ECS

Download as pdf or txt
Download as pdf or txt
You are on page 1of 156

Trainee document:

ECS-DC6, EM4/13
©202040 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.

©
202040 DW63208905
STRUCTURE

Structure

ECS-DC6
1
EAS
2
QUESTIONS & ASSIGNMENTS
3

©
202040
ECS-DC6
Table of contents

TABLE OF CONTENTS
ECS-DC6

Page Date

1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040


1.1 ECS-DC6 ECU (D431) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040
1.2 OBD legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 . . . . . 202040 1
2. COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 202040
2.1 Sensors ECS-DC6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 202040
2.2 Actuators ECS-DC6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 . . . . 202040

3. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 202040


3.1 Switching contact on/off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 202040
3.2 Fuel injection quantity and injection timing . . . . . . . . . . . . . . . . . . . . . . . . 3-2 . . . . . 202040
3.3 Cylinder detection and synchronisation . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 . . . . . 202040
3.4 Pre-glowing and after-glowing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 . . . . . 202040
3.5 Engine protection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 . . . . . 202040
3.6 Immobiliser electronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 . . . . 202040
3.7 Idle shutdown timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 . . . . 202040
3.8 Control system in the event of failure of the accelerator pedal sensor . . . 3-16 . . . . 202040
3.9 Control functions via Engine Speed Control application connector . . . . . . 3-17 . . . . 202040

4. VEHICLE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 202040


4.1 Vehicle functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 202040

5. MONITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 202040


5.1 OBD monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 202040
5.2 Monitor recordings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 . . . . . 202040
5.3 Drive recorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 . . . . . 202040

©
202040 1
ECS-DC6
Table of contents

©
2 202040
ECS-DC6
Introduction

1. INTRODUCTION
1.1 ECS-DC6 ECU (D431)

1
2
Vehicle connector (96 pins)
Engine connector (96 pins)
1 2 3 1
3 Insulating bushes
4 Fixing bracket harness connectors

The design, functions and controls of the 'ECS-


DC6' engine management system are described
in this manual.
ECS-DC6 is an abbreviation of Engine Control
System - DAF Cummins version 6. The main task
of the ECS-DC6 engine management system is
to control the engine so it runs smoothly and
efficiently under all possible circumstances. The
ECS-DC6 has a combined engine and
aftertreatment controller. The core of the ECS- 4
i402457
DC6 is the electronic control unit (ECU), a
computer that contains electronic power supplies,
central processing units, memory, sensor input
circuits and output driver circuits. Input signals
from various sensors are continuously processed
and compared with data stored in various maps
(tables) in the electronic control unit. On the basis
of these comparisons, the electronic control unit
calculates the optimum injection timing, the
required fuel injection quantity and the AdBlue®
quantity to be dosed for the EAS system. On
some equipment, the ECU communicates with
other electronic control units via the CAN network
Ambient temperature and relative pressure
sensor
The electronic control unit is not equipped with an
internal relative pressure sensor. The ambient
temperature and relative pressure readings are
taken from the turbo inlet pressure and
temperature sensor (F881).
Fuel control status
The engine always runs in one of the following
fuel control statuses:
1. Engine torque (requested)
Another ECU such as an automatic gearbox
controls the engine torque output. This status is
only active during shifting events.
2. Engine speed (requested)
Another ECU such as an automatic gearbox
controls the engine speed.
4. PTO control
The Power Take Off feature operates and
controls the engine speed.

©
202040 1-1
ECS-DC6
Introduction

6. Accelerator pedal limp home


An accelerator pedal DTC is currently active, the
accelerator pedal is disabled until the fault is
cleared.

1 7. All speed governor


The all speed governor controls the engine
speed. This is a normal status when the
accelerator pedal is pressed and the all speed
governor is enabled.
8. Two-speed governor
The accelerator pedal controls the engine speed.
This is a normal status when the accelerator
pedal is pressed and the two-speed governor is
enabled.
9. Cruise control governor
The cruise control feature operates the vehicle.
10. Maximum vehicle speed governor
The vehicle speed governor setting limits the
maximum vehicle speed. Check the adjustable
parameter settings for tyre size, rear axle ratio,
and maximum vehicle speed.
11. Idle speed governor
The idle speed governor controls the engine
speed. The accelerator pedal is released, the
vehicle runs idle.
12. Maximum engine speed governor
The engine runs at the maximum engine speed.
15. Ambient pressure derate
The engine torque output is limited due to high
altitude conditions. Check the altitude operation
of the engine and the ambient pressure sensor
reading.
16. Smoke limit
The engine fuelling is limited due to lack of
oxygen (boost pressure). This status is normal for
a few seconds during hard acceleration to
prevent excessive black smoke. Excessive time
operating in this status indicates the lack of boost
pressure (oxygen) entering the engine. This can
indicate a problem with the air inlet and/or
exhaust system.
17. Engine noise reduction derate
The injection timing is adjusted to reduce engine
noise. A defective air pressure sensor can cause
excessive amount of time in this status.
18. Engine protection control
The engine torque output is currently limited by
an engine protection status. Check for active
DTCs and determine the root cause of the engine
protection torque derate.

©
1-2 202040
ECS-DC6
Introduction

19. Maximum torque control


The engine operates on the torque curve at
maximum fuelling.
20. External system engine torque limitation
Another ECU controls the engine torque output.
1
21. Open driveline
The ECS-DC6 ECU has detected that the
transmission is in neutral or the clutch has been
disengaged.
22. Engine start
The engine is cranking and is in the process of
starting. The engine speed sensor receives a
good speed signal and the fuel system delivers
the recommended fuelling to start the engine.
24. Engine brake
The engine brake (VTG) is currently activated.
This is a normal status when the engine brake is
active.
25. Engine overspeed
The engine speed has exceeded the overspeed
limit set in the calibration. The engine operates
downhill or operates from a secondary fuel
source.
26. Engine stop
This is a normal status when the ignition switch is
on and the engine is not running.
27. Engine shut-down
The engine is in the process of being shut down.
The ignition switch has been turned off, but
engine speed has not yet reached zero rpm.
28. Fuel system derate
The engine torque and/or speed output is limited
by an active fuel system failure.
29. Engine protection derate
An engine protection status derates the engine.
Check for active DTCs and determine the root
cause of the engine protection derate.
30. Engine Speed Control governor
The industrial Engine Speed Control governor
controls engine speed. This is a normal status
when the industrial Engine Speed Control
governor is enabled.
33. Engine start-up
The engine startup protection feature limits the
accelerator pedal control until oil pressure is
reached. This is normal operation at startup until
operating oil pressure is reached.

©
202040 1-3
ECS-DC6
Introduction

34. PTO derate


The engine torque output is limited in Power Take
Off mode. Check for active DTCs causing the
Power Take Off derate.

1 36. Powertrain protection


The engine torque output is currently limited by
the powertrain protection function.
37, 38. and 39. Transmission speed limit
The engine speed is limited by the Eaton Top 2
transmission. This status only active during a
transmission shifting event.
NOTE:The Eaton Top 2 transmission is
not available for the PX engine.

