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Em4 - 15 Pci & E.A.S

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74 views136 pages

Em4 - 15 Pci & E.A.S

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carlos quintero

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Trainer document/guide:

PCI & EAS-4 (WWA), EM4/15

©201911 DAF Trucks N.V., Eindhoven,
The Netherlands.
In the interest of continuing product development,
DAF reserves the right to change specifications
or products at any time without prior notice.
No part of this publication may be reproduced
and/or published by printing, by photocopying, on
microfilm or in any way whatsoever without the
prior consent in writing of DAF Trucks N.V.
The content of this training material is solely
meant for training purposes and can therefore not
be used for actual “life” situations. The
information in this document is subject to
changes. For the correct chassis specific
technical data, it is imperative to consult the
Service information.

TRAINING SUPPORT INFORMATION

Structure

0
PCI
1
EAS-4
2

TABLE OF CONTENTS
Training support information

Page Date 0
1. HOW TO USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911
1.1 How to use this document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911
1.2 Icon definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 201911

2. TRAINING CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911

2.1 Learning objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911
2.2 Brief description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 . . . . . 201911

3. PRACTICAL CASES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911

3.1 Overview of practical cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911

4. FAULT FINDING CASES / PREPARATION INFORMATION . . . . . . . . . . . . . . 4-1 . . . . . 201911

4.1 Yellow engine malfunction on DIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201911
4.2 AdBlue dosing malfunction and warning on DIP . . . . . . . . . . . . . . . . . . . . 4-4 . . . . . 201911

5. REQUIRED MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201911

5.1 Room arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201911
5.2 Required material for the trainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2 . . . . . 201911
5.3 Required material for the paticipants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 . . . . . 201911
5.4 Required material to support the training . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 . . . . . 201911

6. RECOMMENDED STRUCTURE OF THE TRAINING . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201911

6.1 Training Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201911

1. HOW TO USE
1.1 HOW TO USE THIS DOCUMENT 0
This document combines the Trainee document
with trainer-specific information. This trainer-
specific information is important because it helps
the trainer with the preparation and
implementation of the training.
These supporting documents are provided in
chapter (0) and the 'Additional information' sub-
paragraphs (also identified by three numbers, for
example 2.3.1).
Examples of supporting information are:
- learning objectives and training schedule
- practical cases and required materials
- background information (no training content)
- advised training methods and
demonstrations
NOTE:Always consult Service
Information for the correct technical
data, diagnostic procedures and repair
instructions!

1.2 ICON DEFINITION

0 The icons included in this document have the
following meaning:
ePresentation on eCampus (trainer) site
This icon informs you that the explanation of the subject is supported with an
animation and/or video on the eCampus site.

Teaching method
Coverage of the indicated training content is mandatory. The provided teaching
methods are recommended. They advise the trainer on how training content can
be covered and objectives can be achieved.

Notes
Space for writing notes.

There are three different assignment types:

- a 'question mark' assignment
- a 'practical case: Job related' assignment
- a 'practical case: Complaint related'
assignment

'Question mark' assignment

This icon can be found in the Trainee document. The student will be asked to
answer a question, complete an assignment or consult Service Information.

'Practical case: Job related' assignment

This icon, including the job-related information, can be found in the Trainer
document/guide. These assignments are related to jobs that need special
attention because of the need for special tools or specific control and adjustment
skills.

'Practical case: Complaint related' assignment

This icon, including how to prepare the assignment, can be found in the Trainer
document/guide.
These assignments are related to fault finding cases and must be carried out and
solved according to the DAF Diagnostic Methodology.

2. TRAINING CHARACTERISTICS
2.1 LEARNING OBJECTIVES 0
On completion of this training module, the
following learning objectives will have been
achieved.
The student is able to:
Knowledge
- name the tasks of the different components
in the PCI and EAS system.
- locate the different components of the PCI
and EAS system.
- state the purpose and significance of the
DAF diagnostic methodology flow chart.
- locate the DAF diagnostic methodology flow
chart.
Understanding
- explain all steps of the DAF diagnostic
methodology flow chart.
- explain which steps of the DAF diagnostic
methodology flow chart are applicable for
this level.
- understand the function of components used
for PCI and EAS-4.
- understand how PCI controls and monitors
vehicle and engine related functions.
- understand how EAS-4 controls and
monitors vehicle and engine related
functions.
- understand the functionality of the
temperature sensors used for PCI.
- understand the functionality of the pressure
sensors used for PCI.
- understand the start-up phase of the NOx in
and NOx out sensors.
- understand how EAS-4 reacts to a (partially)
blocked DPF filter.
Application
- search for technical data in Service
information.
- apply system knowledge in reviewing
monitor recordings.
- apply the DAF diagnostic methodology in the
correct sequence.
Analysis/diagnostics
- analyse and diagnose faults in the PCI
system.
- analyse and diagnose faults in the EAS-4
system.
- perform tests with the help of DAVIE4.
- check the PCI and EAS-4 system for error-
free functionality.

2.2 BRIEF DESCRIPTION

0 This training module contains the following
topics:
- Explanation of the PCI and EAS-4
components.
- Explanation of the control functions of PCI
and EAS-4.
- Explanation and Implementation of DAVIE
tests and monitoring.
- Explanation of the architecture of the PCI
and EAS-4 system.
- Location of PCI and EAS-4 related
documentation in the Service Information.
- Use of diagnostic equipment during practice.
- Assessments and examples in practice.
Training method
- Classroom and practical based.
Test
- An examination is included.

3. PRACTICAL CASES
3.1 OVERVIEW OF PRACTICAL CASES 0
Perform the 'Evaluate the coolant pump test'
The test is used to test the
functionality of the coolant pump.
Perform the 'Evaluate the coolant pump
test with DAVIE4

Perform the MX Engine Brake tests

The goal of this test is to check the
correct operation of the engine
brake.
Perform the MX Engine Brake test with
DAVIE.

Questions and assignments related to jobs

and maintenance information
Search in the Service Information the
maintenance prescriptions for the filters
used in the EAS-4 system.

The maintenance prescriptions for the

AdBlue filters used in the EAS-4 system
are:
- main filter AdBlue pump (L172)
- Intake filter AdBlue pump (L172)
.....................................................................................................................................................

.....................................................................................................................................................

Search in the Service Information the

Job to install a main filter AdBlue.
- Search the tightening torque,
AdBlue filter cap

Search in the Service Information the

Job to replace Diesel Particulate Filter
(DPF)
- What are the maintenance
prescriptions for the DPF
- What special tools are applicable
to this job?

Search in the Service Information the

0 Job to test an AdBlue dosing valve
(L174)
- What are the test conditions and
search for the technical data.
- What special tools are applicable
to this job?

.....................................................................................................................................................

4. FAULT FINDING CASES / PREPARATION INFORMATION

4.1 YELLOW ENGINE MALFUNCTION ON DIP 0
The driver complains of a yellow
engine warning appearing on DIP. He
also complains of sporadic decreases
in engine performance.

Let the trainees create a drive recorder

report of the tests 'Evaluate the injector
back leak' and 'Evaluate the pump unit
performance'. Discuss these reports
after the fault finding cases have been
finished.

Preparation information

1961363
T05005

Step 3. 1961363, fuel injection pipe socket

1. Acquire a Euro 6 vehicle with MX-11 engine.
2. Tilt the cabin. 1 2 3 4 56 7
3. Use the special tool (1961363) to loosen the
union nut (1) that attaches the fuel injection
pipe of cylinder five to the cylinder head.
4. Retighten the union nut slightly, so that it is
not tightened to the specified torque.
5. Use DAVIE to monitor the 'pump unit delivery
correction'.
6. Repeat step 3 and 4 to create a correction
value of 1 to 4% at idle to a maximum of 25%
during normal operation.
7. If necessary, apply grey spray paint (TRP
part number 1387622) to the injection pipes 13 12 11 10 9 8
so that the trainees cannot see that any have I402434-4
been loosened.
Step 3 and 4. Loosen the union nut (1) of fuel
NOTE: Not tightening the fuel injection injection pipe belonging to cylinder five.
pipes to the specified torque creates an
internal fuel leakage in the cylinder
head.
Part of the fuel supplied to the injector
leaks to the fuel return inside the
cylinder head.
For this practical case an MX-11 engine
is required, as other engines will results
in an external instead of an internal fuel
leakage.

NOTE: Check if the tests 'Evaluate the

0 pump unit performance' and 'Evaluate
injector back leak' are available in
DAVIE.
Check the PCI software version and
reprogram PCI if the software version is
≤ PC4_1284P4C_3.
Check for relevant Service Information.

Resolving the case according to the DAF

Diagnostic Methodology
All practical must be resolved using the DAF
Diagnostic Methodology.
1. Identify vehicle
1. Make sure that the trainee identifies the
vehicle correctly.
2. Euro 6 vehicle equipped with an MX-11
vehicle.
2. Understand & Verify customer's concern
1. The driver complains of a yellow engine
warning appearing on DIP. He also
complains of sporadic decreases in engine
performance.
2. Reproduce the complaint; no active
warnings present.
3. Customer expectation mismatch
1. Not applicable.
4. Perform visual and operational primary
checks
Check for:
- Loose connectors.
- Incorrect parts.
- Mechanical defects.
- Leakages
5. Perform diagnostic quick check
1. Use DAVIE to check for DTCs in PCI's fault
code memory.
6. Check for relevant bulletins
1. Check for relevant Service Bulletins.
2. Check for relevant topics in the Service
Information.
7. Identify cause
1. Use Service Information to diagnose the fault
based on the DTC (P228D), found in
documentation type DAVIE.
8. Repair & Validate remedy
1. Retighten the fuel injection pipes to the
specified torque.
9. Re-examine customer's concern
1. Reproduce the complaint and check if the
symptoms are still present.

10. Provide feedback to customer of findings

1. A yellow warning caused the driver's
complaint. PCI set a DTC because it
0
encountered a difference between the
requested common rail pressure and the
actual value.

.....................................................................................................................................................

4.2 ADBLUE DOSING MALFUNCTION AND WARNING ON DIP

0 The driver complains of a warning on
DIP.

Preparation information
1. Order component with DAF number
2134681 (Level sensor AdBlue tank). Driver information
2. Acquire a Euro 6 vehicle equipped with
OBC-C.
3. Take a cannister and fill with AdBlue liquid. Warnings
4. Disconnect the vehicle level sensor and AdBlue dosing
connect the additional level sensor. malfunction
5. Dilute the AdBlue liquid.with water

i406121

Connection of extended AdBlue level sensor

i406162
Resolving the case according to the DAF
Diagnostic Methodology
All practical must be resolved using the DAF
Diagnostic Methodology.
1. Identify vehicle
1. Make sure that the trainee identifies the
vehicle correctly.
2. Euro 6 vehicle equipped with OBC-C.
2. Understand & Verify customer's concern
1. The driver complains of a warning on DIP.
2. Reproduce the complaint; active warnings
present.
3. Customer expectation mismatch
1. Not applicable.

4. Perform visual and operational primary

checks
Check for:
0
- Loose connectors.
- Incorrect parts.
- Mechanical defects.
- Leakages
5. Perform diagnostic quick check
1. Use DAVIE to check for DTCs in PCI's fault
code memory.
6. Check for relevant bulletins
1. Check for relevant Service Bulletins.
2. Check for relevant topics in the Service
Information.
7. Identify cause
1. Use Service Information to diagnose the fault
based on the DTC (P1517, P3822, P3950),
found in documentation type DAVIE.
P3950 check diagnostic information and perform
the job
8. Repair & Validate remedy
1. Flush the Ad-blue tank and fill it with clean
Ad-blue.
9. Re-examine customer's concern
1. Reproduce the complaint and check if the
symptoms are still present.
10. Provide feedback to customer of findings
1. Discuss with the customer what caused the
pollution to prevent recurrence.

.....................................................................................................................................................

5. REQUIRED MATERIALS
5.1 ROOM ARRANGEMENTS 0
See the requirements on the DAF Academy info
site, accessible via ePortal (Chapter "Partners &
Facilities").

5.2 REQUIRED MATERIAL FOR THE TRAINER

0 - Laptop/desktop
- Projector and projector screen
- Flipchart/whiteboard
- Markers for writing on the flipchart/
whiteboard
- Trainer document/guide
- Participant attendance list (TMS)

5.3 REQUIRED MATERIAL FOR THE PATICIPANTS

- Trainee document
0
- Notebook
- Name card
- Pen

5.4 REQUIRED MATERIAL TO SUPPORT THE TRAINING

0 - XF/CF with MX-13 engine
- XF/CF with MX-11 engine
- Multimeter
- Service Information applications
- DAVIE4
- Special tools (see Service Information)
required for the practical assignments
included in this document
- Evaluation forms
Advised materials:
- Training breakout box generic.
DAF number breakout box: 1785372.
- PCI cable, this cable is the connection
between the PCI connector of the PCI ECU
and the training breakout box.
DAF number PCI cable: 1696719.

