the supply
module via 9.49 mm SAE J2044 quick connect fittings. It is recommended these lines are colour coded to
avoid wrong connection during vehicle assembly.
The supply line must be sufficiently rigid to prevent collapse due to the vacuum created during the suction
event. Ideally the tank, supply module and dosing module should be as close as possible, connected with
a short line length to minimize restrictions and the effects of trapped air.
If heated lines are used the maximum length for the supply and return lines should not exceed 2 m as the
DCU can only drive a current of 3.5 amps. For non-heated lines the maximum length is 3 m. The pressure
loss of the supply line at the dosing module inlet must not be greater than 0.1 bar. The route of the
backflow line should be designed so that flow of AdBlue back to the tank always enters above the max fill
level. The supply line intake port must have a minimum distance of 5 mm from the bottom of the tank.
Figure 9
Some possible materials are as follows:

Metal: Stainless Steel ST304 or higher grade
Others: PTFE, PFA, VITON, EPDM, Nylon
Do not use Buna-N, Neoprene, Silicon, Tygon or similar material, as they will chemically react with
AdBlue. If material from the "others" category is used, it should be double wall type to avoid failures in
the installation. Heating properties must also be considered, especially when being heated from very low
temperatures.

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Urea lines should not come into contact or be routed near to heat sources such as charge air cooler
pipes, exhaust system, brake retarders, cooling/heating system plumbing etc where radiated or conducted
heat can increase the temperature of the urea supplied to the supply module.
To prevent out gassing of AdBlue fluid, as well as line damage, the suction and backflow lines should not
be routed in close proximity to any hot components. The max temperature of AdBlue must not exceed
50°C. It is the OEM’s responsibility to ensure that the line assemblies meet vibration requirements on
their application.
It is recommended that the suction and backflow lines be purchased with the quick-connect fittings pre-
installed. The lines should be shipped with shipping caps in place to protect against the ingress of debris
during transit. These shipping caps must remain in place until final installation on the vehicle. The suction
and backflow lines must be internally clean when assembled and meet the cleanliness specifications in
Table 8.
The parts of the system most vulnerable to freezing are the external lines and fittings between the tank
and dosing unit. Exposed lines and fittings will freeze and prevent urea flowing, therefore careful
attention should be given to heating and insulation of these components. The OEM must provide suitable
suction and backflow line heating equipment to ensure vehicle acceptance for all seasons. More
information on climatic considerations can be found further on in this document.
5.9. Pressure Line
The OEM is responsible for designing, sourcing and packaging suction and backflow lines to connect
the urea tank to the supply module.
The internal diameter of the pressure line must be 6 mm. It connects to the supply module and dosing
module using 7.89 mm SAE J2044 quick connect fittings. The plumbing from the supply module to the
dosing module must be flexible enough to allow for relative movement between the supply module and
the exhaust system however it must not be subject to abrasion. The line should have high thermal
resistance at the dosing module end as it will need to withstand temperatures of up to 140 °C during a hot
shut down.
The internal lining of the line should be Polytetrafluoroethylene (PTFE) or equivalent to reduce the risk of
urea crystals adhering to the tube wall. The maximum length of the pressure line should not exceed 4 m if
the line is not heated. If heated lines are chosen it is recommended that the length is not greater than 3 m
since the DCU can only drive a current of 5 amps. To ensure accurate, fast delivery of AdBlue fluid to the
injection nozzle, the internal diameter of the line must be 5.5 to 6.0 mm.
If the Dosing Module is mounted below the highest point of the Supply Module then a siphon must be
added to the pressure line before the Dosing module. Please see installation layout section for further
details.
It is recommended that the pressure line is purchased with the quick-connect fittings pre-installed. The
lines should be shipped with shipping caps in place to protect against the ingress of debris during transit.
These shipping caps must remain in place until final installation on the vehicle. The pressure lines must
be internally clean when assembled and meet the cleanliness specifications in Table 8.
Some possible materials are as follows:

Metal: Stainless Steel ST304 or higher grade
Others: PTFE, PFA, VITON, EPDM, Nylon