41. Immobiliser intervention


An anti-theft device derates the engine.
43. and 46. Ambient pressure torque limit
The engine torque output is limited due to high
altitude conditions. Check the altitude operation
of the engine and the ambient pressure sensor
reading.
44. Coolant temperature derate
The engine torque output is limited due to high
coolant temperature. Troubleshoot the high
coolant temperature conditions.
45. Vehicle acceleration limiter
The vehicle acceleration rate is limited by the
VAL feature. Please check the vehicle
acceleration parameter settings.
47. Maximum torque control
The engine operates on the torque curve and
maximum fuelling. This is a normal status when
the engine operates at maximum fuelling on the
torque curve.
48. Exhaust gas temperature derate
The engine torque output has been limited to
reduce the exhaust gas temperature. Check for
boost pressure air leaks in the system.
50. Inlet air pressure in inlet manifold limit
The ECU limits the amount of boost pressure to
protect the air inlet system. This is normal
operation to prevent air inlet system damage.
53. Engine test function
The electronic control system has been
configured so that engine performance testing
can be done on a dynamometer without
restrictions on engine speed, engine power and
torque.

©
1-4 202040
ECS-DC6
Introduction

54. Missing vehicle speed signal


The engine speed is limited by the maximum
engine speed without vehicle speed source
feature.
55. Engine Speed Control governor
The industrial Engine Speed Control governor is
1
controlling engine speed. This is a normal status
when the industrial Engine Speed Control
governor is enabled.
56. and 58. Engine warm up protection
The engine torque and speed are limited by the
engine warm up protection feature. This status is
only active until sufficient oil pressure and coolant
temperature are available to the engine.
57. Turbocharger protection
The engine speed and torque output have been
limited to reduce the VTG speed.
59. External system engine speed limitation
The engine speed is limited by another ECU.
63. ECU power supply malfunction
The vehicle has an alternator failure warning
feature active. This can occur when the ECU
detects a battery voltage drop.
66. DPF regeneration
The engine performs a regeneration or a
desorption of the Diesel Particulate Filter.
73. Fuel system derate
The engine torque and/or speed output is limited
by an active fuel system failure.
74. Emissions derate
The engine torque and/or speed output is limited
by an active OBD system failure.
75. External system engine speed request
Another system such as an automatic gearbox
controls the engine speed.
76. Turbocharger protection
The turbocharger surge limit has been exceeded.
This can cause a VTG speed derate.
77. Customer power limiter
The customer power limiter is active and limits
the engine torque and/or speed output. Check for
active DTCs.
256. Fuel system derate
The engine torque and/or speed output is limited
by the fuel system. Check for active fuel system
DTCs.

©
202040 1-5
ECS-DC6
Introduction

1.2 OBD LEGISLATION

On-Board Diagnostics
From the introduction of the Euro 4 standard
1 onwards, On-Board Diagnostics, abbreviated by
'OBD', is mandatory for all heavy-duty vehicles. In
short, OBD is a collection of instructions and
guidelines aimed at detecting system and
component faults that affect exhaust gas
emission. Exhaust gas emission-related DTC's
must be stored so that they can be read with a
universal OBD scan tool. Additionally, the driver
of the vehicle must be informed via a warning
indicator that the vehicle no longer complies with
the legal exhaust gas emission levels and a
repair action is required.
OBD for trucks (heavy-duty vehicles) differs from
the version for passenger cars and is therefore
known as 'Heavy-Duty On-Board Diagnostics'
(HD-OBD).
History of OBD
In 1991, OBD became mandatory for passenger
cars in California. In 1994, it became mandatory
for the whole of the US. This version was called
OBD-I. In 1996, the rules for OBD were tightened
and OBD-II was introduced.
This led to the introduction in 2000 of the E-OBD
for passenger cars in Europe.

©
1-6 202040
ECS-DC6
Introduction

Overview of HD-OBD
Emission Emissions Legal intro- Characteristics
regulations standard duction Specification
date week ุ
OBD-1 Euro IV & V New type
approval
2005-41 - chassis number check-in control units of
emission-related systems 1
2005-41 - functional monitoring of emission-related
components and systems
All type - Level detection for AdBlue® and display
approvals on instrument panel
2006-41 - detection of presence exhaust gas
catalyst
- display of standardised DTC
- fault indicator MIL (Malfunction Indicator
Lamp) on instrument panel
- standardised HD-OBD connector and
standardised DTC on a generic scan tool
OBD-1+ Euro IV & V New type 2007-33 Identical to OBD-1 with the addition of:
approval - detection of high NOx emissions using
2006-41 two NOx sensors
- long-term faults for certain emission-
All type related faults
approvals - Engine power limitation:
2007-41 1. for certain emission-related faults
immediately after the fault becomes
active
2. for certain emission-related faults 50
hours after the fault has become
active
OBD-2 Euro V New type 2009-25 Identical to OBD-1+ with the difference of:
approval - Engine power limitation:
2008-41 1. for certain emission-related faults
immediately when the fault becomes
All type active
approvals 2. for certain emission-related faults 36
2009-41 hours after the fault has become
active
OBD-A Euro VI New type 2012-37 Transition to World Wide Harmonised OBD
approval with other starting points:
2012-52 - warning strategy
- scan tool interface.
All type - different scan tool and DTC structure
approvals - more diagnostics implemented because
2013-52 of updated legal requirements and added
systems
- different MIL symbol
Shift from 'detecting warnings' to
'compliance'.
OBD-C Euro VI New type 2016-37 Identical to OBD-A with the difference of:
approval - reduced OBD limits for NOx & PM
2015-52 (not emissions
relevant for - reduction of NOx limit for diluted
DAF) AdBlue®
- reduction of detecting consumption
All type failures for AdBlue®
approvals - OBD diagnostic must be proven to run at
2016-52 least 10% of the engine runtime
OBD-D Euro VI 2019-21 Identical to OBD-C:
- earlier warnings on DIP
©
202040 1-7
ECS-DC6
Introduction

OBD-C
OBD-C is the latest major step in the Euro VI
legislation and affects all vehicles from 31st
December 2016.
The new procedure for detecting faults and
1 handling faults has an increase in fault code
count (E6 approximately 350 active codes, E5
150)
The key changes on the OBD requirements are
as follows:
- The NOx emissions threshold is reduced
from 1500mg/kWh to 1200mg/kWh
- Particulate Matter detection is introduced
with a threshold of 25 mg/kWh
- The poor quality detection for AdBlue®
threshold is lowered from 0.9 g/kWh to 0.46
g/kWh
- OBD diagnostic operation must be proven to
run at least 10% of engine operational time
NOTE:OBD-C does not change the
Euro 6 emission limits!

The requirements are achieved by:


MX-engines (PCI & EAS-3) PX-engines (ECS-DC6)
NOx Recalibration of NOx sensors - Recalibration of NOx sensors
- For PX-7 engine: increasing the
SCR elements volume
PM New PM sensor Recalibration of differential
pressure sensor DPF
AdBlue® quality New quality sensor for AdBlue® Recalibration of the existing NOx
sensors

NOTE:OBD-B is not applicable for


DAF.

DAF numbers
Reduced NOx level
- 0.46g/kWh (Euro 5: 2g/kWh) 77% less NOx
Reduced PM level
- 0.01g/kWh (Euro 5: 0.03g/kWh) 66% less
PM

©
1-8 202040
ECS-DC6
Introduction

what is the OBD status of the following


vehicles?
chassis number: 0L456129
chassis number: 0L457914

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

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

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

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

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

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

©
202040 1-9
ECS-DC6
Introduction

©
1-10 202040
ECS-DC6
Components

2. COMPONENTS
2.1 SENSORS ECS-DC6

NOTE: For working principles of the


sensor types see eLearning 'EL3/4E 1
Introduction to signals, sensors and
actuators' and 'GE3/1 Diagnosis (2)'.