I403276

6. RECOMMENDED STRUCTURE OF THE TRAINING

6.1 TRAINING SCHEDULE 0
Day 1
Subject Duration Objectives
(in minutes)
Welcome participants 5 - The participants get to know each other and share their
experiences
Checking TMS attendance 10 - The trainer checks the participant attendance
list of participants
Training programme & ob- 5 - The participants will get an insight into the programme
jectives and the objective of the training
- The trainer evaluates the participant's expectations
Introduction PCI 30 - Introduction to PCI and its functions
- System overview in which PCI's functions and
components are explained
System 30 - General system description
- Engine modes and engine statuses
Control functions 60 - Common rail pressure control
- Vehicle speed & engine speed control
- VTG turbocharger control
- Exhaust gas recirculation
- NOx emissions control
EAS-4 80 - Overview EAS-4 system
- Overview components EAS-4 unit
- EAS-4 AdBlue overview
- Diesel Oxidation Catalyst (DOC)
- Diesel Particulate Filter (DPF)
- Selective Catalytic Reduction (SCR)
- Regeneration, warnings and HEST
Practical cases & practical 180 - MX engine brake test
cases: complaint based - Search for the maintenance prescriptions for the filters
used in the EAS-4 system.
- Search in service information the Job to install a new
DPF.
- Yellow engine malfunction on DIP
- Adblue dosing malfunction and warning on DIP
Evaluation 10 - The participants will give their opinion about the training
they have attended.

Training duration: approximately 8 hours

NOTE: The training concludes with:
- explanation of important changes
related to service and diagnostic
information
- an evaluation and a test

TABLE OF CONTENTS
PCI

Page Date

1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911
1.2 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 201911 1
2. SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911
2.1 General system description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911
2.2 Engine modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 . . . . . 201911
2.3 Engine operating state. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 . . . . . 201911

3. COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911

3.1 PCI ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911
3.2 Fuel injection components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 . . . . . 201911
3.3 Air inlet & exhaust components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 . . . . 201911
3.4 Engine protection components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22 . . . . 201911

4. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201911

4.1 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201911
4.2 Common rail pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 . . . . . 201911
4.3 Vehicle & engine speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12 . . . . 201911
4.4 EGR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 . . . . 201911
4.5 NOx CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15 . . . . 201911

1. INTRODUCTION
1.1 INTRODUCTION

2005 2012 2015 2017

-NOx +PCC -L/100 km
-PM +ECO MODE +VECU
+CMF/CMR

G005910

Definition
PCI stands for PACCAR Common rail Injection
and serves as the engine management system in
the CF and XF.
This manual describes the working principles,
controls and the hardware involved.
Main task
Its main task is to control the combustion process
in such a way that the engine achieves:
- the performance that matches the driver's
requests
- the lowest fuel consumption and exhaust
emissions rate
PCI and the Emission Aftertreatment System
(EAS) work together in reducing the emissions of
harmful exhaust gases.
Environmental legislation across the globe
continues to demand increases in engine
efficiency and emissions controls.

It aims to the decrease the emissions of Nitrogen

oxides (NOx), particulate matter (PM) and carbon
dioxide (CO2).This has run the development of
PCI over the years.

1 Engine hardware optimisations and the

introduction of driver assist systems such as
Predictive Cruise Control (PCC) and Eco Mode
help increasing the fuel efficiency of the vehicle.
This is a key factor contributing to the vehicle’s
CO2 emissions.
Applicability
PCI is found on vehicles equipped with either an
MX-11 or MX-13 engine, introduced in Europe in
2012.
These engines are the successors of the MX
engines equipped with the DAF Multi Controlled
Injection (DMCI) engine management system.
Variants
Two versions of the PCI engine management
system exist:
- PCI for vehicles equipped with SCR
technology
- PCI for vehicles equipped with DPF and
SCR technology
Technology
The following technologies are applied:
- Common rail fuel injection, working with
pressure levels up to 2500 bar
- Exhaust Gas Recirculation (EGR)
- Variable turbine geometry turbocharger
(VTG)
- Diesel Oxidation Catalyst (DOC)
- Diesel Particulate Filter (DPF)
- Selective Catalytic Reduction (SCR)
- Ammonia oxidation catalyst (AMOX)
The application of these technologies is
monitored, and corrected based on various
measurements and calculations.

1.2 SYSTEM OVERVIEW

Functions
PCI's main task can be divided into the following
functions:
- Fuel injection 1
- Idle and Engine Speed Control
- Air inlet
- Exhaust
- Engine protection
- Emissions control
- Thermal management

Fuel injection
F552

B421/
B422/
B423/
B424/
F558 B425/
B426/

F801

L094

D420
F803

F836

F854 L092/
L093

M205073

This function can be divided into the following

steps:
- Fuel supply
- Fuel pressure build-up
- Fuel distribution over the cylinders
1 -
-
Rail pressure control
Fuel injection quantity and timing control
- Fuel return
PCI controls this function via a high-pressure
common rail fuel system.
- This system consists of:
- Common rail injectors
- Fuel rail
- Common rail pressure sensor
- Common rail pressure release valve
- Common rail pump units
- Fuel pressure sensor
- Fuel temperature sensor
Other components involved:
- High-pressure fuel pipes
- Fuel gallery in the engine block
- Fuel filtration module
- Fuel lift pump

Air inlet & exhaust

L171
1
Mg

F852

L096
F750
F804

F751
L095

F802
F823 D420
F826

F749 L200(MX-11)
L201(MX-11)
L202(MX-13)
F884 L203(MX-13)

PM
F853

NOx
F844

M205074

This function can be divided into the following

steps:
- Combustion air supply.
- Combustion air temperature and pressure
control.
1 -
-
Air supply for engine braking.
Discharge exhaust gas.
- Reroute exhaust gas back to inlet.
- Drive turbocharger.
- Create and maintain conditions for
emissions control.
PCI controls this function with the following
components:
- Ambient pressure sensor, integrated in the
PCI ECU
- Humidity sensor (F852)
- Intercooler
- Intercooler temperature sensor (F750)
- Boost pressure sensor (F802)
- Boost temperature sensor (F804)
- VTG turbocharger
- Turbocharger speed sensor (F884)
Other components involved:
- EGR system components
- MX Engine Brake

Protection functions
L097
F566
F808
1

F552
F558 L090

B010
F805

D420
L194

F884
B335

F844
D358 D366

CAN
networks

G005918

This function can be divided into the following

steps:
- Achieve and maintain engine operating
temperature.
- Oil pressure control.
1 -
-
Air supply for engine braking.
Unauthorised starting.
- Overspeed protection.
- Maintain the conformity with emission
regulations.

2. SYSTEM
2.1 GENERAL SYSTEM DESCRIPTION

1
...Nm O2
Mg

1 2 3
G005911

Engine load control (1)

PCI determines the load on the engine via the
required torque.
This torque can be positive (propulsion), negative
(braking) or zero (roll, engine shutdown).
This torque request can come from:
- the driver, with the accelerator pedal or an
engine speed setting
- a vehicle system, such as Predictive Cruise
Control
- the brake system, in the form of a brake
torque
Fuel demand to deliver torque (2)
PCI calculates the required fuel amount from the
torque value, which serves as an input for the
common rail pressure control.
The amount of fuel injected into the cylinder
depends on fuel pressure and the actuation time
of the injector.
PCI must also determine when to start injecting
fuel, because mixture preparation is an important
factor regarding emissions.
Rail pressure control consists of:
- Effective stroke control on both common rail
pump units
- Discharge pressure level for the common rail
pressure release valve
- injection timing

Components involved
1

2 3 4 6 5
i405327
1 Common rail
2 Injector
3 Common rail pressure release valve
4 Common rail pressure sensor
5 Common rail pump unit
6 Vibration damper

The fuel demand corresponds to an oxygen level

required for complete combustion.
Oxygen level for complete combustion (3)
PCI must control the intake volume in such a way
that:
- it contains sufficient oxygen to burn all the
fuel
- the amount of oxygen left over after
combustion is as low as possible
Therefore, PCI controls both intake charge
pressure and the exhaust gas pressure.
These actions involve the following actuators:
- The VTG turbocharger, which controls the
intake charge and pre-turbine exhaust gas
pressure.
- The EGR valve, involved in controlling the
exhaust gas flow.
- The Back Pressure Valve (BPV), which also
influences the exhaust gas pressure.

A Fresh air inlet

B Exhaust gas intake via EGR circuit
B%

To achieve the required filling rate with enough

oxygen, the system can perform the following
actions: 1
- Control the intake volume via the
turbocharger (A), which contains a lot of
oxygen.
- Control the exhaust gas flow to the intake
(B), which contains very low levels of
oxygen.
A%
The VTG turbocharger fulfils a double role in this, M205072
because it must provide sufficient intake charge
(independent of exhaust gas flow) while also
creating sufficient exhaust gas pressure before
the turbine.
The pressure differential between intake and
exhaust is important for EGR flow. Exhaust gas
pressure must be higher than the charge
pressure to enable flow.
Other factors that play a role are:
- exhaust gas flow, which determines the
effectiveness of the turbocharger and VTG
actuator positioning.
- Temperature levels in both the intake and
exhaust system.
- Requirements coming from EAS regarding
the processing of engine-out emissions.
PCI controls the actuators above according to its
calculations once has found out that the
requested can be realised while adhering to the
emissions regulations.

D420 PCI ECU Components involved

F749 EGR temperature sensor
L095
F750 intercooler temperature sensor
F751 EGR pressure difference sensor F853
F749 F826
F802 boost pressure sensor L037 L096
F804 boost temperature sensor
F823 pressure sensor after BPV 4
F826 pressure sensor before turbine
F852 humidity sensor
F853 temperature sensor after BPV 3 F683 5
F884 turbocharger speed sensor F751

L095 EGR valve F802

F804
L096 Back Pressure Valve 1
L171 VTG turbocharger actuator F750
2 F852
1 Air filter
2 intercooler
3 engine D420
4 EGR cooler
5 turbocharger (VTG) 6
6 ambient pressure sensor 7
7 ambient temperature sensor I405282

NOx & PM emissions

Nitrous oxides (NOx) and Particulate matter (PM)
are the emissions aspects most environmental
legislation focuses on.

1 PCI can influence engine- out emissions directly

via its controls and indirectly by creating the
optimal operating conditions for EAS.
NOx
A diesel engine has the tendency to run lean, as
it operates on an air excess by design.
This means that in every combustion cycle, there
is an oxygen amount that does not mix with fuel,
and therefore doesn't take part in combustion.
Nitrogen, also present in air, forms NOx with the
remaining oxygen. This happens in the high-
temperature environment just after combustion
starts.
PM
Particulate matter forms in situations in which fuel
cannot mix properly with the oxygen.
Causes for this can be:
- Improper atomisation, which limits the
mixture forming.
- Oxygen shortage

.....................................................................................................................................................

2.2 ENGINE MODES

The engine always runs in one of the following

modes:
1. (Euro 5 + Euro 6) Protection Mode
This mode is needed in case either the engine or
1
EAS has a fault and need protection or in extreme
ambient conditions.
This mode reduces particulate matter emissions
at the cost of relatively high engine out NOx.
Typically this engine mode does not use EGR.
It is also used for DPF regeneration under engine
operating conditions where applying EGR is not
possible.
In this mode, the EGR valve is closed and the
turbo (VTG) and Back Pressure Valve (BPV)
positions are variable.
2. (Euro 6) NOx Standard mode
This mode is used when the engine and Emission
Aftertreatment System warm up or when the SCR
efficiency is relatively low.
This mode reduces engine out NOx at the cost of
particulate matter.
In this mode the EGR valve position, Turbo (VTG)
position and Back Pressure Valve (BPV) position
are variable.
3. (Euro 5 + Euro 6) High efficiency mode
This mode is used when the SCR efficiency is
high.
This engine mode produces high engine out NOx
(which decreases via high conversion rate of the
SCR) but low particulate matter.
In this mode the EGR valve and Turbo (VTG)
positions are variable (less EGR than in Standard
mode).
4. (Euro 6) SCR Heating mode
This mode is used when the engine and Emission
Aftertreatment System are cold, typically
following a cold engine start.
The goal is to warm up the engine and Emission
Aftertreatment System as quickly as possible to
enable switching the engine mode to NSM or
HEM.
In this mode the EGR valve position and the
Turbo (VTG) position are variable. In addition, the
Back Pressure Valve (BPV) is used to increase
exhaust gas temperatures.