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Do not use Buna-N, Neoprene, Silicon, Tygon or similar material, as they will chemically react with
AdBlue. If material from the "others" category is used, it should be double wall type to avoid failures in the
installation. Heating properties must also be considered, especially when being heated from very low
temperatures.
Urea lines should not come into contact or be routed near to heat sources such as charge air cooler
pipes, exhaust system, brake retarders, cooling/heating system plumbing etc where radiated or
conducted heat can increase the temperature of the urea supplied to the supply module.
5.10. Coolant Lines
The OEM is responsible for designing, sourcing and packaging coolant lines for the Dosing Module,
the tank may also require lines if a coolant heated approach is chosen. A minimum coolant flow of 20
litres per hour to the dosing module must be met when the engine is at peak torque condition.
The coolant supply line must use the designated engine port and constant flow fitting, it is important that
coolant flow from the engine is controlled to maintain the correct flow balance across all on engine and off
engine components. The coolant return flow must return back to the bottom radiator hose close to the
water pump inlet.
The lines should connect to the coolant ports on the Dosing Module using 9.49 mm SAE J2044 quick
connect fittings.
Figure 10
The supply line tee fitting must have an internal diameter of 6.35 mm to ensure a balanced flow through
the AdBlue tank heater circuit and the Dosing Module cooling circuit. The internal diameter on the inlet
side of the fitting must not be less than 6.35 mm.
Coolant line Material must meet SAE J20 R3 Class D-3. Coolant lines must not have sharp bends or
abrasion points. The coolant lines must be properly supported and protected from heat, moving parts and
debris.
The coolant control valve must have an internal flow area no less than 70.9 mm2. The coolant valve must
be normally closed, and open by an electrical signal from the DCU. The coolant valve must be rated for
use with engine coolant and be compatible with on-vehicle environmental conditions. The OEM will be
responsible for determining coolant valve to coolant line connections.

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An illustration of a general coolant circuit is shown in Figure 11.
Please also see Mechanical Technical Package for specific engine for further information on what coolant
ports should be used on the engine.
Figure 11
5.11. Decomposition Pipe
The urea decomposition pipe is an emissions critical component and should be matched to the SCR unit
used. It is recommended that this component is supplied by Cummins Emissions Solutions.
Figure 12 shows the decomposition pipe. It has a flange to mount the Dosing Module and an integrated
urea fluid diffuser. The pipe is designed so that the ammonia in the injected urea can decompose and be
adequately mixed with the exhaust stream before it reaches the front face of the SCR catalyst.
Any connections between the decomposition pipe and the EGP must use gaskets and full marmon joints.

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Figure 12
The decomposition tube must be installed such that the injector in the Dosing Module is directed towards
the SCR unit inlet. The decomposition tube must be oriented such that the Dosing Module meets the
mounting orientation requirements illustrated in Figure 13.
Figure 13
The decomposition pipe must be installed such that the injector in the urea Dosing Module is directed
towards the to the SCR unit inlet.

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Figure 14
The materials; Copper, Mild Steel, Zinc, Buna N, Neoprene, Silicon or Tygon must not be used in areas
where urea is present.
5.12. Dosing Module (DM)
Cummins Emission Solutions must supply the Dosing Module. This part is an emissions critical
component and cannot be supplied by any other source other than Cummins Inc.
Figure 15
The Dosing Module (DM) has a dry weight of 0.5 kg. The DM includes a 40 µm non serviceable filter in
the urea fluid circuit.
The DM is located on the decomposition pipe and mounts on a flange using three M6 screws. The
capscrews used should be of the material A2 70 per ISO 3506/DIN 267 or ASTM 304 stainless steel to
avoid any deterioration of the screws and should adhere to the salt and spray test CES 14311 standard
and ASTM G85-98 standard.

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The minimum length specification is 25 mm and maximum length specification is 30 mm. The maximum
allowable surface pressure is 180 N/m2. The torque specification for the screws is between a minimum of
6 Nm and a maximum of 10 Nm.
Figure 16
The decomposition tube must be installed such that the injector in the Dosing Module is directed towards
the EGP inlet. The decomposition tube must be oriented such that the Dosing Module meets the
mounting orientation requirements illustrated in Figure 16.
The AdBlue connections between the Supply Module and Dosing Module use 7.89 mm SAE J2044 quick
connect fittings.
The Dosing Module is cooled by the flow of engine coolant. The OEM must provide suitable coolant
lines from the engine to the Dosing module and connect to the coolant ports on the Dosing Module using
9.49mm SAE J2044 quick connect fittings. A minimum coolant flow of 20 litres per hour to the dosing
module must be met when the engine is at peak torque condition.
The temperature of the AdBlue entering the Dosing Module must be between -5 °C to 70 °C.
The maximum temperature on the body of the Dosing Module must not exceed 120 °C. The assembly
must be mounted such that all outer surfaces of the component are at least 25 mm from other
aftertreatment and adjacent chassis components.
The Dosing Module will be shipped with protective shipping caps. These caps must stay in place for
shipping and storage and should not be removed until final installation of the fluid lines.
The wiring harness connecting the Dosing Module to the Dosing Control Unit will be the responsibility of
the OEM. Reference AEB 21.104 for electrical wiring details.
The Dosing module is capable of meeting the vibration profile defined in ISO 16750-3. The OEM
must demonstrate these levels of vibration are not exceeded during the normal operation of the vehicle.
The materials; Copper, Mild Steel, Zinc, Buna N, Neoprene, Silicon or Tygon must not be used in areas
where urea is present.