Oil pressure switch (F011)


The function of the engine oil pressure switch
(F011) is to measure the engine oil pressure.
What message appears on the DIP-5 if
there is an open circuit between pin
D52 from ECS-DC6 ECU and pin 1 of
the oil pressure switch F011?

i403531

EGR pressure difference sensor (F751)


What is the power supply voltage to the
EGR pressure difference sensor
(F751)?

i403527

EGR low temperature sensor (F832)


Is the position of the EGR low
temperature sensor in the EGR system
the same for PX-5 and PX-7?

i403529

©
202040 2-1
ECS-DC6
Components

Coolant level sensor (F874)

What is the resistance value of the


coolant level sensor when the coolant
reservoir is full?
1

i403594

Crankshaft sensor (F552)

NOTE: From specification week ุ


2016-41 a bi-directional crankshaft
sensor replaces the crankshaft sensor.
The bi-directional crankshaft sensor
supports a start-stop system.

NOTE: From Specification week ุ


2016-41 a new model 'resembling the
Bi-directional crankshaft sensor'
replaces the older model camshaft
sensor.
The camshaft sensor is a Hall effect i405452

sensor.
The camshaft sensor and Bi- directional
crankshaft sensor have different keying
of the connector.

©
2-2 202040
ECS-DC6
Components

Turbo speed sensor (F683)

NOTE: Below a certain turbo speed, no


signal is displayed on DAVIE.

i403591

©
202040 2-3
ECS-DC6
Components

Sensor overview PX engines


Input signals PX-4
F876 F926
F874 F651 F684 F881 F927 F826 F011 F854 F655
1

D431

D419 D418
F776
4 3 2 1 4 3 2 1

F837

F875
F843 F844

F841 F840 F839


F842
F838
G005693-3

©
2-4 202040
ECS-DC6
Components

D418 DOC/DPF temperature sensors ECU


D419 Catalytic converter temperature sensors
ECU
D431 ECS-DC6 ECU
F011 Engine oil pressure switch
F552 Crankshaft sensor 1
F558 Camshaft sensor
F651 Ambient temperature sensor
F655 Water in fuel sensor
F684 Coolant temperature sensor
F776 Accelerator pedal sensor
F826 Pressure sensor before turbine
F837 DPF pressure sensor
F838 Exhaust gas temperature sensor before
DOC
F839 Exhaust gas temperature sensor before
DPF
F840 Exhaust gas temperature sensor after
DPF
F841 Exhaust gas temperature sensor before
catalyst
F842 Exhaust gas temperature sensor after
catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst
F854 Common rail pressure sensor
F874 Coolant level sensor
F875 Temperature/level sensor for AdBlue®
F876 Boost pressure and temperature sensor
F881 Turbo inlet pressure and temperature
sensor
F926 Sensor camshaft
F927 Sensor crankshaft

©
202040 2-5
ECS-DC6
Components

Input signals PX-5


F876 F552
F874 F651 F684 F881 F558 F826 F011 F854 F683 F655 F832

D431

D419 D418
F776
4 3 2 1 4 3 2 1

F751 F837

F875
F843 F844

F841 F840 F839


F842
F838
i403659-2

©
2-6 202040
ECS-DC6
Components

D418 DOC/DPF temperature sensors ECU


D419 Catalytic converter temperature sensors
ECU
D431 ECS-DC6 ECU
F011 Engine oil pressure switch
F552 Crankshaft sensor 1
F558 Camshaft sensor
F651 Ambient temperature sensor
F655 Water in fuel sensor
F683 Turbo speed sensor
F684 Coolant temperature sensor
F751 EGR pressure difference sensor
F776 Accelerator pedal sensor
F826 Pressure sensor before turbine
F832 EGR low temperature sensor
F837 DPF pressure sensor
F838 Exhaust gas temperature sensor before
DOC
F839 Exhaust gas temperature sensor before
DPF
F840 Exhaust gas temperature sensor after
DPF
F841 Exhaust gas temperature sensor before
catalyst
F842 Exhaust gas temperature sensor after
catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst
F854 Common rail pressure sensor
F874 Coolant level sensor
F875 Temperature/level sensor for AdBlue®
F876 Boost pressure and temperature sensor
F881 Turbo inlet pressure and temperature
sensor

©
202040 2-7
ECS-DC6
Components

Input signals PX-7

F651 F876 F552


F874 F748 F684 F881 F558 F826 F011 F854 F683 F655 F832
1

D431

D419 D418

4 3 2 1 4 3 2 1

F751 F837 F806


F776
F848
F875
F843 F844

F841 F840 F839


F842
F838
i403660-2

©
2-8 202040
ECS-DC6
Components

D418 DOC/DPF temperature sensors ECU


D419 Catalytic converter temperature sensors
ECU
D431 ECS-DC6 ECU
F011 Engine oil pressure switch
F552 Crankshaft sensor 1
F558 Camshaft sensor
F651 Ambient temperature sensor, LF vehicle
F655 water in fuel sensor
F683 Turbo speed sensor
F684 Coolant temperature sensor
F748 Ambient temperature sensor, CF vehicle
F751 EGR pressure difference sensor
F776 Accelerator pedal sensor, LF vehicle
F806 Crankcase pressure sensor
F826 Pressure sensor before turbine
F832 EGR low temperature sensor
F837 DPF pressure sensor
F838 Exhaust gas temperature sensor before
DOC
F839 Exhaust gas temperature sensor before
DPF
F840 Exhaust gas temperature sensor after
DPF
F841 Exhaust gas temperature sensor before
catalyst
F842 Exhaust gas temperature sensor after
catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst
F848 Accelerator pedal sensor, CF vehicle
F854 Common rail pressure sensor
F874 Coolant level sensor
F875 Temperature/level sensor for AdBlue®
F876 Boost pressure and temperature sensor
F881 Turbo inlet pressure and temperature
sensor

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

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

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

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

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

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

©
202040 2-9
ECS-DC6
Components

2.2 ACTUATORS ECS-DC6

On the eCampus site, the


ePresentation 'ECS-DC6: Injector

1 activation' is available to support the


explanation included in this training
manual.

On the eCampus site, the


ePresentation 'ECS-DC6: High-
pressure fuel pump PX-5' is available to
support the explanation included in this
training manual.

On the eCampus site, the


ePresentation 'ECS-DC6: Exhaust Gas
Recirculation (EGR)' is available to
support the explanation included in this
training manual.

Solenoid valve, injector (B421, B422, B423,


B424, B425, B426)
Injector activation
The injector is activated with a voltage of
approximately 50 V. This voltage is supplied by a
capacitor in the ECS-DC6 electronic control unit.
The current increases rapidly because of the high
voltage. As a result, the valve in the injector
opens quickly. This is the 'pull-in' phase. The
current required to hold the valve open is much
lower. This is achieved by a pulsing voltage of
approximately 12 V after discharge of the
capacitor. This is called the 'hold phase'. The
ECS-DC6 determines the start of injection at the
moment the injector is energised. The length of
the pull-in phase stays practically the same under
all circumstances. The length of the hold phase
varies, depending on the quantity of fuel to be
injected. When the injector is deactivated, a
negative induction peak is created by switching
off the current through the injector coil. This
negative pulse is used to recharge the capacitors
in the ECS-DC6 electronic control unit.
NOTE: For injection strategy (fuel
quantity and timing), see chapter:
control functions

NOTE: The scope image is identical for


pre-injection, main injection and post-
injection. The injection duration varies
per injection.