5. (Euro 6) DPF regeneration mode

This mode is used to produce high exhaust gas
temperature to allow DPF regeneration under
normal engine operating conditions when EGR
can be used.
1 In this mode the EGR valve position and the
Turbo (VTG) position are variable. In addition, the
Back Pressure Valve (BPV) is used to increase
exhaust gas temperatures.
6. (Euro 6) Super high efficiency mode
This mode is used when the SCR temperature
and SCR conversion efficiency are higher than in
high efficiency mode.
This mode produces higher engine out NOx and
lower particulate matter than in high efficiency
mode. Goal: best fuel economy
In this mode the EGR valve and Turbo (VTG)
positions are variable (less EGR than in high
efficiency mode).
7. (Euro 5 + Euro 6) Engine braking mode
PCI enters this mode when it receives a request
to activate the engine brake.
In this mode the EGR valve is closed, the turbo
(VTG) position and the Back Pressure Valve
(BPV) are variable depending on the requested
brake performance.
What is the effect of early injection
timing?

What is in basic important to increase

the efficiency of the SCR?

What is in the effect on the exhaust gas

pressure before turbine, when the
engine brake is engaged?

.....................................................................................................................................................

2.3 ENGINE OPERATING STATE

When carrying out calculations, the electronic

control unit always starts with a specific engine
'status'. This status is a specific operating state of
the engine. Controls are used or modified 1
depending on the status.
- Not available
This is displayed when no engine operating
state is available.
- Stationary
This state is displayed when the ignition is
ON but the engine is not running.
- Cranking
This state is displayed when the starter
motor is engaged and the engine is being
cranked.
- Idling
This state is displayed when the accelerator
pedal is released or the accelerator pedal
position sensor signal is zero.
- Running
This state is displayed when the engine
speed is greater than idle speed, usually
when the accelerator pedal is pressed or
during motoring.
- Cruise
This state is displayed when cruise control is
active.
- Engine Speed Control
This mode is active when Engine Speed
Control or fast idle control is active.
- Overspeeding
This state is displayed when the engine is
running at a higher than normal speed, which
can cause mechanical damage.
- Power down
This state is displayed when the ignition is
switched off and the engine is shut down.
- Reprogramming
This state is active when the ECU is being
reprogrammed with DAVIE. All normal
functions are inactive.
- Input and output control
This state is displayed when the ECU is
connected to DAVIE and two-way
communication is possible.
- Pre power-down
This state is displayed before power down
when operations such as EGR and VTG
wiping are performed.

.....................................................................................................................................................

1 .....................................................................................................................................................

.....................................................................................................................................................

3. COMPONENTS
3.1 PCI ECU

The PCI ECU serves as the control unit for the

engine management system. 1
It has the following tasks: 1
- control the engine so it runs smoothly and
fuel efficiently under all possible
circumstances. 4
- communicate with other systems on engine
parameters and operating conditions
- control engine-out emissions in such a way
that EAS can process the exhaust gases
according to emissions legislation.

2
I401566

Features
The ECU is mounted on the cylinder block with
rubber insulating bushes (2). It also has two 62-
pin connectors and a 92-pin connector.
The electronic control unit incorporates an
atmospheric pressure sensor and a temperature
sensor.
These internal sensors are used for:
- Monitoring the temperature of the electronic
control unit.
- Reducing the maximum engine torque when
driving at high altitudes (low air pressure).
There is an air vent (3) for the atmospheric
pressure sensor in the housing of the unit.
An identification sticker (4) is attached to the
electronic control unit.
Variants
There is only variant of the PCI ECU for both
engine versions.

3.2 FUEL INJECTION COMPONENTS

On the eCampus site, the ePresentation 'MX-11 fuel flow' is available to support the
explanation included in this training manual.
1 This ePresentation displays:
- fuel supply
- a visual representation of the pressure levels in the fuel system
- fuel flow and fuel leak-off
- a schematic overview of the fuel system

Component group tasks

- Determine the fuel injection timing and

quantity.
- Prepare the fuel for injection.
- Deliver the fuel quantity.
- Monitor the tasks of fuel injection
components and functions.

Crankshaft sensor (F552) & camshaft sensor

(F558)

12
18 3
17
3
5
6 13
1
S 2
4
1-6 2-5

17
3 18
2
1
1
18 3-4 3
2
17
18

2
M205075

Crankshaft sensor
The crankshaft sensor provides PCI with
information on the crankshaft position and speed.
This is an important input for PCI's calculations
1 on the required fuel quantity and timing.
The sensor produces an inductive alternating
signal based on a changing magnetic field.
The flywheel features three sections, each having
eighteen holes.
The sections are evenly spaced, with a distance
equivalent of two holes between them.
Each section, consisting of the interval and the
eighteen holes, covers two cylinders.

a b c

I400732

Crankshaft sensor signal

a two-hole interval, 12º crank
b 108º crank degrees
c two-hole interval, next section

The sensor output changes according to the rate

of change in magnetic field.
The sensor signal is used for:
- determining the injection timing (start of
injection)
- determining the injection quantity (engine
speed plays a role in this)
- determining the engine speed
- misfire detection
- cylinder contribution monitoring

Camshaft sensor
The camshaft sensor operates on the same
principles as the crankshaft sensor. It also serves
as a back-up in case the crankshaft sensor fails.
PCI uses this signal to differentiate the cylinders
in each section of crankshaft. 1
The sensor signal is used for:
- cylinder detection
- checking camshaft alignment in respect to
the crankshaft
- determine the engine speed and positions in
case the crankshaft sensor fails
Preparation and fuel delivery

i406118

Fuel flow overview

Yellow Low-pressure side supply and leak-off
Orange pressurised fuel supply to pump units and
injector leak-off
Red High-pressure side supply to injectors

The common rail system relies on a continuous

supply of clean fuel.
The following components are involved:
- the fuel lift pump, which draws fuel from the tanks and transfers it to the common rail pump units via

1 -
-
the fuel filtration module.
the fuel filtration module, which filters debries and moisture from the fuel.
Two common rail pump units, which supply the common rail with high-pressure fuel.
- The common rail, which distributes the fuel over all injectors equally.
- The injectors, tasked with dispensing the fuel in a controlled way.
- The common rail pressure release valve, which allows PCI to control the fuel leak-off from the rail.

Fuel system sensors

The following sensors can be found:
- Fuel pressure sensor (F801)
- Fuel temperature sensor (F803)
- Common rail pressure sensor (F854)
The fuel temperature sensor (F801) and the fuel
temperature sensor (F803) are located in the
engine's fuel gallery.
Influence of fuel temperature and pressure
- Indicator for the amount of fuel flowing to the
common rail pump units.
- Informs on fuel density, and is an input in
determining the fuel injection quantity and
injection timing.
The fuel flow to the common rail pump units
directly influences the fuel displacement to the
common rail.
Influence of common rail pressure
- Determines the fuel flow to the injectors
- Feedback on common rail pump unit control
PCI uses common rail pressure sensor (F854)

Common rail pump units

The engine drives both common rail pump units
either via the camshaft (MX-13) or via a separate
shaft (MX-11).
PCI controls the rail pressure mainly via the
common rail pump units. 1
The plunger in the pump unit has a fixed
displacement.
PCI controls the effective fuel displacement by
energising the solenoid at a specific point in the
plunger's upward stroke, effectively controlling
the rail pressure build-up.
The effective fuel displacement can be reviewed
using the label "Common rail pump delivery
(actual) in DAVIE, as the calculations are made
continuously.

A B i406059

The camshaft speed and the cam lobes differ for

both engines.

A B C

1 1

2 2 2
3 3

4 4

5 5 5

M205058
1 Solenoid
2 Outlet metering valve
3 Fuel supply channel
4 Check valve
5 Plunger

A
1. The outlet metering valve (2) is open.
2. Fuel enters the pump unit via the supply
channel (3).
3. The plunger (5) moves upwards.
B
1. PCI ECU (D420) energises the solenoid (1),
closing the outlet metering valve (2).
2. The plunger (5) displaces the fuel to the
common rail by pushing the check valve (4)
off its seat.
3. PCI ECU (D420) stops energising the
solenoid (1), the outlet metering valve (2)
remains closed because of the pressure
level in the chamber.
C
1. The plunger (5) passes its top dead centre
and moves downwards.
2. The pressure level in the chamber
decreases.
3. The check valve closes (4) the connection to
the common rail.
4. The outlet metering valve (2) opens again,
allowing fuel to enter the chamber again via
the fuel supply channel (3).

Common rail pressure release valve

1 Common rail 2 3
2 Release valve
3 Outlet connection

Tasks: 1
- Provide a secondary control mechanism for
rail pressure via fuel leak-off.
- Provide a mechanical pressure relief.
- Provide feedback on the actual rail pressure.
The release valve comprises an electromagnetic
coil connected to a needle, which closes off a
passage between the common rail (1) and the
outlet connection (3).
PCI controls the current flowing through the
magnetic coil, effectively controlling the pressure 1
level at which fuel can flow past the needle.
During normal operation (rail pressure control i406119
using the common rail pump units) the valve is
kept closed.
The discharge pressure of the release valve is
always kept 200 bar higher than the requested
rail pressure. When inactive, the valve has a
discharge pressure of approximately 300 bar.
PCI uses the current level as feedback on the rail
pressure and as a check on the common rail
pressure sensor (F854) signal.

Injectors

A A

1 A

1
1 1
2
3
B
4
5 2 2
6
3 3
7 B B
4 4

5 5

8 6 6

M205076
A Fuel inlet
B Fuel return
1 Stator assembly
2 Magnetic coil
3 Needle control valve
4 Needle control valve assembly
5 Plunger guide
6 Plunger
7 Plunger spring
8 Needle

Tasks:
- Dispense the correct amount of fuel into the
cylinders.
- Assist in fuel atomisation by dispensing the
fuel evenly across the cylinder.
To inject fuel, the injector needle is lifted off the 1
nozzle. Fuel can then flow into the cylinder.
PCI energises the magnetic coil (2) to pull the
needle control valve (3) off the return passage in
the needle control valve assembly (4).
The return passage is connected to the injector's
fuel return.
When no fuel is injected, pressurised fuel and the
plunger spring keep the needle pressed against
the nozzle.
The fuel acts on the plunger (6), which is in
contact with the needle.
Opening the passage to the fuel return connects
the area above the plunger (6) to fuel return.
The pressurised fuel acting on the needle (8)
overcomes the plunger spring (7).
Once PCI stops energising the magnetic coil, the
spring in the stator assembly pushes the needle
control valve down.
Fuel is allowed to flow to the area above the
plunger (6).
The pressurised fuel and the plunger spring push
the needle against the nozzle.

3.3 AIR INLET & EXHAUST COMPONENTS

Component group tasks

1 -
-
Determine the required filling rate.
Determine exhaust gas pressure.
- Determine the required Exhaust Gas
Recirculation.
This function can be divided into the following
steps:
- Combustion air supply.
- Combustion air temperature and pressure
control.
- Air supply for engine braking.
- Discharge exhaust gas.
- Reroute exhaust gas back to inlet.
- Drive turbocharger.
- Create and maintain conditions for
emissions control.

Inlet side components

F852 F802 F804

F750
1
F751

F749

G005949
- Ambient pressure sensor, integrated in the
PCI ECU
- Humidity sensor (F852)
- EGR temperature sensor (F749)
- Intercooler temperature sensor (F750)
- EGR pressure difference sensor (F751)
- Boost pressure sensor (F802)
- Boost temperature sensor (F804)

Humidity sensor (F852)

This sensor has the following tasks:
- Measure the humidity of the incoming air.
- Determine the inlet air pressure.
1 - Determine the inlet air temperature.
PCI uses these values to determine the amount,
composition and density of the fresh air drawn in
from outside.
Together with the measurements coming from
the other sensors in the inlet system, PCI can
determine the oxygen concentration drawn in by
the engine.
PCI uses this information to determine:
- the required EGR flow
- Adequate fuel amount
- engine-out soot and NOx emissions i401972-2
- VTG and BPV position settings
Inlet system temperature and pressure
sensors (F750, F802 and F804)
The intercooler temperature sensor (F750), boost
pressure sensor (F802) and the boost
temperature sensor (F804)
This value is an indication for the oxygen amount
being drawn in by the engine.
- The intercooler temperature sensor gives an
indication of the compressed fresh air mass.
- The boost pressure sensor and the boost
temperature sensor measure the pressure
and temperature of the fresh air/EGR mix.