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5.13. Supply Module (SM)
The Supply Module shown in Figure 17 is part of a high accuracy system for injecting AdBlue into the
exhaust aftertreatment system and has a dry weight of 3.11 kg. This component should be handled with
care and may be damaged if dropped. A 12 V or 24 V electronically operated pump and metering system
controlled by the Dosing Control Unit propels AdBlue to the Dosing Module which is mounted in the
exhaust system upstream of the catalyst.
Figure 17
The Supply Module and Dosing Module system is designed to deliver a precise amount of AdBlue
solution into the diesel exhaust systems according to a capacity, which is calculated by an external
algorithm. The use of any fluid other than the AdBlue described above is prohibited.
The Supply Module must be mounted directly to the vehicle frame or suitable ridged bracket between
+45° and -45° in both directions as defined in Figure 18. The Supply Module must be mounted using 3 X
M8 Hex Screws with a material specification of A2 70 and have minimum length of 90mm. The tightening
torque must be between 15.2 – 22.8 Nm.
Figure 18
The Supply Module has two filters: main filter (10 microns) and an inlet filter (100 microns). Only the main
filter is serviceable.
The Supply Module must be mounted such that service access is allowed for a filter change.

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Figure 19
Suction and backflow lines must connect to the Supply Module via 3/8 in (9.49 mm) SAE J2044 quick
connect fittings.
The pressure line must connect to the Supply Module via a 5/16 in (7.89 mm) SAE J2044 quick connect
fitting.
Figure 20
It is recommended that the Supply Module is not located in a high splash or dirty area thus avoiding
excessive exposure or potential for damage to the electrical connector and fluid fittings. A shield could be
required if the Supply Module is located in a vulnerable location. To prevent urea crystallization, the
Supply Module should be mounted in the coolest location available. It is recommended the Supply
Module is mounted in a location that allows the flow of ambient air to cool the unit.

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The Supply Module has been confirmed to IP66K / IP69K specifications for water and dust protection.
The Supply Module is capable of meeting the vibration profile defined in ISO 16750-3. The OEM must
demonstrate these levels of vibration are not exceeded during normal operation of the vehicle.
The supply module will operate between -40 °C to +80 °C. The unit must not exceed these limits under
any conditions. The assembly must be mounted such that all outer surfaces of the component are at least
25 mm from adjacent chassis components.
The electrical power consumption of the Supply Module in normal operation is 4 A at 12 V continuous and
2 A at 24 V continuous. With the internal heater, maximum current consumption is 16.35 A for 12 V
system and 13.25 A for 24 V system.
The system has a built in heating device that will allow the system to operate at temperatures down to -40
°C, the system will only operate if liquid AdBlue is supplied at a temperature of -5 °C or above.
Further details on the electrical specification and electrical connection requirements can be found in AEB
21.104.
5.14. Dosing Control Unit (DCU)
The Dosing control Unit (DCU) shown in F igure 21 is the central control for the dosing system. It
handles the dosing activity, tank level sensing and tank temperature sensing. The DCU has weight of
0.925 kg.
Figure 21
The Dosing Control Unit must be mounted directly to the vehicle frame or a suitable ridged bracket
using M8 screws with a tightening torque of 10 ± 2 Nm in the following mounting points:

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• 3 X M8 at A, C and E
• 4 X M8 at A, B, D, E
Figure 22
The Unit should be mounted at either at 90° or 180° so that electrical connections are not facing directly
upwards, this will help prevent any liquid coming into contact with the DCU pins through the wiring
harness.
Figure 23
The maximum temperature of the DCU body must not exceed 85 °C and should not be placed anywhere
where the surrounding ambient temperature will exceed 105 °C. The DCU must not be located in a high
splash or dirty area that could be a potential cause for failure of the component. A shield could be
required if the DCU is mounted in a vulnerable location. The DCU has been confirmed to IP66K / IP69K
specifications for water and dust protection.
The Dosing Control Unit is capable of meeting the vibration profile defined in ISO 16750-3. The OEM
must demonstrate these levels of vibration are not exceeded during normal operation of the vehicle.

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The harness to the DCU must never be connected or disconnected while the vehicle is in operation and
voltage is being supplied. Please shut down the vehicle before making any changes.
At key – off the system begins to purge immediately, this is where it removes all the urea in the lines and
feeds it back to the tank. It will take 60 seconds to complete purging and during this period the DCU will
enter a stand-by mode. Throughout the stand-by and purging process the DCU will need to have power
available.
Further details on the electrical specification and electrical connection requirements can be found in AEB
21.104.
5.15. Installation Layout and Dimensions for Dosing system
In the case that the Dosing Module is mounted below the highest point of the Supply Module, there must
be a hose siphon in the pressure line. The following illustrates possible layouts of the Doser System.