©
2-10 202040
ECS-DC6
Components

1 Pull-in phase
2 Hold phase
3 Negative induction peak
4 Total time of one injection event
1 2 3
1

i403602-2

one injection event

©
202040 2-11
ECS-DC6
Components

Fuel pump valve (B334)

i403528-2

The maximum capacity of the high-pressure fuel


pump is available when the fuel pump valve is not
energised. The ECS-DC6 controls the fuel pump
valve, based on information of the common rail
pressure sensor (F854). The duty cycle and
frequency of the power supply to the valve is
varied to bring the common rail pressure to the
value requested by ECS-DC6. The ECS-DC6
determines the requested common rail pressure
based on the desired engine performance.

i403600

Controlled power supply to the valve

©
2-12 202040
ECS-DC6
Components

A Input General
B Output

1 Connector
1
2
3
Core
Coil
2
1
4 Plunger
5 Spring
3
The controlled power supply to the fuel pump
valve is connected to the coil (3) via the connector
(1). Increasing the current to the coil causes the
core (2) with the plunger (4) to be pushed harder
against the pressure of the spring (5). This
causes the fuel flow A-B to be restricted more. 4
This fuel flow determines the delivery of fuel to A A
the high-pressure fuel pump, which controls the
common rail pressure. 5

B
i403352

The signal supplied to the fuel pump valve 320,0

causes a current through the coil. The average 280,0

current in the coil determines the fuel flow


through the valve.
240,0

200,0

As a result, the common rail pressure varies


Flow rate [l/h]

160,0
between 400 and 1800 bar. The rail pressure
circuit makes sure that the actual rail pressure is 120,0

virtually equal to the desired rail pressure. For 80,0

this purpose, the rail pressure circuit uses the fuel 40,0

pump valve (B334) and the common rail pressure 0,0


sensor (F854). 0,0 0,2 0,4 0,6 0,8 1,0 1,2
Current [A]
1,4 1,6 1,8 2,0

i403601
When the throttle is released (vehicle
decelerates); will the current supplied to Coil current (average).
the fuel pump valve be high or low?
Explain your answer.

VTG turbo charger actuator (L037)


NOTE: EGR and VTG are not available
on the PX-4 engine.

The main task of the VTG turbo charger actuator


is to control the turbocharger nozzle ring position.
The position of the turbocharger nozzle ring
controls the gas flow guidance into the turbine
rotor. With this control, the engine management
system can control and activate:
- The engine brake
- The amount of boost pressure (which also
affects the amount of EGR flow)

©
202040 2-13
ECS-DC6
Components

1 Nozzle ring
2 VTG actuator A 1 2
3 Turbine rotor
A Exhaust gas flow to turbine rotor

1 B
C
Inlet air
Boosted air outlet
D Exhaust gas outlet 3
The main components of the VTG turbo
D
B
charger actuator are:
- ECU (integrated in the VTG actuator)
- Electric motor (integrated in the VTG
actuator)
The electric motor rotates the output shaft C
via internal gears.
- output shaft
The nozzle ring mechanism is moved via a
sector gear by rotating the output shaft.
- output shaft position sensor
The position of the actuator output shaft is
monitored with an internal sensor and a
reference magnet (reference point).
- temperature sensor
The temperature of the printed circuit board
of the ECU is monitored.
Control
The VTG turbo charger actuator is a smart
actuator that communicates with the ECS-DC6
ECU via A-CAN. The ECS-DC6 ECU controls the
actuator ECU but has its own diagnostics on the
following actuator inputs and outputs:
- power supply voltage i402296-2

- Electric motor current


The effort to move the nozzle ring is
monitored.
- output shaft position
The mechanical end positions of the nozzle
ring mechanism are monitored.
- ECU printed circuit board temperature
- ECU hardware and software
Effect of actuator on the system:
- controlling the VTG turbocharger
In general, a lower opening percentage
results in a higher turbo speed, and therefore
a higher boost pressure. The controlled
opening percentage depends on more
conditions, such as the required EGR flow
(pressure before turbine).
- controlling the pressure before turbine to
generate EGR flow and back pressure
during engine braking.

©
2-14 202040
ECS-DC6
Components

Learn sweep
A Open A
B Closed

To prevent the VTG become stuck or blocked due


to soot build-up and to check the calibrated
B
1
positions a learn sweep is performed.
During this sweep the VTG turbocharger nozzle time
ring is fully opened and fully closed to check the i403714

mechanical end positions of the nozzle ring


mechanism. This is done two times to complete
the sequence.
The learn sweep occurs during the following
situations:
- Ignition off
- Standstill for a longer period, low or no
engine load, system status is idle or PTO or
vehicle is at standstill.
Fail-safe position
The fail-safe position of the actuator is 80-85%. If
a failure is detected, the VTG actuator attempts to
move to the fail-safe position.
EGR valve module (L095)
NOTE: EGR and VTG are not available
on the PX-4 engine.

Amongst a diversity of gases, fresh air contains


oxygen and nitrogen.
The ratio of oxygen to nitrogen is approximately
21% to 78%.
The remaining 1% contains carbon dioxide, water
vapour and several other inert gases.
Due to high combustion temperatures in the
combustion chamber, a transformation of
nitrogen to nitrogen oxides (NOx) takes place.
The intake of (firmly cooled) exhaust gas in a mix
with clean air reduces the production of nitrogen
oxides (NOx).
The intake of (firmly cooled) exhaust gas in the
combustion chamber is controlled via the EGR.

©
202040 2-15
ECS-DC6
Components

O2 N2
N2 N2 N2
Exh N2
Exh O2 NOX O2 Exh
Exh N2 O2

EGR open
Min Max

i403637
The combustion temperature peaks during
combustion.
By controlling the surplus of O2 available, the
combustion peak temperature can be reduced.
These lower combustion peak temperatures
reduce the production of nitrogen oxides (NOx).
The use of EGR can reduce the NOx but can also
increase the production of soot.
Too much EGR decreases the NOx level but
increases the soot level, which is due to too little
O2 in the combustion chamber.
On the other hand, too little EGR increases the
NOx level but decreases the soot level.
The ECS-DC6 system monitors and controls the
EGR process.

©
2-16 202040
ECS-DC6
Components

O2 N2 VTG speed 83%


N2

1
N2 Min Max

N2 EGR open
O2
N2 Min Max

2 3

1 4

0 P5

Exh
NOx
Exh
Exh
2 3

1 4 Exh
NOx 0 P5 Exh
O2
N2 Exh
ExhNOx
N2 N2 N2
N2
Exh E
N2
Exh
Exh

i403636
A turbine compressor is used to increase the
density of the inlet air.
This results in more oxygen molecules per
volume unit.
To provide an optimally mixed flow of clean inlet
air with exhaust gas, the exhaust gas pressure in
the EGR must be higher than the inlet manifold air
pressure.
After the EGR, exhaust gas is mixed with clean
compressed inlet air.
This compressed mixed gas reduces the number
of oxygen molecules available for combustion.
Fewer oxygen molecules cause a slower flame
front during combustion, resulting in lowered
peak temperatures.