Exhaust side components

F751

1
L095 4

1
F823 2
F853

L171
F844 3
L096

M205077

The sensors located in the MX engine's exhaust

help PCI control the exhaust gas flow and
composition.
Once the exhaust gas enters the exhaust
manifold, a portion of it is either recirculated or
discharged to EAS.
PCI must make sure that the required EGR flow
can take place, while also having adequate
control of the intake charge.
Combined, the sensors have the following tasks:
- Determining the exhaust gas volume
- Determining the division between EGR flow
and discharge flow
- Monitoring the conditions for intake charge
control
- Determining the exhaust gas composition
- Monitoring the conditions for EGR flow
- Monitoring conditions in the exhaust system
- Environmental protection, such as exhaust
leaks or component damage
The following sensors are described:
- Pressure sensor after BPV (F823)
- Pressure sensor before turbine (F826)
- Temperature sensor after BPV (F853)
- NOx sensor (F844)

Pressure sensor after BPV (F823)

This sensor measures the pressure level in the
exhaust pipe connected to EAS, just after the
BPV.
1 The exhaust gas pressure level at this point
provides feedback on the position of the BPV.
The pressure level has a correlation with the
exhaust gas volume. Therefore this sensor is also
used to correct the values coming from the NOx
sensor (F844).
The sensor can also be used to monitor the
pressure drop across the turbocharger when the
BPV is opened.
A low-pressure level after the BPV (when
opened) corresponds to a high-pressure drop
across the turbocharger.
Combined with a high pressure before the
turbine, this indicates a high engine-out exhaust
gas temperature.
Pressure sensor before turbine (F826)
This sensor informs PCI on the actual exhaust
manifold pressure.
This value plays an important role in EGR flow
control and intake charge control.
The sensor is mounted at a distance from the
manifold to protect it from the heat.
The actual measuring point is just after the
collector, before the EGR branch.
The following factors influence exhaust gas
pressure:
- Exhaust gas volume, as a product of
combustion
- Engine speed
- Turbocharger nozzle ring position
- BPV position
- EGR position
PCI needs this information to:
- determine if the required amount of EGR can
be achieved
- determine if the required filling rate can be
achieved using the current VTG actuator
position
- determine if the BPV requires repositioning

Temperature sensor after BPV (F853)

The sensor data is used for the following:
- Determining the temperature of the exhaust
gas flowing to EAS
- Determining the exhaust gas composition,
specifically the NOx concentration, when the 1
NOx sensor (F844) is not ready
- Calculation of the exhaust gas temperature
before the turbine
NOx sensor before catalyst (F844)
The NOx sensor's working principle resides on an
electrochemical process in which the NOx is
broken down into nitrogen and oxygen, using
catalytic electrodes.
This sensor has a dedicated control unit, which
monitors the current flowing through the sensor's
electrodes and energises the internal heater
element.
It is a two-step process, in which the electrical
current required to remove oxygen from the NOx
is a reference for lambda and NOx concentration.
Tasks:
- Determine the oxygen percentage in the
exhaust gas.
- Determine the nitrogen oxide content in the
exhaust gas.
- Serves as an input for monitoring SCR
efficiency
- Serves as an input for determining the
AdBlue dosing quantity
The sensor has a specific operating temperature
of around 800 degrees Celsius, required for
accurate NOx content measurement. 4 3 2 1

An internal heater element is used to achieve this

temperature.
The control unit is tasked with controlling the
sensor's internal heater element.

i401345

Turbocharger
1
A Exhaust gas flow to turbine rotor A 1 2
B Compressor inlet

1 C
D
Intake gas flow to inlet manifold
Turbine outlet

Tasks: 3
- Control the intake charge independently of
exhaust gas flow. D
- Control the pressure drop over the turbine B
PCI controls the pressure drop over the turbine to
control EGR flow and exhaust gas temperature.
The VTG actuator controls the position of the C
nozzle ring, which contains vanes.
The nozzle ring determines how much energy in
the exhaust gas is used to propel the turbine
rotor.
This is done by directing the exhaust gas to the
trailing edge of the turbine rotor or around it.
The nozzle ring closes off most of the turbine
housing when fully extended, directing the
exhaust gas into the contact with the turbine
rotor.
This increases the pressure before the turbine
rotor and the turbine shaft speed.

i402296-2

B
D

C
i406650

Nozzle ring positioning mechanism

A Sector gear.
B cross-axle.
C fork.
D Push rod.

EGR components
EGR valve (L095)
This valve is used to control the flow of exhaust
gas to the inlet manifold.
2
1 The actual flow depends not only on valve
position, but also on other factors such as pre-
turbine pressure and inlet manifold pressure.
Tasks:
- Control the flow of exhaust gas to the inlet 3
manifold. 1
- Make sure that EGR flow is prohibited in
unwanted situations, such as during engine
4
braking and in case of failures.

0% 100%
i402295

EGR temperature sensor (F749)

The EGR (Exhaust Gas Recirculation)
temperature sensor (F749) measures the
temperature of cooled recirculated exhaust gas.
The sensor data is used for the following:
- Determining the temperature of the exhaust
gas flowing to the inlet manifold
- Calculation of the EGR mass flow.
- Monitoring EGR cooler performance

i401999-2

EGR pressure difference sensor (F751)

1 Coolant supply pipe 2

2 Connector
3 Venturi
4 Coolant return
1
1
The EGR pressure difference sensor (F751)
consists of two pressure sensors in one housing 4 3
and a venturi through which the exhaust gas
flows (3).
The difference between both measurements is a
reference for the exhaust gas flow.
The EGR pressure difference sensor (F751) is
limited to 125°C in operational use. To prevent
overheating, the EGR pressure difference sensor
(F751) is connected to the coolant system via i401976-2
connections 1 and 4.
Tasks:
- Determine the actual flow of exhaust gas
flowing to the inlet manifold.
PCI uses this sensor to correct its calculations on
the EGR flow (based on exhaust gas
temperature, EGR valve position and pre-turbine
pressure).
Back Pressure Valve
1 lever 2 3
2 return spring
3 Butterfly valve
4 actuator

PCI uses this valve to control the back pressure

in the exhaust.
Tasks: 1
- Creating heat in the exhaust system to heat
up EAS. A lower opening percentage results
in a higher back pressure and more heat.
- Help create back pressure to enable engine
braking.
- Help create a higher exhaust manifold
4
pressure to enable EGR flow.

0% 100%
i402268

3.4 ENGINE PROTECTION COMPONENTS

The components listed in this paragraph help PCI

to maintain the engine's performance and

1 emissions conformity under all circumstances.

They provide the information to prevent that:
- the engine runs in conditions it cannot
comply with emissions regulations
- the engine runs under circumstances it can
sustain damage, possibly leading to
environmental damage
Cooling system components
The coolant temperature sensor (F566) emits a
signal that indicates the temperature of the
coolant and, therefore, indirectly the engine
temperature.
Coolant temperature sensor (F566)
PCI uses the coolant temperature value for the
following tasks:
- calculation of the quantity of injected fuel,
injection timing and a number of injection
events
- control of the number of injection events
- calculation of on/off actuation of the fan
clutch
- Display of the coolant temperature on the
DIP
- display of warnings to the driver concerning
high coolant temperature
- limitation of the engine torque when the
temperature is too high
- limitation of the maximum engine speed
when the engine is cold (for a short time)
- fast idle speed control
- cold starting aid

Coolant pump

1 Coolant from EGR cooler 1

2 Coolant to engine block
3 Coolant to engine block
4 Coolant to coolant pump housing from
radiator
1
5 Coolant to radiator
A Two plugs if coolant pump housing
without coolant filter

The MX-11 and MX-13 can be applied with a fixed

displacement or a variable displacement coolant 5
pump. A
2
The second can match its effective displacement
to the required coolant flow.
The coolant pump is always equipped with a
coolant pump speed sensor.

3
4 i405430

Coolant pump (variable displacement)

Coolant pump speed sensor (F805)

The sensor coolant pump speed is measured
directly on the coolant pump shaft.

I405931

Lubrication system components

Oil pressure sensor
The oil pressure sensor (F810) measures the oil
pressure in the oil supply gallery to the first rocker
seat assembly.
1 PCI monitors oil pressure and can limit the engine
torque at too low oil pressure.
Turbocharger speed sensor (F884)
The turbocharger speed sensor is fitted to the
compressor housing of the turbocharger, aimed
at the compressor wheel.
This value is an indication of:
- Excessive turbo speed in relation to engine
speed, which can indicate turbo overspeed
or engine overcharging.
- Engine runaway prevention, possibly
because of a broken turbocharger

i405933

4. CONTROL FUNCTIONS
4.1 ENGINE START

A number of requirements must be met before an

engine can be successful. This chapter describes 1
the conditions and the engine controls during
starting.
Timeline
Not released Released
A
Not synchronised Synchronised
B
0 bar 0,2 bar 6 bar
C C B C

30 bar 110 bar +-180 bar 250-500 bar

E
1 0 RPM 100-200 RPM 550 RPM
FILLING
2 RAIL FILLING RAIL PUMP UNIT ONLY

3 STATIONARY CRANKING IDLING

i406125
A Immobiliser status
B Camshaft and crankshaft signal
C Fuel pressure (Relative)
D Common rail pump unit delivery (Actual)
E Common rail pressure level (Actual)
1 Engine speed
2 Common rail operating state
3 Engine operating state

Engine start enabling

Requirements:
- Immobiliser match with the key inserted into
the ignition
- Starter motor protection not active
1 PCI locks or releases the fuel supply to the
engine based on the signals coming from the
immobiliser ECU (D426).
The identification procedure between immobiliser
and ignition key starts as soon as the key is
inserted into the ignition.
The immobiliser sends a message to PCI once
the key is recognised and authorised, which in
turns releases the fuel supply and enables starter
motor usage.
After multiple start attempts, the starter motor
protection can be active. This function prevents
starter motor overload.
Crankshaft & camshaft synchronisation

S 1
14 15 18
4
5

CAM CRANK
2

18
3

6
i400709

PCI requires information about the position of the

pistons and the combustion cycle stage of each
of the pistons to determine the injection timing.
The crankshaft sensor (F552) and camshaft
sensor (F559) signals contain unique signal
forms, capable of indicating not only the rotational
speed but also the current position.
The procedure starts when the electronic control
unit detects the first hole at the beginning of a
flywheel segment.
At that moment the ECU starts counting the
crankshaft pulses.

In between the 14th and 15th pulses it checks the

camshaft signal (F558) for the synchronisation
pulse.
If no camshaft signal is detected, the counting
procedure is restarted after the first hole on the
next segment of the crankshaft. 1
Fuel pressure build-up
The fuel lift pump starts supplying fuel to the fuel
gallery as soon as the engine starts turning over.
Pressure increases as the engine speed
increases.
This pump relies on a continuous fuel flow from
the fuel tank. Without adequate fuel flow, the A
common rail pump units cannot build up common
rail pressure.
The fuel pressure sensor (F803) measures the
fuel pressure in the fuel gallery.

C
B

B
i405632

Common rail pressure build-up

2850 1 2 3 4 100

1 P(bar)

0 -100
0 0
t
A PCI Engine speed 0.00 r pm E PCI Common rail pump delivery (Actual) 38.98 %
B PCI Common rail fuel pressure (Reque ... 0.00 bar
C PCI Common rail fuel pressure (Actual) 3.00 bar
D PCI Common rail operating state Filling rail
M205056-2
A Engine speed
B Common rail fuel pressure (Requested)
C Common rail fuel pressure (Actual)
D Common rail operating state
E Common rail pump delivery (Actual)

When the starting phase is detected on the basis

of cranking speed, the PCI ECU begins
monitoring the pressure level increase in the rail.
1
- Starting phase detected.
- Common rail operating state 'Filling rail'
selected.
- PCI controls the pump unit displacement to a
fixed value.
2
- The requested rail pressure level rises.
- Pump unit delivery is increased.
- The rail pressure level rises to 110 bar, PCI
starts actuating the injectors.
3
- The rail pressure level rises to 180 bar, the
injectors start injecting fuel into the cylinders.
4
- PCI changes the rail pressure control state to
'pump unit only'.
- The engine starts up, the pump unit timing is
decreased.

4.2 COMMON RAIL PRESSURE CONTROL

On the eCampus site, the

ePresentation 'Activation signal pump
unit' is available to support the
explanation included in this training 1
manual.

The common rail pressure level is determined

based on various parameters:
- Engine load
- Engine speed
- Operating conditions
The pressure level is adapted to these different
conditions as the fuel quantity differs in those
situations.

Control

I402401

PCI controls the common rail pressure level by:

- adjusting the timing of the pump event in the
2 3
pump units
- controlling the current flowing through the
pressure release valve, influencing its
discharge pressure
1
PCI has dedicated operating states for common
rail pressure control.
The following operating states are defined:
- Filling rail
- Pump unit only
- Pressure release valve only
The plunger in the pump unit has a fixed
displacement. PCI controls how much of the
displacement is pumped to the rail. 1
PCI controls the effective fuel displacement by
energising the solenoid at a specific point in the i406119
plunger's upward stroke, effectively controlling
the rail pressure build-up.
The effective fuel displacement is expressed as a
percentage of the maximum displacement.
The effective fuel displacement can be reviewed
using the label "Common rail pump delivery
(actual) in DAVIE, as the calculations are made
continuously.

Effective fuel displacement

1 B C
A

G005873
A Maximum effective fuel displacement is
100%.
B During cranking the effective fuel
displacement is approximately 65%.
C During idling the effective fuel
displacement is approximately 10%.