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5.15.1. Option 1:
When this layout is used the bottom of the Supply Module must be above the maximum possible fill level
inside the AdBlue tank.
Figure 24
In this setup, the Dosing module is placed above the Supply module. The height between the backflow
line and the bottom of the suction line in the AdBlue tank should be less than 1 m. The height between
the Dosing module and top of the backflow line should also be less than 1 m.

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5.15.2. Option 2:
In the case that the Dosing Module is mounted below the highest point of the Supply Module, there must
be a hose siphon in the pressure line. This is to ensure any residual fluid remaining in line after the purge
cycle does not reach the Dosing Module.
Figure 25
In this option, there is a siphon present in the pressure line to make sure that the urea deposits are
formed in the line rather than the dosing module. In this case the Supply module is mounted at a level
higher than the dosing module and the tank is mounted further higher. The height between the lowest
point of the siphon and the Supply module should be less than 1 m. The height between the reference
point of the Supply module and the end of the suction line in the tank should be less than 1 m.

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5.15.3. Option 3:
The Dosing Module is mounted above the maximum AdBlue level in the Tank.
Figure 26
In this setup, the Dosing module and tank is placed above the Supply module. The height between the
top of the suction line and the bottom of the suction line in the AdBlue tank should be less than 1 m.
The height between the top of the suction line and the bottom straight of the pressure line should be less
than 2 m.

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5.15.4. Option 4:
In the case that the Dosing Module is again mounted below the highest point of the Supply Module
meaning there must be a hose siphon in the pressure line.
Figure 27
In this option, there is a siphon present in the pressure line to make sure that the urea deposits are
formed in the line rather than the dosing module. In this case the Supply module is mounted at a level
higher than the dosing module. The height between the dosing module and highest point of the
backflow line should be less than 1 m. The height between the highest point of the suction line to the
lowest point should also be less than
1 m.

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5.16. Wiring Harness
The OEM must develop a wiring harness to electrically connect the Dosing Control Unit, Supply Module,
Dosing Module, Heated Lines and AdBlue Tank. The harness will also need to integrate the electrical
connections between the engine ECM, the SCR temperature sensors and the NOx sensor control
module.
Please see AEB 21.104 for further electrical wiring details.
For any components with wiring approaching from above like connector L in the illustration, make sure to
provide a drip loop to help prevent unnecessary water intrusion.
Figure 28
Ensure no connectors are mounted vertically. Horizontal mounting or connecting from below is best. Use
mounting clips to avoid abrasion or impingement of the harness against:
• sharp surfaces,
• moving parts,
• radiant heat sources.
Avoid routing harness directly beneath fluid fills and serviceable items (oil filters etc.). Provide strain relief
using mounting clips behind each connection.
Troubleshooting for electromagnetic noise problems:

• By default twist only circuits shown on schematic. If electromagnetic noise proves to be a
problem on other circuits, twisting them may help.
• Route power and ground inputs to DCU in separate bundles from other wires.
• Also, route circuits for heating (lines and supply module) in their own bundle (separate from
sensors).
• Avoid other high current and high intensity lines from other harnesses. Ensure mating terminals
are using the same plating (tin to tin, gold to gold, etc.).

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6. CLIMATIC CONSIDERATIONS FOR SCR SYSTEMS AND ADBLUE

AdBlue begins to freeze at –11 °C. When thawed, the AdBlue returns to its normal solution state. It is
unlikely that it will be acceptable to have non-functioning SCR in territories where extended periods of
cold weather are the norm. The legislation states ’emissions controls should function in ‘all conditions
regularly pertaining in the territory of the European Union.’ It is the OEM’s responsibility to ensure that the
vehicle is properly equipped to meet the needs and expectations of territory in which it will operate.
Some form of heating will be required for cold weather operation. To avoid problems with solid or
crystalline solution, it is recommended that the AdBlue be maintained at least 15 °C above its freezing
point. This will keep the wet parts in the system at +4 °C. Heating can be provided by means of suitably
placed electrical elements or by means of engine coolant. If electrical heating is chosen, the capability of
the alternator to supply additional load for heating elements must be considered. If engine coolant is
used as the heating medium, the flow must be regulated to ensure that the engine temperature does not
run below 70 °C for extended periods. Whatever means is chosen, the heating system must be
thermostatically regulated. It is recommended that heating is activated at 0°C and de-activated at +7 °C.
Over-heating the solution can lead to over-concentration due to evaporation and, in extremes, the
formation of crystals which can cause blockage. The maximum temperature for AdBlue is 50°C, but the
normal running temperature should be similar to ambient air. If the vehicle spends extended periods of
time at very low speeds, or static (e.g. in PTO mode) AdBlue usage will be low and in hot climate
conditions, it will be advisable to protect the AdBlue tank from direct exposure to solar radiation.
AdBlue is almost 70% water and will expand in the path of least resistance by approximately 9% upon
freezing at temperatures below -11 °C. The tank construction should therefore be capable of freeze thaw
cycling. Expansion space is needed to account for this as well as inadvertent overfilling. A preliminary
recommendation is to provide a 10% expansion volume in the AdBlue tank. The heater location should
be close to the tank outlet such that the partly thawed solution is available for use as early as possible.
Avoid locating probes and connectors in the top face centre of the tank as these can be pushed out as
the frozen mass goes completely solid.
Dependant on tank size, a calculation will reveal that a high energy demand is required to completely
thaw a frozen system in a short period of time. There is no regulation on this but Cummins
recommends that the system should be sufficiently heated to allow dosing within 15 minutes of
engine start at the minimum anticipated cold soak temperature.
The supply module has a self controlled heating element as standard.
The parts of the system most vulnerable to freezing are the external lines and fittings between tank and
doser. Regardless of whether tank heating is provided, exposed lines and fittings will freeze and
prevent AdBlue flowing if careful attention is not given to heating and insulation. Heated lines typically
require 18-22 watts per meter. Companies known to provide such equipment can be found at
http://www.allen-group.co.uk and http://www.wema.no. OEMs should select suitable equipment to ensure
vehicle acceptance for all seasons.