©
202040 2-17
ECS-DC6
Components

ECS-DC6

1 L095
4 F826
D418 D419

L037 F838 F839 F840 F841 F842

F832 6 7 8 8 9
L123

3 5 F844 F837 F843


F751

F876

L074
1
2 F683 F881

10 F875

i403611-4

©
2-18 202040
ECS-DC6
Components

Function

3
1
2
1
3

i402940-2
1 Valve shaft stem
2 valve face
3 valve seat
4 EGR actuator

The EGR valve module (L095) consists of an


actuator and an EGR valve.
The main task of the EGR valve is to control the
EGR flow to the inlet manifold. To reduce NOx
emissions from the engine, exhaust gas is
recirculated.
The amount of exhaust gas recirculated back to
the inlet manifold is dependent on the pressure
difference between the pressure before the
turbine and the boost pressure in combination
with the EGR valve position.
NOTE: The EGR valve position does
not indicate the amount of EGR flow to
the inlet manifold.

©
202040 2-19
ECS-DC6
Components

The EGR valve is mounted on top of the air inlet


connection. Exhaust Gas Recirculation is part of
the total air management system. The operation
of the EGR valve is related to the operation of the
VTG. Different strategies control the exhaust gas
1 composition that the engine delivers to the EAS.
When EGR flow is required, the ECS-DC6
commands the EGR actuator (4) to open the
valve (2), allowing exhaust gas to flow through
the EGR cooler. Cooled exhaust then flows into
the inlet manifold where it is mixed with inlet air. If
additional EGR flow is required, the ECS-DC6
ECU closes the VTG.

i403464
The EGR valve is an electric motor-driven valve,
controlled by the ECS-DC6 ECU. The assembly
consists of a stepper motor with three coils, three
position sensors and a dual poppet valve. The
three internal position sensors are used to
measure the position of the dual poppet valve.
The main components of the EGR valve
actuator are:
- Actuator with a stepper motor
- Three electric motor position sensors
The position of the electric motor is
monitored.
- Dual poppet valve
Set to zero position
When the ignition is switched on, a calibration is
performed and the actuator is set to its zero
position.

©
2-20 202040
ECS-DC6
Components

Learning and cleaning sweep


A Open A
B Closed

During this sweep the EGR valve module (L095)


is fully opened and fully closed (3x) to check and
B
1
clean the valve mechanism. Calibration and
cleaning are performed at the same time.
time
This is done directly after the ignition is switched i403715
off.
Unpowered and fail-safe position
A spring controls the unpowered and the fail-safe
position of the valve to the fully closed position of
0%. In case of failure.

©
202040 2-21
ECS-DC6
Components

Actuators overview PX engines


Output signals PX-4
L220 L076 L123 G014 L074

D431

CAN
networks

D366
D358 B334 B421
B422
B423
B424
G005668-4
B334 Fuel pump valve
B421 Injector solenoid valve cylinder 1
B422 Injector solenoid valve cylinder 2
B423 Injector solenoid valve cylinder 3
B424 Injector solenoid valve cylinder 4
D358 VIC-3 ECU
D366 DIP-5 ECU
D431 ECS-DC6 ECU
G014 Grid heater relay
L074 Pump module
L076 Tank heater valve
L123 Dosing valve for AdBlue®
L220 Actuator exhaust gas throttle

CAUTION: The injectors of the PX-4


and PX-5 engines are slightly
different.
Injectors for PX-4 are not
exchangeable with those of PX-5.

©
2-22 202040
ECS-DC6
Components

Output signals PX-5


L095 L037 L076 L123 G014 L074

D431

CAN
networks

D366
D358 B334 B421
B422
B423
B424
i403017-4
B334 Fuel pump valve
B421 Injector solenoid valve cylinder 1
B422 Injector solenoid valve cylinder 2
B423 Injector solenoid valve cylinder 3
B424 Injector solenoid valve cylinder 4
D358 VIC-3 ECU
D366 DIP-5 ECU
D431 ECS-DC6 ECU
G014 Grid heater relay
L037 VTG turbo charger actuator
L074 Pump module
L076 Tank heater valve
L095 EGR valve module
L123 Dosing valve for AdBlue®

©
202040 2-23
ECS-DC6
Components

Output signals PX-7

L095 L037 L076 L123 G014 L074

D431

CAN
networks

D366
D358 B334 B421
B422
B423
B424
B425
B426
i403018-4
B334 Fuel pump valve
B421 Injector solenoid valve cylinder 1
B422 Injector solenoid valve cylinder 2
B423 Injector solenoid valve cylinder 3
B424 Injector solenoid valve cylinder 4
B425 Injector solenoid valve cylinder 5
B426 Injector solenoid valve cylinder 6
D358 VIC-3 ECU
D366 DIP-5 ECU
D431 ECS-DC6 ECU
G014 Grid heater relay
L037 VTG turbo charger actuator
L074 Pump module
L076 Tank heater valve
L095 EGR valve module
L123 Dosing valve for AdBlue®

©
2-24 202040
ECS-DC6
Components

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

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

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

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

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

©
202040 2-25
ECS-DC6
Components

©
2-26 202040
ECS-DC6
Control functions

3. CONTROL FUNCTIONS
3.1 SWITCHING CONTACT ON/OFF

Switching on the contact


When contact is switched on, voltage is applied to 1
connection point A5 of the ECS-DC6 ECU
(D431). When input voltage is present on
connection point A5 of the electronic control unit,
an internal self-test takes place. During the self-
test, the various sensor readings are checked
and processed, including those concerning the
calculation of the start output, the duration of pre-
glowing and after-glowing, injection time and so
on. The unit communicates with the immobiliser
(if present) via the CAN connection, to enable the
supply of fuel. The status of the EAS-system is
also checked.
Switching off the contact
When the contact is switched off, the voltage is
removed from connection point A5. Any DTC in
the temporary memory is now copied to the
permanent memory. The injectors are also
immediately disengaged. As a result, the
injectors can no longer be opened and the engine
stops running. After the learning sweeps all
actuators are disengaged.

©
202040 3-1
ECS-DC6
Control functions

3.2 FUEL INJECTION QUANTITY AND INJECTION TIMING

On the eCampus site, the


ePresentation 'ECS-DC6: Injector

1 activation' is available to support the


explanation included in this training
manual.

Depending on the value of various input signals,


the electronic control unit calculates the desired
injection timing and the desired injection quantity.
The objective is to guarantee maximum engine
power with as less emission of soot particles
(PM) as possible. The emission of soot particles
decreases when the injection timing is advanced.
Pre-injection also benefits engine efficiency. The
emission of NOx increases with an early injection.
The EAS system reduces the NOx being
released.
The following overview broadly shows the various
factors affecting the injection timing and injection
quantity.
The injection timing depends on:
- engine speed in combination with the
desired injection quantity;
- engine coolant temperature;
- Inlet air temperature. With a low inlet air
temperature, the injection timing is advanced
to prevent the emission of white smoke.
The injection quantity depends on:
- the position of the accelerator pedal. The
position of the accelerator pedal sensor
determines the required engine load and
therefore determines the quantity of fuel to
be injected.
NOTE: The ECS-DC6 corrects the
quantity of fuel injected under the
influence of various control
functions.

- engine speed in combination with engine


coolant temperature
- boost pressure in combination with air
temperature
- fuel rail pressure. If a high engine load is
suddenly required at a low engine speed, the
high-pressure pump is not able to provide
the necessary rail pressure yet. The injectors
therefore need a longer injection time to
inject the required quantity of fuel.