What happens if air is trapped in the

pump unit plunger room?

What happens if the check valve in the

common rail pump unit does not close
properly?

Pump unit delivery correction

A Calculated delivery procentage in %
B correction factor in %

In some situations PCI cannot achieve the

requested rail pressure with its current pump unit A 1
delivery calculation. B
The system then recalculates and applies a
correction, meaning that the solenoid is closed
earlier or later in the plunger's upward stroke.
In which situations is a 'negative'
common rail pump delivery (correction)
possible?

Which action involving the pressure

release valve can be found in DAVIE's
'repair support'?

What can be a possible consequence

of carrying out this action when there is
an active fault present in the fuel
system?

i406073

Rail pressure control under normal

circumstances
1 2 3
2850 100

P(bar)
%

0 -100
0 0
t
A PCI Engine speed 0.00 rpm E PCI Common rail pump delivery (Actual) 38.98 %
B PCI Common rail fuel pressure (Reque ... 0.00 bar F PCI Common rail pump delivery (Corre... 0.00 %
C PCI Common rail fuel pressure (Actual) 3.00 bar G PCI Fuel quantity (Actual) 0.00 mg/stroke
D PCI Common rail operating state Filling rail
i406077-2
A Engine speed
B Common rail fuel pressure (Requested by
the ECU)
C Common rail fuel pressure (Actual)
D Common rail operating state
E Common rail pump delivery (Actual)
F Common rail pump delivery (Correction)
G Fuel quantity (Actual)

During normal operation, PCI adjusts pump unit

timing continuously to maintain its requested rail
pressure level.

1
- The operating state 'pump unit only' is
selected.
- The pump units are 'closed loop' controlled,
meaning that the pump unit timing is
adjusted based on the actual rail pressure
level.
1
- The pump unit timing is adjusted in such a
way that the requested rail pressure level is
achieved under all circumstances.
- The demanded rail pressure and the actual
rail pressure level rise as the fuel quantity
increases.
2
- The demanded rail pressure and the actual
rail pressure level drop as the fuel quantity
decreases.
- PCI monitors if the current pump unit timing
setting is satisfactory, and calculates if any
correction is required.
3
- PCI corrects the pump unit timing.
Why is, in some situations, the actual
rail pressure higher than PCI's
requested rail pressure level?

Rail pressure control in case of malfunction

- Rail pressure limitation
In case of malfunction, the system must be able
to keep the engine running. PCI can switch to rail
pressure control via the common rail pressure
release valve.
In operating state 'Release valve only':
- the effective fuel displacement of the pump
units is no longer corrected.
- the system no longer controls the fuel flow
rate to the rail, but the fuel flow ratefrom the
rail.

4.3 VEHICLE & ENGINE SPEED CONTROL

PCI can control the engine speed either based on

the driver's request or an external request coming

1 from another vehicle system.

The torque request, as described in 'General
system description', can also come other
systems.
PCI converts this to a fuel demand and specific
actuator settings.
Idle control has the following aspects:
- idle control under normal operating
conditions
- fast idle control
- Engine Speed Control
- engine protection during idle
Idle control
Engine idle shutdown timer
When the engine idle shutdown timer is enabled,
the PCI electronic control unit will shut down the
engine after a predefined amount of time.
A timer in the electronic control unit starts
incrementing as soon as the activation conditions
are met.
An indication is given to warn the driver that the
engine shuts down due to an engine idle
shutdown timer event.
- the vehicle speed must be 0 km/h
- engine is at idle
- park brake is engaged
- a stationary regeneration is not active
- coolant temperature above minimum
temperature
In reverse gear
The engine idle speed drops from 550 RPM to
500 RPM, upon shifting to reverse in a manual
gearbox equipped vehicle.
Fast idle control
The purpose of this function is to set a constant,
temporary engine speed higher than the idling
speed.
Fast idle control can be used to increase the
engine speed and to fill the air supply system
faster and warming up of the engine.
This function can only be used when the vehicle
is parked. Fast idle control can be used in
combination with the accelerator pedal.
Fast idle control can be engaged by using the
steering wheel switches.

The first press increases the engine speed by

100 rpm.
The engine speed can then be increased or
lowered in 25 rpm steps, to a pre-programmed
minimum or maximum speed set in PCI.
To return the engine to idle speed, fast idle
1
control can be switched off by using switch 'OFF'.
Fast idle control can only be activated if:
1. the park brake is applied and
2. the foot brake is not applied and
3. the gearbox is in neutral and
4. stationary regeneration is not active and
5. the clutch is not applied
Fast idle control is deactivated if:
1. the park brake is not applied or
2. the cruise control switch is in position 'OFF'
or
3. the foot brake is applied or
4. the clutch is applied or
5. the gearbox is not in neutral
Engine protection during idle
To avoid low oil pressures due to larger bearing
clearances, there is a drop to idle protection, to
maintain sufficient oil pressure.

Engines with normal bearing clearance have

sufficient margin to drop to idle, even at maximum
oil temperature.
Engines with larger bearing clearance do not
experience any problems with the oil pressure as
long as the oil temperature is normal.
However, the combination of larger bearing
clearances and high oil temperatures could result
in a too low oil pressure.
In this situation the engine idle speed must adapt.
When the engine speed increases, the oil
pressure increases too.
Idle speed can be increased temporarily
(maximum 600 rpm) when low oil pressure is
observed.
NOTE: The drop to idle protection
events are logged in PCI the events can
be readout by DAVIE.

The mileage and date and time stamp of the

latest three activations of drop to idle protection
including the corresponding oil temperature are
logged.
NOTE: The drop to idle protection
events does not set a DTC or warn the
driver.

4.4 EGR CONTROL

On the eCampus site, the

ePresentation 'Exhaust Gas

1 Recirculation (EGR)' is available to

support the explanation included in this
training manual.

A = EGR valve module

Air management system (Applicable
B = VTG turbo charger specification week < 2017-25)

EGR is used to reduce NOx emissions by A

controlling the amount of oxygen in the inlet B
manifold.
The EGR control calculates the amount of
oxygen in the fresh air entering the cylinders and
in the exhaust gases leaving the cylinders.
This measurement is used to calculate the
position of the EGR valve and the VTG when
EGR is being used.
The EGR control can deactivate the EGR by
closing the EGR valve if a fault is active or if other
conditions are not met.
This is to prevent high particulate matter
emissions and to reduce thermal stress on the G005872

engine and its components.

If there is an emission-related fault present in the
PCI system that results in shutdown of the EGR
system, the engine power is limited.

.....................................................................................................................................................

4.5 NOX CONTROL

The NOx control monitor monitors the difference

between the engine out NOx commanded value
and the actual measured value.
The commanded NOx value is calculated from:
1
- The injection quantity
- Engine speed
- Intake temperature
- Atmospheric pressure
- Ambient pressure
- Coolant temperature
- Relative humidity
The lambda sensor output provides feedback to
the NOx controller to correct the commanded
value.
Closed loop control function NOx sensors
The basic quantity of AdBlue that is injected
depends on the engine speed, the engine torque
and the exhaust gas temperature.
When the NOx sensor before the catalyst has
measured a certain mass of NOx, then the
quantity of NOx out of the catalyst is measured.
EAS calculates the expected NOx quantity with
the NOx measurement before the catalyst and
the conversion efficiency of the catalyst.
When the actual NOx quantity deviates from the
expected NOx quantity the injected AdBlue
quantity is adapted between its limits. In EAS two
NOx level limits are programmed.
The first limit is used for activation of the MIL lamp
and the yellow warning, the second limit is used
for derating of the engine.

.....................................................................................................................................................

TABLE OF CONTENTS
EAS-4

Page Date

1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911

1.1 Introduction to EAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201911
1.2 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 201911
1.3 AdBlue system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 . . . . . 201911

2. SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911

2.1 General system description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201911
2
3. COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911
3.1 EAS-4 ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201911
3.2 AdBlue pump module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 . . . . . 201911
3.3 AdBlue dosing valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 . . . . . 201911
3.4 AdBlue tank sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7 . . . . . 201911
3.5 Exhaust gas temperature sensors ECU . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 . . . . . 201911
3.6 Fuel dosing module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 . . . . 201911
3.7 Fuel intake module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 . . . . 201911
3.8 DPF pressure sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 . . . . 201911
3.9 PM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 . . . . 201911

4. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201911

4.1 Startup phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201911
4.2 Dosing phase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 . . . . . 201911
4.3 After-run phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 . . . . . 201911
4.4 DPF soot collection control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9 . . . . . 201911
4.5 Regeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13 . . . . 201911
4.6 SCR control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20 . . . . 201911

1. INTRODUCTION
1.1 INTRODUCTION TO EAS

2005 2012 2017

SCR +EGR
+DPF M205078

Definition
EAS stands for Emission Aftertreatment System
and serves as the engine management system in
the LF, CF and XF.
This manual describes the fourth generation of
the system, found on CF and XF.
Main task
The EAS-4 system provides aftertreatment of
exhaust gases to reduce harmful emissions.
The system must fulfil this task:
- under all operating conditions
- while maintaining proper driveability
- while properly discharging the processed
exhaust gas
- without affecting engine performance

Applicability
The fourth generation of EAS was introduced in
Europe in 2017, as a successor to EAS-3, dating
from 2012.
The system can be found in all CF and XF
vehicles equipped with either an MX-11 or MX-13
engine.

2 Unlike EAS-3, this system is available in two

different variants.
Variants
Two versions of the system exist:
- EAS-4 with SCR technology
- EAS-4 with DPF and SCR technology
Technology
The following technologies are applied within this
system:
- Diesel Oxidation Catalyst (DOC)
- Diesel Particulate Filter (DPF)
- Selective Catalytic Reduction (SCR)
- Ammonia Diesel Oxidation Catalyst (AMOX)
- Reduction agent (AdBlue or Diesel Exhaust
Fluid) dosing
- DPF regeneration
The application of these technologies is
monitored, and corrected based on various
measurements and calculations.

1.2 SYSTEM OVERVIEW

Functions
- Engine-out soot processing
- Engine-out NOx conversion
- Reaction agent dosing
- DPF regeneration

Component overview
D420
A F840
F838 A-CAN

F839

2 D451
L076

F842
A L124
A-CAN
4 3 2 1

F843

D442
A-CAN

L135

F873

A F910
L172

A-CAN
4 3 2 1

L174
F914
i406629
A (only applicable for DPF + SCR vehicles)

Input signals EAS-4

- PCI ECU (D420)
- EAS-4 ECU (D442)
- Exhaust gas temperature sensors ECU
(D451)
- AdBlue dosing valve (L174)
- DPF pressure sensor (F910)
- Exhaust gas temperature sensor before
DOC (F838)
- Exhaust gas temperature sensor before DPF
(F839)
2
- Exhaust gas temperature sensor after DPF
(F840)
- Exhaust gas temperature sensor after
catalyst (F842)
- NOx sensor after catalyst (F843)
- PM sensor (F914)
- AdBlue tank sensor (F873)
Output signals EAS-4
- tank heater valve (L076)
- fuel dosing valve (L124)
- pump module (L172)
- fuel intake module (L135)

Component locations
5a 5 6 8 5a 5 6 8

7 4 3 1 3 2 7 4 3 1 2
A B i406645
A SCR only variant
B DPF and SCR variant
1 Diesel Particulate Filter / Silencer insert
2 Cover
3 Diesel Oxidation Catalyst / Insert
reinforcements
4 deflector plate to increase the flow
uniformity
5 Selective Catalytic Reduction catalyst
5a AMOX (Ammonia Oxidation catalyst)
6 decomposition space
7 Discharge pipe
8 AdBlue dosing valve

A exhaust gas temperature sensors ECU C B A D

(D451)
A1 Exhaust gas temperature sensor before E
DOC (F838) F
A2 Exhaust gas temperature sensor after
catalyst (F842)
A3 Exhaust gas temperature sensor before
DPF (F839)
A4 Exhaust gas temperature sensor after
DPF (F840) A4 2
B DPF pressure sensor (F910) A2
B1 Tubes sensor DPF pressure
C NOx sensor after catalyst (F843) C1
C1 NOx sensor after catalyst (F843) D1
D PM sensor (F914) B1
D1 PM sensor (F914) A3
E EAS-4 ECU (D442)
F AdBlue dosing valve (L174) A1
i405517

1.3 ADBLUE SYSTEM OVERVIEW

L174
L076
2

F873

L172
A
B
C
D

I405682-2
L172 pump module
L174 AdBlue dosing valve
L076 tank heater valve
F873 AdBlue tank sensor
A coolant liquid
B AdBlue supply
C AdBlue suction
D AdBlue return

The AdBlue is heated to prevent it from freezing.