AEB 21.103
Page 39 of 54
APPENDIX
Operating Temperatures
NOx Sensor
Minimum ambient temperature of NOx ECU -40 °C
Maximum ambient temperature of NOx ECU 105 °C
Minimum storage temperature w/o powering -40 °C
Maximum storage temperature w/o powering 120 °C
Maximum exhaust gas temperature (sensor) 800 °C
Minimum sensor connector temperature -40 °C
Maximum sensor connector temperature 100 °C
Minimum wire temperature -40 °C
Maximum wire temperature 200 °C
SCR Thermistors
Minimum wiring harness connector temp. -40 °C
Maximum wiring harness connector temp. 100 °C
Urea Dosing System

Maximum Doser Control Unit Skin temperature 85 °C
Maximum Supply Module Body temperature 80 °C
Dosing Module body / electrical connector temp 120 °C
Urea Line (pressure line) Up to 140 °C
Urea Lines (suction and throttle lines) Up to 50 °C
Maximum temperature of AdBlue in Tank 50 °C
Table 9

AEB 21.103
Page 40 of 54
SCR SYSTEM SCHEMATIC
Figure 29

AEB 21.103
Page 41 of 54
SCR ADBLUE LINE SCHEMATIC
Figure 30

AEB 21.103
Page 42 of 54
SCR COOLANT LINE SCHEMATIC
Figure 31

AEB 21.103
Page 43 of 54
SCR ELECTRICAL WIRING SCHEMATIC
Figure 32

AEB 21.103
Page 44 of 54
SCR – ADBLUE TEMPERATURE MEASURING GUIDELINES
Due to the nature of AdBlue being used as the exhaust gas emissions reduction agent and in order to maintain
the integrity of the Aftertreatment dosing components it is necessary to ensure that all vehicle installations do not
exceed the maximum AdBlue temperatures of 50 ºC to the Supply module and 70 °C to the Dosing Module
specified in this AEB.
In order to confirm this temperature is not exceeded it is necessary to conduct an AdBlue temperature monitoring
exercise. This test should be conducted with a production representative vehicle at the highest ambient
temperature possible.
Tests can either be conducted on a chassis dynamometer or with a loaded vehicle on a test track to represent the
greatest expected in service vehicle weight.
Two test cycles have been determined to help identify if the AdBlue is being exposed to heat sources within the
path to the Supply Module.
1. Full load rated/peak torque engine speed

2. High load to light load low idle cycle
Prior to conducting the test the AdBlue system has to be instrumented with thermocouples to be able to log the
temperature at the Supply Module and Dosing Module inlet connection, along the supply/return lines to the
AdBlue storage tank and the tank itself.
Test Equipment
Thermocouples.
Supply Module and Dosing Module inlet fitting instrumented with thermocouple.
This can be either an instrumented inlet connector fitting or an adapter which can be used to measure inlet
restriction and AdBlue temperature at the same time.
Additional thermocouples to measure ambient temperature, AdBlue tank and any parts of the AdBlue supply /
return lines that may be exposed to heating. Thermocouple extension leads.
Data logger – multi channel.