©
3-2 202040
ECS-DC6
Control functions

Injection strategy
ECS-DC6 uses pre-injection. This means that the
total injection quantity is split between pre-
injection (1) and main injection (2). Pre-injection
serves to obtain a more gradual pressure
increase in the cylinder, to reduce the combustion
noise and to reduce emissions.
1

i400636

To increase the NOx conversion rate over the


3
SCR, the temperature must be raised and
maintained at a high level in the SCR. To achieve
this an additional post injection (3) event is
applied.
The following factors determine the total quantity
of fuel injected:
- the opening time of the injectors;
- the pressure difference between the fuel rail
and the cylinder;
- the flow resistance of the injectors.
The desired rail pressures have been
programmed into the electronic control unit for
any occurring engine load. The electronic control i401079
unit calculates the required injector opening time
and the desired rail pressure to inject the correct
quantity of fuel.
Relevant components
- Accelerator pedal sensor LF (F776), CF
(F848)
- Coolant temperature sensor (F684)
- Boost pressure and temperature sensor
(F876)
- Common rail pressure sensor (F854)
- Crankshaft sensor (F552)
- Valve, fuel pump (B334)
- Injectors (B421 to B426)
NOTE: The injection strategy during
regeneration is described in chapter
EAS - paragraph 'DPF: regeneration'.

©
202040 3-3
ECS-DC6
Control functions

3.3 CYLINDER DETECTION AND SYNCHRONISATION

Cylinder detection and synchronisation PX-4/


PX-5 and PX-7 engine
1 During start-up, the electronic control unit needs
information about the position of the pistons as
well as about the combustion cycle stage of each
of the pistons, to determine the injection timing.
This requires engine position recognition. For this
purpose, the signals of the crankshaft sensor
(F552) and the camshaft sensor (F558) are
available to the ECS-DC6 electronic control unit
(D431). These two signals contain unique signal
forms, capable of indicating not only the rotational
speed but also the current position. By comparing
the signals of the two sensors, the engine
position can be quickly recognised.
The figure shows the camshaft pulse rings of the
PX-4/PX-5 and PX-7 engines. The camshaft
sensor senses the camshaft gear which has 4+1
slots. On the PX-7 engine, the camshaft gear has
6+1 slots. The electronic control unit knows the
exact position of the synchronisation slot (S).
The crankshaft sensor (2) detects 58 (60-2) teeth
on the crankshaft pulse ring (1). The electronic
control unit obtains engine speed and angular
position information from the pulse ring teeth. The
electronic control unit also knows the exact
position of the reference mark (3), in relation to
the engine TDC positions, which is also required S S
for crankshaft and camshaft synchronisation
during starting. CAM
CAM

A B
G005729-2

A: camshaft pulse ring PX-4/PX-5 engine. B:


camshaft pulse ring PX-7 engine

TDC TDC

1 1

2 2
3 3
A B
G005730-2

A: crankshaft pulse ring PX-4/PX-5 engine. B:


crankshaft pulse ring PX-7 engine

©
3-4 202040
ECS-DC6
Control functions

Synchronisation
The synchronisation procedure begins during
engine start. This procedure is a check that
allows the electronic control unit to detect the
order of the cylinders. The procedure starts when
the electronic control unit detects from the
crankshaft sensor (F552) the reference mark in
1
the pulse ring. At that moment the electronic
control unit starts counting the holes in the
crankshaft pulse ring, at the 11th hole, it checks
for the synchronisation signal from the camshaft
sensor (F558). If no signal is detected, the
counting procedure and synchronisation check
restarts when the reference mark in the
crankshaft pulse ring passes again.
Synchronisation is completed when the camshaft
synchronisation slot (S) is detected at the 11th
hole of the crankshaft pulse ring. In this
crankshaft position injection into cylinder 1 is no
longer possible as the piston is already at TDC.
Therefore, injection will begin on the next cylinder
in the firing order, cylinder number 3 for PX-4/PX- 4
3
6
5 engines and cylinder number 5 for the PX-7 3 2
engine. The synchronisation slot (S) must be 2 5 CAM
detected within two crankshaft revolutions. If not, S 1 CAM S
1
4

there must be an error in the timing of the engine


(mechanical fault) or in the sensor signals
(electrical fault). If one of the sensor signals is TDC
absent, synchronisation cannot take place.
11 11

CRANK CRANK
1 1

A B
G005731-2

A: camshaft and crankshaft pulse ring PX-4/PX-5


engine. B: camshaft and crankshaft pulse ring
PX-7 engine

©
202040 3-5
ECS-DC6
Control functions

1 1S
4
1S
2 5
3 2 CAM
CAM 3
4 6

TDC

11 11

CRANK CRANK
1 1

A B
G005732-2

A: camshaft and crankshaft pulse ring PX-4/PX-5


engine. B: camshaft and crankshaft pulse ring
PX-7 engine
Synchronisation in the event of failure of the
camshaft sensor
If the camshaft sensor signal fails,
synchronisation is no longer possible via the
camshaft sensor. During engine start-up, the
electronic control unit now actuates the injector of
cylinder 1 a few degrees before TDC based on
the known reference mark position. The
electronic control unit looks for an increase in
engine speed as confirmation that the injection
event was made on the correct cylinder. If no
increase in engine speed is detected, the
counting procedure starts again when the
reference mark in the crankshaft pulse ring is
detected on the next rotation of the engine. The
electronic control unit now actuates again the
injector of cylinder 1 a few degrees before TDC
based on the known reference mark position. An
increase in engine speed this time confirms that
the last injection was made in the correct cylinder,
indicating that the synchronisation has been
accomplished. This recognition method is slower
and as a result, it can take longer for the engine
to start.
Synchronisation in the event of failure of the
crankshaft sensor
If the crankshaft sensor signal fails, the electronic
control unit actuates the injector of the cylinder
after recognition of the synchronisation slot on
the camshaft pulse ring (cylinder number 3 for
PX-4/PX-5 engines and cylinder number 5 for the
PX-7 engine). From then on, injection timing and
injection quantity control take place based on the
position of the slots of the camshaft pulse ring.
The electronic control unit no longer receives

©
3-6 202040
ECS-DC6
Control functions

accurate engine position information from the


crankshaft sensor, as a result injection timing is
timed based. This recognition method is slower
and less accurate. The engine takes longer to
start, fuel consumption, the emission of harmful
gases and the engine noise level are adversely
affected. If the crankshaft sensor fails, the
1
electronic control unit derives not only the engine
position but also the engine speed from the
camshaft signal.
Relevant components
- Crankshaft sensor (F552)
- Camshaft sensor (F558)
- Injectors PX-4/PX-5 (B421-B424)
- Injectors PX-7 (B421-B426)

©
202040 3-7
ECS-DC6
Control functions

3.4 PRE-GLOWING AND AFTER-GLOWING

The glow system is optional.