Its freezing point is -11°C.
The AdBlue tank, lines and pump module (L172)
are heated with engine coolant, while the AdBlue
heats the AdBlue dosing valve (L174) itself.
The pump module (L172) ensures constant flow
in the AdBlue circuit (B, C, and D).
When necessary, the AdBlue dosing module
(L174) injects AdBlue in the EAS-4 unit.
NOTE:
- The constant flow in the AdBlue
circuit ensures cooling of the
AdBlue dosing module (L174)
- There is always a quantity of
AdBlue present in the tank, even if
the system detects 'AdBlue tank
empty'.

2. SYSTEM
2.1 GENERAL SYSTEM DESCRIPTION

Diesel Oxidation Catalyst

The catalyst consists of a carrier material with a

wash coating added to the active surface, which
increases the surface of the active material.
2
The active materials, such as platinum, rhodium,
palladium, vanadium pentoxide and other base
metals, are added to the carrier.
The gas flows through the catalyst and the
chemical reactions take place on the surface.
The density, porosity and active catalyst material
determine the efficiency and the speed of the
chemical reactions. i401987

Catalyst dimensions reflect that the exhaust

gases must have time for the chemical reaction to
take place on its surface.
The catalyst material used in the DOC is a
combination of platinum and Palladium.
Platinum is used as the oxidation material.
Palladium, which does not oxidise CO, has an
important stabilising function in the oxidation
process and reduces the catalyst ageing process.
Temperatures
Temperature is an important parameter for the
functioning of a catalytic process. The higher the
temperature, the faster the process.
Task:
- Oxidation of CO and HC (to CO2 and H2O).
- Oxidation of CO and HC (to CO2 and H2O).
- Oxidation of NO to NO2 for DPF soot
conversion (passive regeneration) and
increased reaction in the SCR.
- Increase of exhaust gas temperature for
DPF regeneration (with HC oxidation).

Diesel Particulate Filter

Closed Diesel Particulate Filter
Euro 6 vehicles use a closed wall-flow filter,
wherein the exhaust gases are forced to flow
through a porous wall.
This results in a reduction of particulates of up to
90 per cent, compared to installations without a
DPF.
2 In general, this filter fills up during normal driving,
resulting in a higher back pressure and increased
fuel consumption.
Periodically the soot must be removed from the
filter; this is achieved through passive and active
regeneration. i401988

With sufficient temperature and NO2 in the DOC/

DPF the soot burns passively (depends strongly
on duty cycle of the vehicle).
A delta pressure sensor ,measures the soot level
and compares it with the soot level model.
EAS requests active regeneration at a certain
soot level or when a time of approximately 100
hrs is reached.
After that the engine switches into regeneration
mode.
The fuel doser starts injecting fuel when the DOC
inlet temperature above 250 ºC. The injected fuel
creates heat over the DOC.
The soot in the DPF burns at a temperature of
around 500 to 540 ºC.
When the filter is clean, the doser stops and the
system cools down.
The engine switches back to normal operation
mode.
SCR-technology
The SCR (Selective Catalytic Reduction)
catalyst, which is integrated into the exhaust
silencer, contains two ceramic elements installed
in parallel.

A carrier material (2) which holds the active

catalytic agent (3) is applied to the element (1). 1
2
The surface of the carrier material is very rough
and so the effective area on which the chemical 3
reaction takes place is very large.
Function
The function of the SCR catalyst is to reduce the
NOx produced by the engine to the level that
meets current legislation. 1 2
2
After dosing before the catalyst, the AdBlue (NH3
+ H2O) breaks down into ammonia (NH3) and 3
carbon dioxide (CO2).
The materials in the catalyst attract ammonia
(NH3).
1
The nitrogen oxides in the exhaust gases (NOx)
consist of 90% nitrogen monoxide (NO) and 10% 2
nitrogen dioxide (NO2).
The exhaust gas flow through the catalyst comes 3
into contact with the ammonia (NH3) and the
resulting reaction converts the NOx into nitrogen i400705
(N2) and water (H2O).
AMOX-technology
The release of unreacted ammonia from the SCR
catalyst surface into the atmosphere is referred to
as ammonia slip.
The purpose of the AMOX catalyst, which is
located behind the SCR catalyst, is to oxidise the
NH3 converting it into nitrogen (N2) and water
(H2O).
AdBlue
AdBlue is used as a reduction agent in the SCR
part of the EAS system.
AdBlue is a non-flammable, non-toxic, colourless,
odourless and water-soluble liquid.
It consists of 32.5% urea and 67.5%
demineralised water.
Special additives are not permitted.
If AdBlue comes into contact with painted or
aluminium surfaces when filling the tank, rinse
the affected area immediately with plenty of
water.
AdBlue must meet the specifications according to
DIN 70070.
High temperatures
If AdBlue is heated in the tank to 50°C over a long
period of time, the decomposing AdBlue can
produce ammonia vapours.
Ammonia vapours have a pungent odour.

For this reason, avoid inhaling possible ammonia

vapours escaping when unscrewing the AdBlue
filler cap.
These concentrations of ammonia vapours are
neither toxic nor hazardous to health.
Low temperatures
AdBlue freezes at temperatures of approximately
2 -11°C.
Measuring urea concentration in AdBlue
The urea concentration in AdBlue can be
measured with a refractometer.
After carefully cleaning the prism and lift-up lid
with a soft, lint-free cloth, put some drops of the 3
sample on the prism (1).
By closing the lift-up lid (2), the sample is 2
distributed evenly.
Point the refractometer to a light or bright
background, so it is easier to recognise the scale 1
and the bright-dark border.
Rotate the eyepiece (3) until the scale is sharp to
the observer. The measured value of the sample
can be read out at the bright-dark border.
G000630

Refractometer scale according to ISO 22241-1

(DIN 70070) indicated for urea solution with
32.5%. The allowable deviation at 68°F (20°C) is 33
between 31.8% and 33.3%. 31
32
30
Special additives 29
28
Do not add any special additives to AdBlue and 27
26
do not dilute AdBlue with tap water. 25
24
23
This can destroy the Emission Aftertreatment 22
21
System (EAS). 20

Any damage caused by the use of such additives

or tap water invalidates liability for material 15
defects.
10
Storage instructions
- Use the original tanks only.
- Store in a cool, dry, well-ventilated area. 5
- Protect tanks from freezing.
- Observe the manufacturer's storage 0 0
instructions and directions for use. %

Purity
G000629
The AdBlue purity is essential to avoid
malfunctions of the Emission Aftertreatment
System (EAS).
If AdBlue is pumped out of a tank for repair, the
tank cannot be refilled with the extracted liquid,
as its purity is no longer guaranteed.

3. COMPONENTS
3.1 EAS-4 ECU

General
PACCAR engine management systems and
Emission Aftertreatment Systems are prioritised.
The Emission Aftertreatment System is
considered to be the MASTER (the one in
command) and the engine management system 2
is the SLAVE. The exchange of functional
information between the two controllers is
achieved via a proprietary CAN bus. The data is
communicated using the A-CAN.
EAS-4 is connected to the aftertreatment CAN
bus (A-CAN) which is dedicated for all EAS-
related components. The devices that are
connected are the following:
- PCI ECU (D420)
- EAS-4 ECU (D442)
- exhaust gas temperature sensors ECU
(exhaust gas temperature sensors for 4
temperature sensors DPF+SCR) (D451)
- NOx sensor after catalyst (System Out NOx
sensor) (F843)
- NOx sensor before catalyst (Engine Out NOx
sensor) (F844)
- AdBlue tank sensor (AdBlue Quality sensor)
(F873)
- PM sensor (Particulate Matter sensor)
(F914)
Where is the EAS-4 located. Use
Service Information.

.....................................................................................................................................................

3.2 ADBLUE PUMP MODULE

Section view

2 C

1
7
B1 A1 A1
2

B2 A2 B1 A2
5
B2
3
6
4 6.1

A i405467
A venting plug
B1 coolant
B2 coolant
C connector
A1 AdBlue
A2 AdBlue
1 pump assembly
2 pump plate
3 pump housing
4 main filter
5 intake filter
6 rubber sealing cap
6.1 compressible material
7 suction chamber
8 printed circuit board

NOTE:
- (6) separates the area that houses
AdBlue and the compressible
material.
- ( 6.1) compressible material makes
sure that freezing AdBlue can
expand.
- (A) vents the chamber (air is
pushed out due to freezing
AdBlue). 2
AdBlue pump motor
- the AdBlue pump is a membrane pump that
pumps the AdBlue to the dosing module
- the AdBlue pump is duty cycle controlled
- the pump speed depends on the quantity of
AdBlue required
Heat exchanger, pump module
- coolant heats the pump module
- heating prevents the pump module from
pumping frozen AdBlue
- the valve tank heater (L076) controls
defrosting of the pump module (for
temperatures below -4°C)

3.3 ADBLUE DOSING VALVE

2 4

i405724
1 dosing module
2 dosing output
3 supply AdBlue
4 return AdBlue
5 connector

Effect of output signal on the system

- dosing AdBlue into the exhaust system
The dosing valve (L174) is installed in the
decomposition space before the catalyst. The
dosing valve atomises the AdBlue and distributes
the AdBlue thoroughly in the exhaust gas flow.
Due to the location of the dosing valve, the dosing
valve must be cooled down. AdBlue circulation is
applied to cool the unit.
The AdBlue is evenly sprayed into the exhaust
gas flow before the diffuser to create a
homogeneous mixture.
The EAS-4 ECU (D442) activates the dosing
valve with a duty cycle for exact control of the
quantity of AdBlue injected.

Dosing valve

17
1

16 2
15

2 14

18 13

4 12

5
11

10
6
8 9
7
i405518
1 cover
2 coil
3 armature
4 membrane
5 needle
6 housing
7 cone seat
8 gasket
9 nozzle
10 inlet filter
11 connector port
12 manifold
13 orifice
14 spring
15 adjusting screw
16 pole core
17 venting cap
18 stroke

Temperature sensor and pressure sensor

- the pressure sensor measures the pressure
of the AdBlue after the AdBlue filter
Block diagram dosing valve (L174)

DPF_differential_pressure_DI
2

Urea_dosing_valve_GND

Urea_dosing_valve_PO

Urea_pressure_GND
Urea_temprature_5V

Urea_temprature_AI
DPF_pressure_DO

Urea_pressure_AI
9 11 17 16 54 6 36 12
D442
3352

3353

4198
4197
ECU EAS-4

3387

3360

3359
3358
3387

3358
3358

3387

1 4 2 3 1 2 3 4 5 6 7 8

F910 L174
sensor DPF pressure urea dosing
module

i405568-3
D442 EAS-4 ECU
F910 DPF pressure sensor
L174 AdBlue dosing valve

D442 L174 Function

17 1 Earth, AdBlue dosing valve
16 2 Signal, AdBlue dosing valve
54 5 Power supply, AdBlue pressure sensor and AdBlue temperature sensor
6 6 Signal, AdBlue temperature sensor
39 7 Earth, AdBlue temperature and pressure sensor
12 8 Signal, AdBlue pressure sensor

Search in service Information the Job

to test the AdBlue dosing valve (L174).
- What are the test conditions and
search for the technical data.
- What special tools are applicable
to this job.

3.4 ADBLUE TANK SENSOR

The AdBlue tank sensor is a smart sensor that

communicates with the EAS-4 ECU via A-CAN.
The sensor monitors the AdBlue level using reed
switches, and measures the temperature of the
AdBlue.

2
1
The AdBlue tank sensor measures temperature, 2
level and concentration of the AdBlue in tank.
3
The AdBlue concentration value is an indication
of the AdBlue quality.
4
- The (AdBlue) fluid level is measured with an
ultrasonic level sensor.
- The AdBlue concentration is measured with
an ultrasonic concentration sensor.
Sensor values are used for:
- Display of the actual AdBlue level
- Tank heating control
- Engine power limitation at too low AdBlue
levels or quality issues.
NOTE: Non-DPF vehicles are equipped
with a variant of the tank sensor that
measures the AdBlue level and
temperature.
I402238

3.5 EXHAUST GAS TEMPERATURE SENSORS ECU

This ECU communicates with EAS-4 ECU via A-

CAN.
Exhaust gas temperature sensor before DOC
(F838)
This sensor measures the exhaust gas
2 temperature before the DOC.
Sensor data is compared with the data from the
temperature sensor before the DPF.
This gives an indication of the temperature
increase across the DOC.
Sensor value is used for:
- calculating the temperature increase across
the DOC
- determining if a regeneration can be started
- calculating of the amount of fuel that must be
injected
- determining if heating of the NOx sensor
before catalyst (F844) is required
NOTE: PCI controls the NOx sensor
before catalyst (F844).