AEB 21.103
Page 45 of 54
Illustration of typical temperature logging equipment:
Figure 33
Test Procedure:
The ambient temperature must be measured during the test cycle to be able to determine the AdBlue temperature
rise above ambient condition. The AdBlue temperature within the vehicle storage tank should also be measured
to ensure it is at ambient temperature at the start of the test. The Supply Module location, AdBlue storage tank
and supply and return line routing should be inspected to determine if the position or routing of the supply/return
lines could expose the hardware to heat sources from exhausts, engine bays, cooling systems, transmissions,
heat exchangers, vehicle heating system pipe work etc (Ideally this should have been considered during the SCR
aftertreatment installation design period to avoid the possibility of AdBlue heating but experience has shown this
not always to be the case).
The AdBlue inlet temperature to Supply Module and Dosing Module must be measured along with any other
areas where there could be a potential for AdBlue to be heated. The AdBlue lines should be instrumented with
thermocouples to measure the actual fluid temperature by positioning the thermocouple into the flow path.
Depending on the availability of the Cummins Calterm tool it may be necessary to instrument the AdBlue storage
tank for temperature measurement also. This temperature should reflect the surrounding ambient temperature at
the beginning of the test and should be monitored to detect any temperature rise above ambient indicating
AdBlue tank heating.
Test cycle:
Once vehicle has been instrumented the vehicle can be either run on a dynamometer or on a fully loaded vehicle
operating at the expected worst case duty cycle on test track or suitable road.
Two test phases have been identified to produce AdBlue heating.

AEB 21.103
Page 46 of 54
Full load continual run at fixed engine speed – either rated engine speed or peak torque engine speed or the
maximum/minimum engine speed before an automatic transmission would ‘shift’. This test condition should be
maintained for at least 30 minutes to see if the AdBlue temperatures are climbing, if they are, and have not
stabilized the test will need to be continued until the AdBlue temperature has stabilized.
The next part of the test is to simulate a start/stop vehicle cycle to allow the SCR catalyst to maintain operating
temperature (above 200 °C inlet/outlet) and to vary AdBlue injection quantity to determine AdBlue temperature
behavior under a varying speed/load duty cycle. The start stop duty cycle will allow the AdBlue flow rate to reduce
to a lower volume/become stationary and hence expose the AdBlue to a greater heat soaking effect. Engine load
and speed should be varied from higher speed & load to lower speed and load for 10 cycles to determine the
effect on AdBlue temperature.
The second test phase cycle should be run straight after the high load condition to ensure the SCR catalyst is at a
high enough temperature to allow AdBlue to continue to be injected. The vehicle should be brought to rest and
allowed to run at low idle for 5 minutes to reduce the AdBlue flow and allow the AdBlue to ‘soak’ heat in areas
where it could be exposed to radiated heat from hot vehicle components. The vehicle should then be run back up
to high engine speed and load conditions to heat the catalyst and begin/increase AdBlue flow rate to the dosing
pump. This test cycle simulates a delivery truck/city bus which frequently stops to pick up/drop off
goods/passengers and encounters heavy traffic congestion.
Repeat this test cycle(alternating between high load and low idle) for 30 minutes and monitor AdBlue storage
tank, supply /return lines and dosing pump inlet for AdBlue heating and check for cumulative heating of AdBlue
during the test.
As a minimum, maximum AdBlue temperatures must be recorded during all phases of the test.
Test data analysis:
Once the test has been run review the test data (viewing as a time based graph to determine peak AdBlue
temperatures during the whole test cycle and calculate the Limiting Ambient Temperature (LAT) of the AdBlue
and compare this to the desired highest ambient territory the vehicle will operate in.
Calculating Limiting Ambient Temperature (LAT) from test results:
AEB 21.103 states that the AdBlue temperature to the Supply Module must not exceed 50 ºC and 70 °C to the
Dosing Module. These temperatures and the ambient temperature at which the test is conducted must be
considered when the AdBlue heating test is conducted along with the highest ambient territory the vehicle is
expected to operate in to determine if the Limiting Ambient Temperature (LAT) of the AdBlue meets this.
A simple calculation can be used to determine this.
Example:
Maximum AdBlue temp 50ºC - Maximum recorded AdBlue temp + test ambient temp.
In order to protect against damage to the Supply Module, the calculated LAT should be equal to or higher than
the design LAT for the vehicle. For example, in order to achieve level 2 vehicle sign off, the dosing pump inlet
LAT should be >= 41 ºC
50 ºC (max allowed urea temp) – 28 ºC (Max recorded urea temp) + 21 ºC (Test ambient temp) = 43 ºC max LAT
vehicle can operate in.

AEB 21.103
Page 47 of 54
Test Method for measuring key Aftertreatment component temperatures
Test description:
This test method is to be used to determine that component temperatures do not exceed maximum values
published in AEB 21.103. Test data should be adjusted for a limiting ambient temperature (LAT) of 41 °C (level 2
cooling).
When a vehicle is to be domiciled in a location where level 1 cooling will be required then data should be adjusted
for a LAT of 46 °C.
Example of how to adjust data for LAT of 41 °C:
Test Ambient where max component temperature occurred = 39 °C Measured component temperature (e.g. NOx
sensor ECU) = 82 °C
Adjusted component temperature = (LAT – Test Ambient) + Measured component temperature

= (41 – 39) + 82 °C
= 84 °C (Value is below maximum specification of 105 °C)
Equipment:
Multi channel data logger with a 1Hz sampling capability. Thermocouples

Calterm
Test Conditions:
Testing may be run as a dedicated test or as part of a hot / summer test.