1 When the contact is switched on, the boost


pressure and temperature is measured. Based
on this data, the ECS-DC6 electronic control unit
(D431) calculates the required duration of pre-
glowing and after-glowing time.
To actuate the glow function, the ECS-DC6
supplies a voltage to the grid heater relay (G014)
via connection points A75 and A76. Confirmation
that the grid heater relay is active is as follows:
ECS-DC6 sends a CAN message to VIC-3 via V-
CAN1 that the grid heater relay has been
activated. VIC-3 then checks the status (voltage)
on pin C7 which must correspond to the CAN
message. If the signals do not match, a warning
appears on DIP-5. If the signals match, VIC-3
activates the glow indicator on the DIP-5.
Conditions for activating the pre-glowing
function:
- the battery voltage must be higher than a
programmed value;
- the measured temperature must be lower
than a programmed value for activating the
pre-glowing function in the electronic control
unit;
- there must be no engine speed signal (pre-
glowing function is switched off when the
electronic control unit registers an engine
speed signal).
NOTE: In the period in which the
starter motor runs the engine, the
pre-glowing function is
disengaged, so that more battery
capacity is available for the starter
motor.

Conditions for activating after-glowing:


- The battery voltage must be higher than a
programmed value.
- The measured temperature must be lower
than a programmed value for activating the
after-glowing function in the electronic
control unit.
- There must be an engine speed signal.
Relevant components
- Boost pressure and temperature sensor
(F876)
- Crankshaft sensor (F552)
- Grid heater relay (G014)
- Glow element (B341) and
- VIC-3 ECU

©
3-8 202040
ECS-DC6
Control functions

3.5 ENGINE PROTECTION SYSTEM

The ECS-DC6 ECU is equipped with an engine


protection system. This system uses the sensors
to recognise situations that result in immediate
engine damage or seriously reduce the service 1
life of the engine. If such a situation is recognised,
the engine torque and the maximum engine
speed can be reduced temporarily.
The ECS-DC6 ECU uses the following input
signals for this:
- Engine oil pressure switch (F011)
- Coolant temperature sensor (F684)
- Crankcase pressure sensor (F806), PX7
only
- EGR low temperature sensor (F832)
- DPF pressure sensor (F837)
- Coolant level sensor (F874)
- Boost temperature and temperature sensor
(F876)
During operation, the engine protection system
continuously monitors the input signals from
these sensors. Different temperature, level and
pressure threshold values have been
programmed into the ECU for these input signals.
As soon as a threshold value is exceeded for a
certain period of time, a 'yellow warning' appears
on the DIP. Depending on the fault the maximum
engine torque is limited by a reduction in the fuel
injection quantity. Less heat is produced when
less fuel is injected into the engine. This results in
a reduction of the engine temperature. For some
faults when a second or third threshold value is
exceeded, a 'red warning' is generated on the
DIP, accompanied by a reduction in the
maximum speed of the engine. In addition, some
faults belong to the OBD monitoring system.
These faults impact on the exhaust emissions
and as a result the warning indicator is switched
on. This means for certain faults, following a
successful repair, both the engine protection
monitor and the OBD monitor must run and pass
to clear all DTC and DIP warnings. This can take
up to three drive cycles.

©
202040 3-9
ECS-DC6
Control functions

Coolant temperature (F684)


When the coolant temperature rises above 50
104°C, the engine protection system becomes
active and begins progressively reducing the 3
40
engine torque by a maximum of 15% as the
1 temperature increases. No warning is given on
the DIP for this event, which is known as silent
30 2
derate. 20 1
This rise in temperature can be a result of how or 10
where the vehicle is operated. Reducing the
torque by a small amount reduces or stops the
rise in temperature. 104 110 113 117

If the coolant temperature reaches 110°C, the i403516

engine protection system sets a DTC (1),


illuminate a yellow warning and MIL tell-tale on
the DIP and close the EGR valve.
If the coolant temperature continues to rise, the
engine protection system continues to reduce the
engine torque. At 113°C, a second DTC (2) is set.
If the coolant temperature continues to rise above
113°C, the engine protection system continues
reducing the engine torque to a maximum of
40%. At 117°C a third DTC (3) is set, the DIP
warning switches red and, on top of the 40%
torque reduction, the engine speed is limited to a
maximum of 1500 rpm.
Engine oil pressure (F011)
After engine start-up, the engine protection
system monitors the engine oil pressure switch
(F011) signal.
The engine oil pressure switch (F011) is normally
closed and opens at 0.5 bar to indicate to ECS-
DC6 that oil pressure has built up. If after a
certain time the switch fails to open, indicating no
oil pressure, the engine protection system
becomes active. The engine torque is
immediately reduced by 40%. In addition, engine
speed is limited to a maximum 1500 rpm, a DTC
is set and a red warning appears on DIP.
On successive engine starts the engine
protection system remains active until oil
pressure is monitored in the ECS-DC6 ECU by
the oil pressure switch signal.

©
3-10 202040
ECS-DC6
Control functions

Boost temperature (F876)


A threshold value for the inlet air temperature is 50
stored in the ECS-DC6 ECU.
2
At an inlet air temperature of 110°C, the engine 40
protection system becomes active. A DTC (1) is
set and the engine torque reduction becomes
30 1
active. No warning is given on the DIP for this 20
event.
10
If the inlet air temperature continues to rise above 1
110°C, the engine protection system starts
reducing the engine torque by a maximum of 110 120
40%. As the temperature increases, the engine
torque is progressively reduced by reducing the i403517

fuel injection quantity.


At 120°C a second DTC (2) is set, a red warning
appears on DIP and on top of the 40% torque
reduction, the engine speed is limited to a
maximum of 1500 rpm.
EGR low temperature (F832)
A threshold value for the EGR gas flow
temperature is stored in the ECS-DC6 ECU.
At an EGR gas flow temperature of 180°C, the
engine protection system becomes active. A DTC
is set, and a yellow warning and the MIL appear
on the DIP.
If the EGR gas flow temperature continues to rise
above 210°C, a second DTC is set. No warning is
given on the DIP for this event. If the EGR gas
flow temperature continues to rise, the engine
protection system closes the EGR valve at
245°C.
At 250°C a third DTC is set, and the engine
protection system immediately reduces the
engine torque by 40% and limits the engine
speed to a maximum of 1500 rpm.
Crankcase Pressure (F806)
The threshold value for the crankcase pressure is
stored in the ECS-DC6 ECU.
If the crankcase pressure exceeds 38 mbar, the
engine protection system becomes active. A DTC
is set and a yellow lamp appears on DIP.
If the crankcase pressure continues to increase
and exceeds 50 mbar, a second DTC is set, a red
warning appears on DIP and the engine torque is
reduced by 40%.

©
202040 3-11
ECS-DC6
Control functions

Engine coolant level (F874)


The threshold value for the coolant level is stored
in the ECS-DC6 ECU. A delay period is built into
the diagnostic monitor to allow for coolant level
movement.
1 If the coolant level drops below and stays below
the sensor level for longer than the delay period,
the engine protection system becomes active.
- LF vehicle:
A DTC is set and the MIL tell-tale appears on
the DIP. After a further delay period a second
DTC is set and alternately a red warning
“Coolant level too low” or a red warning
“STOP” appears on the DIP with a
continuous audible warning when the engine
is running.
- CF vehicle:
When the coolant level drops below the first
switch level, a DTC is set and a yellow
warning “Coolant level low” appears on the
DIP (no engine protection derate is applied).
If the coolant level drops below the second
switch level, a second DTC is set, the MIL
tell-tale and alternately a red warning
'Coolant level too low' or a red warning
'STOP' appears on the DIP with a continuous
audible warning when the engine is running.
DPF Soot load (F837)
The threshold value for the DPF soot load is
stored in the ECS-DC6 ECU.
When the amount of soot trapped in the soot filter
reaches a load limit of 7 grams (level 3) the
engine protection system becomes active.
A DTC is set and a yellow warning appears on the
DIP, with the remark 'soot filter full'. As the soot
load increases, the engine torque is progressively
reduced to a maximum of 40% by reducing the
fuel injection quantity.
At a soot load of 9 grams (level 4) a second DTC
is set, the DIP warning switches red with the
remark 'soot filter full, service required' and the
MIL tell-tale is switched on. In addition, on top of
the 40% torque reduction, the engine speed is
limited to a maximum of 1500 rpm.
Engine warm-up protection system
After engine start-up, the engine warm-up
protection system monitors the coolant
temperature and the oil switch signals. The
system operates between a coolant temperature
of -40°C to +130°C with or without an oil switch
signal. The engine warm-up protection system
delays the accelerator pedal response for a
varying period of time. The maximum delay time
is 60 seconds.