Exhaust gas temperature sensor before DPF

(F839)
This sensor measures the exhaust gas
temperature before the DPF.
Sensor value is used for:
- calculation of the temperature increase
across the DOC
- determining if a regeneration is started
- controlling the regeneration temperature
- calculation of the amount of fuel that must be
injected
- diagnosing the DOC efficiency

Exhaust gas temperature sensor after DPF

(F840)
The function of the Exhaust gas temperature
sensor after DPF (F840) is to measure the
exhaust gas temperature after the DPF.
Too high temperatures can result in engine power
limitation.
Sensor value is used for:
- protecting the DPF against a too high 2
temperature
Exhaust gas temperature sensor after
catalyst (F842)
The function of the Exhaust gas temperature
sensor after DPF (F840) is to measure the
exhaust gas temperature after the DPF.
A temperature sensor configured as a
thermocouple is used for measuring the exhaust
gas temperature.
If the temperature measured here is too high, the
fuel injector is deactivated and the engine might
be derated.
Sensor value is used for:
- protecting the DPF against a too high
temperature.

3.6 FUEL DOSING MODULE

1 Coolant return
2 Fuel supply
3 Coolant supply
2 3
The fuel dosing module (L124) is mounted after

2 the Back Pressure Valve. During regeneration,

the fuel dosing module injects fuel into the
exhaust pipe before the Diesel Oxidation
Catalyst. This is to raise the temperature of the
exhaust gas after the Diesel Oxidation Catalyst to
the temperature at which the soot is 'burned' in 1
the DPF by the oxygen in the exhaust gases. The
fuel dosing module is activated with a duty cycle
so the amount of injected fuel can be regulated to
keep the DPF at the correct temperature. The fuel
is supplied at connection (2).

i402029

1 Stator
2 Coil
3 Retainer spring
4 Housing
5 Armature A
6 Needle
7 Needle seat

This description explains the operating principle. 1

The fuel dosing module actually mounted on the
vehicle may differ from this description.
Fuel from the fuel intake module enters the fuel
2
dosing module via bore (A). The needle (6) is
partly hollow and fuel enters the chamber (C) via 3
bore (B). 4
The injector needle (6) is pressed onto the needle 5
seat (7) by the retainer spring (3). When the B
electronic control unit energises the coil (2) of the
dosing module, the armature (5) will be lifted 6
against the retainer spring pressure (3). As a
result, the needle (6) is lifted and the fuel from
C
chamber (C), which flows via bore (D), will be
injected. 7 D
The amount of injected fuel depends on the fuel i401681

pressure and the duty cycle activation of the fuel

dosing module.
Effect of the output signal on the system
- Doses fuel into the exhaust;
- thus raising the temperature of the exhaust
gas to 'burn' soot in the DPF.

.....................................................................................................................................................

..................................................................................................................................................... 2
.....................................................................................................................................................

.....................................................................................................................................................

3.7 FUEL INTAKE MODULE

The function of the fuel intake module (L135)is to

control the fuel supply and air supply in the
aftertreatment fuel system

1 Fuel from fuel filtration module 2 3

2 Connection to fuel dosing valve (L124)
2 3
4
Air shut-off valve
Air supply
4

5 Fuel shut-off valve

6 Pressure sensor

6 5
I402237

Fuel pressure sensor

The fuel pressure sensor is a piezo-capacitive
sensor. This sensor measures the pressure in the
line to the fuel dosing valve (L124). The
measured pressure can be fuel or air pressure.
Effect of output signal on the system:
- The fuel pressure sensor measures the fuel
pressure after the fuel control valve;
- value used for calculation of the amount of
fuel that must be injected;
- diagnosis of clogged and/or leaking dosing
system.
Fuel shut-off valve
The fuel shut-off valve is a solenoid valve
Effect of output signal on the system:
- The fuel shut-off valve supplies fuel from the
fuel filtration module to the fuel dosing valve
(L124).
Air shut-off valve
The air shut-off valve is a solenoid valve
Effect of output signal on the system:
- The air shut-off valve purges the fuel line of
air to empty the fuel line to the fuel dosing
module after the fuel supply has stopped.

Find the location of the fuel intake

module for MX-11 and MX-13 engines.

.....................................................................................................................................................

3.8 DPF PRESSURE SENSOR

The DPF pressure sensor (F910) is a piezo-

capacitive sensor.
This sensor measures the pressure in the
exhaust before and after the DPF.
- measures the differential pressure over the

2 -
DPF
measures pressure after the DPF
EAS uses the sensor values to:
- determine the soot load of the DPF, which is
an indication of how much soot is in the DPF
- calculate the duration of the regeneration
- diagnose the DPF's functionalities
DPF_differential_pressure_DI

Urea_dosing_valve_GND

Urea_dosing_valve_PO

Urea_pressure_GND
Urea_temprature_5V

Urea_temprature_AI
DPF_pressure_DO

9 11 17 16 54 6 36 Urea_pressure_AI
12
D442
3352

3353

4198
4197

ECU EAS-4
3387

3360

3359
3358
3387

3358
3358

3387

1 4 2 3 1 2 3 4 5 6 7 8

F910 L174
sensor DPF pressure urea dosing
module

i405568-3

3.9 PM SENSOR

The purpose of the PM sensor is to check the

efficiency of the DPF.
The PM sensor measures the amount of soot in
the exhaust gases after the SCR catalyst.

2
- the PM sensor (F914) consists of an
electronic control unit and a sensor element
- the electronic control unit communicates with
the EAS-4 ECU via A-CAN
- the sensor contains a heater circuit and a
sensor circuit
Operation
The sensor element consists of two electrodes,
which are heeated to 785°C to burn off soot
deposited on the sensor.
A clean sensor element has a very high
resistance value.
Resulting in ~0 mA current measured through the
electrodes.
Soot particles in the exhaust gasses pass the
sensor and deposit on the sensor electrodes.
As soot is conductive, a small current starts to
flow through the two sensor electrodes.
The current measured by the sensor represents a
certain amount of soot in the exhaust gas.

4. CONTROL FUNCTIONS
4.1 STARTUP PHASE

M
K

2 L

B C
1
1
U
2 M P
3 3
E F G
CAN U CAN
M t p NOx

4 6 2
5 D

1
I J
1
H
2
Q 2
1
M 3
2
i406043

A ECU EAS-4 (D442)

B pump module (L172)
B1 filter
B2 heat exchanger
B3 frost compensation element
B4 pump
B5 Intake filter
B6 pressures relief valve
C
C1
AdBlue dosing valve (L174)
pressure sensor
2
C2 dosing valve
C3 filter
D EAS-4 unit
D1 SCR (Selective Catalytic Reduction
catalyst)
D2* DPF (Diesel Particulate Filter) and DOC
(Diesel Oxidation Catalyst)
E* exhaust gas temperature sensors (D451)
F* DPF pressure sensor (F910)
G NOx sensor after catalyst (F843)
H tank heater valve (L076)
I AdBlue tank
I1 coolant line
I2 AdBlue filter
J AdBlue tank sensor (F873)
J1 quality sensor
J2 temperature sensor
K fuel dosing valve (L124)
L exhaust
M coolant

NOTE: * Differences for on-DPF

equipped vehicles are:
- D2: back pressure module
- E: F840 and F842
- F: not applicable

Pressure buildup process

When the ignition is switched on, the EAS-4 ECU
receives a CAN message from the AdBlue tank
level sensor. The system enters the startup
phase:
1. the pump module starts running when the
tank temperature sensor measures a
temperature above -5°C.
2. the pump module starts to build up the
pressure to approximately 8.5 bar.
3. when the target pressure of 8.5 bar is
reached, the system is ready to inject AdBlue

Pressure control in startup phase

A pressure governer controls the pump speed. It
uses the output of an internal pressure sensor in
the AdBlue dosing valve.
The system makes ten attempts to build up
pressure. If it doesn't succeed, it switches to the
after-run phase and an active fault is set.

2 AdBlue heating process

There are three operating states of the heating
AdBlue tank (+line) heating control
- 1. Defrosting state.
- 2. Maintenance Heating state
- 3. OFF state
Defrosting state is used to thaw frozen
components (tank, lines, and pump module
(L172)).
The controller is in defrost operating state based
on AdBlue tank sensor (F873) (temperature)
Maintenance heating means heating during
operation.
Maintenance heating is used to keep the
components from refreezing once being thawed.
The controller is in maintenance heating
operating state based on AdBlue tank sensor
(F873) (temperature)
OFF state is used when there is no risk of
(re)freezing and no heating is needed and based
on AdBlue tank sensor (F873) (temperature)
Inputs & Outputs
Inputs
- (L174) AdBlue pressure, measured in the
dosing valve
- (F843) NOx sensor after catalyst
- (F844) NOx sensor before catalyst
- (F873) AdBlue tank sensor
- NH3 storage level
Outputs
- (L076) Tank heater valve
- (L172) Pump module
- (L174) Dosing valve

4.2 DOSING PHASE

K
M
2
L

B C
1
1
U
2 M P
3 3
E F G
CAN U CAN
M t p NOx

4 6
2
5 D

1
I J
1
H
2
Q 2
1
M 3
2
i406044
A ECU EAS-4 (D442)
B pump module (L172)
B1 filter
B2 heat exchanger
B3 frost compensation element
B4 pump
B5 Intake filter
B6 pressures relief valve
C AdBlue dosing valve (L174)
C1 pressure sensor
C2 dosing valve
C3 filter
D EAS-4 unit
D1 SCR (Selective Catalytic Reduction catalyst)
D2* DPF (Diesel Particulate Filter) and DOC (Diesel Oxidation Catalyst)
E* exhaust gas temperature sensors (D451)
F* DPF pressure sensor (F910)
G NOx sensor after catalyst (F843)
H tank heater valve (L076)
I AdBlue tank
I1 coolant line
I2 AdBlue filter
J AdBlue tank sensor (F873)
J1 quality sensor
J2 temperature sensor
K fuel dosing valve (L124)
L exhaust
M coolant

NOTE: * Euro 5:
- D2: replace by back pressure
module
- E: two temperature sensors less
- F: not applicable

Dosing phase
During this phase, the system is ready to inject

2
AdBlue. The quantity of AdBlue is regulated by
controlling the dosing valve with a specific duty
cycle.
A specific quantity of AdBlue is injected
depending on the:
- exhaust mass flow.
- the reading of NOx sensor before the
catalyst
- the reading of NOx sensor after the catalyst
- NH3 storage level, calculated by the EAS-4
ECU
If the reading of the NOx sensor before the
catalyst is not available, the quantity of AdBlue
injected depends on PCI's calculated engine-out
NOx emissions.
Inputs & Outputs
Inputs
- (F843) NOx sensor after catalyst
- (F844) NOx sensor before catalyst
- (F873) AdBlue tank sensor
- (L174) AdBlue pressure, measured by the
dosing valve
- NH3 storage level
Outputs
- (L076) Tank heater valve
- (L172) Pump module
- (L174) Dosing valve

.....................................................................................................................................................

4.3 AFTER-RUN PHASE

K
M
2
L

B C
1
1
U
2 M P
3 3
E F G
CAN U CAN
M t p NOx

4 6 2
5 D

1
I J
1
H
2
Q 2
1
M 3
2
i406045
A ECU EAS-4 (D442)
B pump module (L172)
B1 filter
B2 heat exchanger
B3 frost compensation element
B4 pump
B5 Intake filter
B6 pressures relief valve
C AdBlue dosing valve (L174)
C1 pressure sensor
C2 dosing valve
C3 filter
D EAS-4 unit
D1 SCR (Selective Catalytic Reduction catalyst)
D2* DPF (Diesel Particulate Filter) and DOC (Diesel Oxidation Catalyst)
E* exhaust gas temperature sensors (D451)
F* DPF pressure sensor (F910)
G NOx sensor after catalyst (F843)
H tank heater valve (L076)
I AdBlue tank
I1 coolant line
I2 AdBlue filter
J AdBlue tank sensor (F873)
J1 quality sensor
J2 temperature sensor
K fuel dosing valve (L124)
L exhaust
M coolant

NOTE: * Euro 5:
- D2: replace by back pressure
module
- E: two temperature sensors less
- F: not applicable

After-run phase
When the ignition is switched off, an after-run

2
takes place. If the temperature after DPF is above
530°C and the ambient temperature is above
30°C a hot shutdown procedure is executed:
- the pump module keeps running for 10
minutes.
- AdBlue pressure remains at approximately
8.5 bar. during this 10 minutes.
When these conditions are not reached, the
pump module switches off when the ignition is
switched off and the AdBlue pressure drops
automatically.
Inputs & Outputs
Inputs
- AdBlue tank sensor [F873]
- AdBlue pressure, measured by the dosing
valve [L174]
- NOx sensor before catalyst [F844]
- NOx sensor after catalyst [F843]
- NH3 storage level
Outputs
- Dosing valve [L174]
- Pump module [L172]
- Tank heater valve [L076]

.....................................................................................................................................................

4.4 DPF SOOT COLLECTION CONTROL

On the eCampus site, the ePresentation 'DPF Passive regeneration' is available to support
the explanation included in this training manual.