Note: Testing should not be conducted in a chassis dyno since air flow around the sides of the vehicle is not
representative of normal operating conditions.
• AdBlue level in tank should be between 75 – 100 %.

• Vehicle speed should not be greater than the value in the engine data sheet.
• Engine speed in the Peak Torque range – Governed speed.
• Engine Torque greater than 75% of full load condition.
Procedure:
1. Install thermocouples to the components in locations illustrated in this test method.

2. Ambient air temperature reference must be in a location where it cannot be influenced by direct sunlight or
radiated heat from the vehicle. Locating the measuring device inside a horizontally mounted length of PVC
tube can provide protection from direct sunlight. For mobile testing the ambient temperature can be
located on a mirror or at the roof line of the vehicle where temperature is not influenced by heat radiating
from the vehicle.
3. Use Calterm to log ECM parameters.
4. Log test data at 1 Hz
5. Once the engine coolant reaches operation temperature, run test condition for a minimum of 20 minutes.
6. Analyze test data and select the highest temperature achieved for each component.
7. Select the corresponding ambient temperature where each maximum component temperature occurs and
perform calculation to determine that maximum temperature specifications for each component have not
been exceeded.

AEB 21.103
Page 48 of 54
ECM Parameters:
Engine_Speed
Net_Engine_torque
Coolant_Temperature
Vehicle_Speed
Ambient_Air_Tmptr
V_AIM_trc_SCR_In
V_AIM_trc_SCR_Out
V_AIM_trc_UreaTank
V_AIM_trc_SupplyModule
Temperature Location:

AEB 21.103
Page 49 of 54
Component Specification Maximum

Temperature
Dosing Module AdBlue temp at Inlet 70 °C

Dosing Module body temp 120 °C
Dosing Module electrical connector temp 120 °C
Dosing Module coolant in temp 110 °C
Supply Module housing 80 °C
DCU housing 105 °C
NOx sensor ECU temp 105 °C
NOx sensor cable temp 200 °C
Thermistor connector temp 100 °C
Table 10

AEB 21.103
Page 50 of 54
VIBRATION AND TEMPERATURE DATA ACQUISITION PROCEDURE
Accelerometers:
Accelerometers produce a voltage output containing frequency and amplitude information for a fixed measurement
location. Normally miniature tri-axial accelerometers are used to gather orthogonal axis information simultaneously.
When selecting an accelerometer, care should be taken to ensure adequate sensitivity and sufficient dynamic
range. The accelerometer should also be small relative to the location or assembly so that it does not alter the
response at the measurement point. The temperature at the location dictates the method of attachment. Typical
mounting at temperatures less than 100 ˚C can be performed using ordinary superglue. Locations where the
temperature exceeds 100 ˚C may require the use of Black Max or even a threaded mounting base. Make certain to
properly identify each output axis of the accelerometer relative to the engine. It may also help to identify how each
axis corresponds to the component of interest. The accelerometer low-level outputs are amplified and recorded
using an appropriate device.
Recorder:
The data from the accelerometer measurement system shall be recorded for long term storage and playback. The
method for recording will depend on the type of equipment available. For the most part, analog data from tape can
be converted into digital format when necessary. More important are the recorder parameters. When gathering a
spectrum for electronics the typical frequency range covers 20-2000 Hz. Likewise a minimum sampling rate of 5
kHz should be used to avoid aliasing (jagged or blocky patterns). Using a recorder with a minimum of 12
channels is recommended to reduce the number of separate runs required to collect the data.
Data Reduction Procedures:
An FFT (Fast Fourier Transform) analyzer should be used to reduce the data from its recorded format. The following
parameters should be used:
a. Weighting - Hanning
b. Amplitude scale – G^2/Hz
c. Frequency scale - 20 to 2000 Hz
d. Sampling Rate - 5 kHz (minimum)
e. Bandwidth - 5 Hz
Procedure of data Acquisition:
1. Attach tri-axial accelerometer at each mounting locations of the component

2. Set sampling rate to 5 kHz
3. Run engine with all speed range and load range by the following:
 No load sweep: sweep engine from low idle to high idle with no (or minimal) load at a rate of
no more than 10 rpm per second
 Full load sweep: sweep engine from low idle to high idle with full load (torque curve) at a
rate of no more than 10 rpm per second
4. Record data for each engine sweep including engine speed (rpm) and load (torque)
5. Final PSD profile is combined from all the engine sweeps and all the mounting locations of the component