On the eCampus site, the ePresentation 'DPF active regeneration' is available to support the
explanation included in this training manual.
This ePresentation displays:
2
- Additional HC injection
- DOC temperature increase

On the eCampus site, the ePresentation 'DPF active regeneration' is available to support the
explanation included in this training manual.
Description:
- A = DPF pressure sensor
- B = pressure sensor after BPV
- C = soot
- D = ash

M
K

2 L

B C
1
1
U
2 M P
3 3
E F G
CAN U CAN
M t p NOx

4 6
2
5 D

1
I J
1
H
2
Q 2
1
M 3
2
i406046
A ECU EAS-4 (D442)
B pump module (L172)
B1 filter
B2 heat exchanger
B3 frost compensation element
B4 pump
B5 Intake filter
B6 pressure release valve
C AdBlue dosing module (L174)
C1 pressure sensor
C2 dosing valve
C3 filter
D EAS-4 unit
D1 SCR (Selective Catalytic Reduction catalyst)
D2 DPF (Diesel Particulate Filter) and DOC (Diesel Oxidation Catalyst)
E ECU DOC DPF temperature sensors (D451)
F Sensor DPF pressure (F910)
G sensor NOx after catalyst (F843)
H valve tank heater (L076)
I AdBlue tank
I1 coolant line
I2 AdBlue filter
J AdBlue tank sensor (F873)
J1 quality sensor
J2 temperature sensor
K valve fuel dosing (L124)
L exhaust
M coolant

PM sensor control
Sensor operation is controlled in three stages:
1. Sensor pre-heating and dew point strategy:
When the engine is started the sensor is
heated to 200°C.
The dewpoint is reached when the exhaust
gas temperature after catalyst is >200°C for
60 seconds.
2. Sensor regeneration (cleaning):
The sensor is heated to 785°C [1445°F], for
2
50 seconds. This burns off the accumulated
soot on the sensor element.
3. DPF efficiency monitor:
The DPF efficiency monitor starts when the
temperature of the PM sensor is <400°C.
During a predefined period soot is
accumulated on the sensor.
At the end of this period the DPF efficiency
monitor determines if the amount of soot is
within the predefined limits.
After DPF efficiency monitoring, the sensor
is heated to a temperature above or equal to
the exhaust gas temperature after catalyst.

D E F

Y1 Y2
1 2 3 4
2

A B C X
I405329
A Contact switched on
B engine start
C dew point end
D waiting for dew point
E sensor regeneration
E1 sensor element electrically heated
E2 soot burning
E3 DPF efficiency monitoring (self check)
E4 cooling down sensor element (below
400°C)
F PM measurement
F1 sensor signal intact DPF
F2 sensor signal deteriorated DPF
X time
Y1 current signal
Y2 temperature setpoint

Inputs & Outputs

Inputs
- AdBlue tank sensor [F873]
- AdBlue pressure, measured by the dosing
valve [L174]
- NOx sensor before catalyst [F844]
- NOx sensor after catalyst [F843]
- NH3 storage level

2 Outputs
- Dosing valve [L174]
- Pump module [L172]
- Tank heater valve [L076]
Soot levels

The DPF can reach different soot levels

depending on the soot level calculation. There
are four different soot levels. The higher the soot
level, the more soot is collected in the DPF.
Mobile regeneration Stationary regeneration
Soot collection phase Possible (when the soot load is Not possible
(DAVIE: normal) above a threshold value)
Soot level 1 (DAVIE: low) Possible Possible
Soot level 2 (DAVIE: medium) Possible Possible
Soot level 3 (DAVIE: high) Possible Possible
Soot level 4 (DAVIE: severe) Not possible Not possible

When the ignition is switched off, the level for the

amount of soot that is collected is stored in the
EAS electronic control unit.

.....................................................................................................................................................

4.5 REGENERATION

The DPF filters the soot particles from the

exhaust gas.
The collected soot is removed from the filter
(regenerated) in three different ways.

2
The collected soot level in the DPF is shown on
the DIP-5 at the driver's request.
There are three regeneration modes
- Passive regeneration
- Active regeneration
- Stationary regeneration
i401988

Passive regeneration
If the temperature of the exhaust system rises
above a certain level during vehicle use, the soot
is burned automatically in the DPF.
Passive regeneration is preferred because it
does not require additional fuel.
The platinum coating on the surface of the Diesel
Oxidation Catalyst causes nitrogen monoxide
(NO) to react chemically with the oxygen (O2) in
the exhaust gas.
This results in the level of NO being reduced and
the level of NO2 being increased. The chemical
reaction depends upon temperature.
- The lowest temperature at which this
reaction starts is ±200°C
- At temperatures above 325°C the burning of
soot becomes a continuous process; at
temperatures above 650°C damage to the
DPF is a possibility.
The NO2 reacts with the carbon in the DPF. The
carbon (soot) particles are burned by the NO2,
creating nitrogen (N2) and carbon dioxide (CO2).
If the exhaust gas temperature is low NO2 is not
produced and the soot level in the DPF will
increase.
Active regeneration
When the soot level is above a certain level, the
EAS must burn the collected soot actively.
A fuel dosing valve injects an extra amount of fuel
directly into the exhaust gas stream, causing the
temperature to rise to around 575°C.
At these high temperatures O2 in the exhaust gas
burns the collected soot (C + O2 = CO2).

This process takes place under the normal

operating conditions of the vehicle and lasts
about 30 minutes.
This process takes place without driver
intervention.
Stationary regeneration
Soot levels in the DPF build up, when the vehicle
2 is operated under unfavourable conditions in
which passive or active regeneration cannot take
place.
When a certain level is reached, a warning
appears on DIP-5 asking the driver to perform a
stationary regeneration.
This process can take up to 60 minutes. During
this time the vehicle cannot be operated, and the
vehicle must be parked in a safe place with the
handbrake applied.
The engine speed is set to a higher RPM during
the regeneration process.
HC desorb
If the DPF is loaded with HCs, they must be
actively removed to prevent damage to the DPF.
This is likely to happen when the DPF cannot
actively regenerate, for example, after long
periods of being idle (overnight).
A timer is started after a certain engine idle time
and DOC temperature.
When the timer reaches that particular time, a
DIP-5 message appears requesting an active
regeneration.
Under normal operating conditions the collected
HCs would be removed during passive
regeneration and mobile active regeneration.
The driver must start the HC desorb procedure by
pushing the DPF enable switch.
In HC desorb mode, the target temperature is
kept low (at approximately 150-200°C) to
evaporate HC as opposed to burning off the HC.
This is to prevent the DPF temperature
increasing to a point where the HCs would ignite.
HC desorb takes approximately 10 minutes.
If the driver drives off and ignores the DIP-5
warning, a second red warning is displayed and a
DTC is set.

Regeneration via DAVIE

The main purpose of this test is to clean the
Diesel Particulate Filter of soot and to monitor the
regeneration process.
During this test the following values are
displayed:
- Diesel Particulate Filter regeneration status
- Particulate regeneration dosing command
-
-
Regeneration stage
Soot fill monitor status
2
- Regeneration target temperature
- Temperature before the DOC
- Temperature after the DOC
- Temperature after the DPF
This test is a fully automated test. It is always
possible to abort the test.
Ineffective Regeneration
For certain City type duty cycles it is impossible to
complete a successful DPF regeneration
- Exhaust gas temperature too low
- Continuously trying to regenerate
Increases fuel consumption by the fuel
dosing module
Increases engine-out soot (transient
behaviour)
Affects lifetime of the DPF
- 'Ineffective Regeneration Adjustment Factor'
To avoid this continuous attempt at DPF
regeneration, an ineffective adjustment
factor has been calibrated
Under calibratable conditions (time to meet
target temperature) the next DPF
regeneration will be postponed

Ash accumulation during regeneration

A DPF pressure sensor (F837)
B Pressure sensor after BPV (F823) A
C Soot
D Ash B

Soot (PM) is collected at all times while the C

D
engine is running.
2 The soot predictor monitors the soot build-up via
the DPF pressure sensor F837.
G005580

Regeneration starts on demand of this sensor or

time-based.
Over time the DPF is filled until the DIP info
reaches a level from where a regeneration is
required.
The soot predictor demands the regeneration.
In this case an active regeneration burns all the
soot. the DIP info resets accordingly to clean.
The DPF pressure sensor still registers a slight
pressure difference due to remaining ash.
This process repeats itself continuously in which
more and more ash blocks the DPF.
The time needed to reach a pressure level that
triggers a new regeneration is shortened by the
remaining ash.
Due to this the time between regenerations gets
shorter and shorter.
Please keep in mind that the restriction is only
noticeable with sufficient exhaust gas flow.

Infuences of exhaust gas flow regarding heat

development for regeneration
Step 1
A exhaust temperature before DOC (F838)
B exhaust temperature before DPF (F839)

Fuel is injected over the DOC in an attempt to

raise the exhaust gas temperature.
driving conditions show a relatively high engine 2
speed and exhaust gas temperatures are
relatively low.
The DOC is extensively heated but the time the
exhaust gasses remain in the DOC is short.
This situation results in not enough time to i406145
transfer the heat to the exhaust gasses.
As a result of this an active regeneration can be
interrupted or not being started in the first place.
Eventually the driver is forced to perform a
stationary regeneration because the conditions
needed are not met.
Step 2
A exhaust temperature before DOC (F838)
B exhaust temperature before DPF (F839)

Fuel is injected over the DOC in an attempt to

raise the exhaust gas temperature.
driving conditions show a moderated engine
speed and exhaust gas temperatures are
relatively low.
The DOC is extensively heated and the time the
exhaust gasses remain in the DOC is sufficient.
This situation results in enough time to transfer
the heat to the exhaust gasses.
i406146

HEST warning
The HEST indicator informs the driver that a
regeneration is in progress.
The exhaust gas temperature reaches levels that
can potentially harm bystanders or the
surrounding area.
The HEST indicator can be active during active
regeneration and is always active during
stationary regeneration.

i403272

HEST activation
The conditions for activation of the HEST
indicator are based on exhaust gas temperature
and speed.
During a stationary regeneration there cannot be
any speed. The vehicle must be parked to meet
activation conditions.

2 Activation HEST based on vehicle speed (A)

520
55
°C
Km/h

30
440

410
0

I405214

The HEST indicator is on only at speeds from

which the temperature endanger bystanders or
the surrounding area.
the indicator becomes active when the speed
drops below:
- 30Km/h
the indicator becomes inactive when the speed
exceeds:
- 55Km/h

HEST activation based on temperature (B)

520
55
°C
Km/h
2
30
440

410
0

I405215

The HEST indicator is on only at temperatures

from which bystanders or the surrounding area
are endangered.
the indicator becomes active when the
temperature exceeds:
- 440ºC
the indicator becomes inactive when the
temperature drops below:
- 410ºC

4.6 SCR CONTROL

2 K
M

B C
1
1
U
2 M P
3 3
E F G
CAN U CAN
M t p NOx

4 6
2
5 D

1
I J
1
H
2
Q 2
1
M 3
2
i406047
A ECU EAS-4 (D442)
B pump module (L172)
B1 filter
B2 heat exchanger
B3 frost compensation element
B4 pump
B5 Intake filter
B6 pressures relief valve
C AdBlue dosing valve (L174)
C1 pressure sensor
C2 dosing valve
C3 filter
D EAS-4 unit
D1 SCR (Selective Catalytic Reduction catalyst)
D2* DPF (Diesel Particulate Filter) and DOC (Diesel Oxidation Catalyst)
E* exhaust gas temperature sensors (D451)
F* DPF pressure sensor (F910)
G NOx sensor after catalyst (F843)
H tank heater valve (L076)
I AdBlue tank
I1 coolant line
I2 AdBlue filter
J AdBlue tank sensor (F873)
J1 quality sensor
J2 temperature sensor
K fuel dosing valve (L124)
L exhaust
M coolant

NOTE: * Euro 5:
- D2: replace by back pressure
module
- E: two temperature sensors less
- F: not applicable

Dosing phase
During this phase, the system is ready to inject

2
AdBlue. The quantity of AdBlue is regulated by
controlling the dosing valve with a specific duty
cycle.
A specific quantity of AdBlue is injected
depending on the:
- exhaust mass flow.
- the reading of NOx sensor before the
catalyst
- the reading of NOx sensor after the catalyst
- NH3 storage level, calculated by the EAS-4
ECU
If the reading of the NOx sensor before the
catalyst is not available, the quantity of AdBlue
injected depends on the NOx predictor from the
engine management system
Inputs & Outputs
Inputs
- AdBlue tank sensor [F873]
- AdBlue pressure, measured by the dosing
valve [L174]
- NOx sensor before catalyst [F844]
- NOx sensor after catalyst [F843]
- NH3 storage level
Outputs
- Dosing valve [L174]
- Pump module [L172]
- Tank heater valve [L076]

.....................................................................................................................................................

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