AEB 21.103
Page 51 of 54
Thermocouples Mounting Location:
Thermistor thermocouples Locations
NOx Sensor thermocouples locations
Dosing Module thermocouples locations
Supply Module thermocouples locations

AEB 21.103
Page 52 of 54
DCU thermocouples locations
Accelerometers Mounting Location:
Accelerometers location for thermistors
Accelerometers location for thermistors

AEB 21.103
Page 53 of 54
Dosing Module accelerometers location
Supply Module accelerometers location
DCU accelerometers locations

AEB 21.103
Page 54 of 54
CHANGE LOG
Date Author Description Page (s)

January V. Cabrera Added Euro 5 and Conama P7. 1, 12
25, 2012 Added reference to AEB 9.01 in header. 1
Updated Approver number in header. 1
Updated Introduction Section. 5-8
Added IP Classification in Section 3. 11
Deleted old Figure 3 in Exhaust gas processor (EGP) section. 13
Thermistor Section update. 15-16
NOx Sensor Section update. 16-19
April 15, G. Bassi General Update Various
2010 Updated table 5 39
Critical component temperature guidelines 43
Adblue temperature measuring guidelines 46
Added vibration profile specification on dosing system Various
Further information on NOx sensor installation. 13
Added inclination angle on EGP mounting 9
Added NOx sensor location info 12
06/05/09 G. Bassi Removed Urea properties for thawing 5, 36
Removed IMS reference 5
Added NOx sensor to table and changed Decomp pipe 6
reference.
Amended EGP mounting details 9
Removed figure and added generic statement on surface 10
temperature of EGP. 26
Removed repeat figure and referenced figure 15. 23
Updated figure 15 38
Added operating temperature table to appendix 14
Added Exhaust Gas Temperature Sensor Installation
guides
16/04/09 G. Bassi Referenced electrical controls document 21.104. 4, 9, 12, 16, 20,
24, 27, 29, 34
Added Dosing Module capscrew material specifications 24
General updates made to all content Various
Changed heated line specification to 18 – 22 watts / metre 38
17/02/09 G. Bassi Purge process amended. 29

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Author: Vinicius Cabrera Approver: per Procedure: VPI-GAE-0001 Page 1 of 54

This AEB supersedes AEB 21.103

Cummins Confidential & Proprietary

Cummins Confidential & Proprietary

Cummins Confidential & Proprietary

5.15.2. Option 2: ............................................................................................................................................ 34

Cummins Confidential & Proprietary

8. Any necessary modification should be requested by OEM to CES Application/Customer

1.1. Exhaust Gas Processor (EGP)

Cummins Confidential & Proprietary

1.2. NOx Sensor

1.3. Exhaust Pipework and Decomposition Tube:

1.4. Supply Module

Cummins Confidential & Proprietary

1.5. Diesel Exhaust Fluid (DEF) Tank

47. Multiple DEF storage tanks are not allowed.

Cummins Confidential & Proprietary

1.6. DEF Supply and Return Lines from Tank to SM

1.7. Pressure Line from SM to DM

Cummins Confidential & Proprietary

Cummins Confidential & Proprietary

3. SELECTIVE CATALYTIC REDUCTION PROCESS

3.1. Urea / AdBlue Fluid

3.2. SCR System Description

Briefly described, the system functions as follows:

3.3. Scope of supply and regulated items

Cummins Confidential & Proprietary

3.4. SCR System: Component Supplier List

Cummins Confidential & Proprietary

OBD Threshold Limits (g/kWh)

Euro IV / V 7.0 0.1

*DIRECTIVE 2005/55/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

Cummins Confidential & Proprietary

5. SCR SYSTEM COMPONENTS AND INSTALLATION GUIDELINES

5.1. Exhaust gas processor (EGP)

Part/config Length Diameter Mass

Cummins Confidential & Proprietary

5.2. Exhaust system pipe work and support

Cummins Confidential & Proprietary

5.3. EGP Thermistors

Cummins Confidential & Proprietary

5.4. NOx Sensor

Component Temperature Limit °C (°F)

Table 5: NOx sensor temperature Limits

Table 6: NOx Sensor Element and Cable Requirements

Cummins Confidential & Proprietary

Figure 5: Permissible installation position for NOx sensor element.

Cummins Confidential & Proprietary

Figure 6: NOx Sensor 24 v ECU Mounting Details

Figure 7: NOx Sensor 12 v ECU Mounting Details

5.5. AdBlue supply tank

Cummins Confidential & Proprietary

5.6. Tank Heating

Cummins Confidential & Proprietary

Particle Size 50 - 100µm 100 - 200µm 200 - 500µm > 500µm

# of allowed particles 600 80 8 0

Cummins Confidential & Proprietary

5.7. Tank Sensors

5.8. Supply / Backflow Lines

Some possible materials are as follows:

Cummins Confidential & Proprietary