©
3-12 202040
ECS-DC6
Control functions

Relevant components
- Engine oil pressure switch (F011)
- Crankshaft sensor (F552)
- Coolant temperature sensor (F684)
- Accelerator pedal sensor (F776) or (F848)
-
-
EGR low temperature sensor (F832)
DPF pressure sensor (F837)
1
- Boost pressure and temperature sensor
(F876)
- Coolant level sensor (F874)

©
202040 3-13
ECS-DC6
Control functions

3.6 IMMOBILISER ELECTRONIC CONTROL UNIT

The immobiliser system is optional. The


immobiliser is an anti-theft system designed to

1 make sure that the engine can only be started


with the correct ignition key. The immobiliser
communicates with the engine management
system via CAN. The engine management
system releases or locks the fuel supply. The
immobiliser consists of an electronic control unit
and an ignition key remote control containing a
coded 'transponder'.

1 Transponder chip in the ignition key


2 Immobiliser antenna
3 Immobiliser ECU
V CAN-1
4 Engine management system

The identification procedure between immobiliser


and ignition key starts as soon as the contact is 2 3 4
switched on. When the code is approved, the
immobiliser sends a CAN message to ECS-DC6
and VIC-3. Based on this CAN message ECS-
DC6 releases the fuel supply and VIC-3 enables 1
the starter motor. If the identification codes do not E504961
match, or in the event of a CAN communication
error, the injectors and starter motor cannot be
activated and a 'red warning' appears on the DIP-
5.
Relevant components
- Immobiliser (via V-CAN-1)
- ECS-DC6
- Injectors (B421 to B426)
- VIC-3
- Starter motor
Relevant CAN communication
Received CAN messages:
- Immobiliser is present and correct (V-CAN-
1)
Transmitted CAN messages
- Fuel supply blocked (V-CAN-1)
- Warning activation (V-CAN-1)

©
3-14 202040
ECS-DC6
Control functions

3.7 IDLE SHUTDOWN TIMER

The idle shutdown timer (automatic engine


switch-off) is an option. Idle shutdown timer can
be enabled or disabled by software request.
When engine idle shutdown is enabled, the ECS- 1
DC6 electronic control unit will shut down the
engine after a predefined amount of time. A timer
in the electronic control unit starts counting as
soon as the activation conditions are met. An
indication is given to warn the driver that the
engine shuts down shortly due to an idle
shutdown timer event.
NOTE: The ignition is NOT switched off
after the engine is shut down.

Conditions for activating the idle shutdown


timer:
- the vehicle speed must be 0 km/h
- the engine must be at idling.
- the accelerator pedal sensor must be at 0%
- the park brake must be applied
- the foot brake must not be applied
- the clutch must not be operated
- stationary active regeneration is not running
The Idle shutdown timer is reset if the activation
conditions are no longer met or if one of the reset
conditions is active as listed below:
NOTE: If a mobile active regeneration
is active and the vehicle is brought to a
stop and the hand brake applied, the
idle shutdown timer starts counting.

©
202040 3-15
ECS-DC6
Control functions

3.8 CONTROL SYSTEM IN THE EVENT OF FAILURE OF THE ACCELERATOR


PEDAL SENSOR

The accelerator pedal sensor contains two


1 position sensors. There are two reasons for this:
- Reliability: if one of the accelerator position
sensors is no longer functioning, the vehicle
is still able to reach a safe place.
- Plausibility: the engine management system
continuously compares both accelerator
pedal signals. If one signal is not according
to the current vehicle circumstances and
also deviates from the other accelerator
pedal signal, the engine management
system directly recognises that one signal is
not plausible and a malfunction is
recognised.
Non-functioning accelerator position sensor
1
If position sensor 1 fails, a DTC is stored and a
'red warning' is displayed on the DIP-5. This is
because sensor 1 is the basis for determining the
quantity of fuel to be injected.
Non-functioning accelerator position sensor
2
If position sensor 2 fails, a DTC is stored and a
'yellow warning' is displayed on the DIP-5. This is
because sensor 2 is for comparison signals to
determine if the accelerator pedal operates
correctly.
Relevant CAN communication
Transmitted CAN messages
- Warning activation (V-CAN)
Operation
As soon as the accelerator pedal is slightly
pressed, the other position sensor which still
operates, provides a signal to the ECS-DC6
electronic control unit about the position of the
accelerator pedal. The electronic control unit
activates the injectors in such a way that the
engine speed gradually increases. In this
situation, the quantity of injected fuel builds up
gradually. In this process, the maximum quantity
of injected fuel is kept below a certain limit. When
the pedal is released, the engine speed
decreases to idling speed. The increments and
decrements of the engine speed are programmed
into the ECS-DC6 ECU.

©
3-16 202040
ECS-DC6
Control functions

3.9 CONTROL FUNCTIONS VIA ENGINE SPEED CONTROL APPLICATION


CONNECTOR

120
V-CAN 1
120
V-CAN 2
N 1
3 6 A8 A4 3 2 1 1 5 4 2 6 3

120 120

A22 A46 A21 A45 D31 D55 D79 A9 A10 A33 A8 A64 A61

A66 A30 D25 D1 D26 D2 D27 D3 D49 D73 D50 D74 D51 D75

F E D C B A F E D C B A

4 3

i403720-2
A If application connector Engine Speed
Control connector
A068 ESC connector
B421 Injector solenoid valve cylinder 1
B422 Injector solenoid valve cylinder 2
B423 Injector solenoid valve cylinder 3
B424 Injector solenoid valve cylinder 4
B425 Injector solenoid valve cylinder 5
B426 Injector solenoid valve cylinder 6
B525 Tachograph
D431 ECS-DC6 ECU
D912 Immobiliser ECU
F552 Crankshaft sensor
F776 Sensor, accelerator pedal

©
202040 3-17
ECS-DC6
Control functions

The following possible control functions are


available via the Engine Speed Control
application connector (A068):
- vehicle speed limitation for special
applications
1 -
-
engine speed registration
(PTO) Engine Speed Control:
- 3 fixed engine speeds ('n1', 'n2' and
'n3'), or
- variable engine speed
NOTE: The option '3 fixed engine
speeds' or 'variable engine speed' can
be altered in the VIC-3 customer
parameter settings using DAVIE.

Vehicle speed limitation for special


applications
Vehicle speed limitation for special applications
can limit the maximum vehicle speed to a
maximum value (for example, for refuse
collection vehicles). This is a standard
programmed value in the electronic control unit.
This value can be changed using DAVIE.
This function is active if pin A66 of the ECS-DC6
ECU (D431) is connected to earth. Pin A66 is
connected to connection point 4 of the application
connector (A068).
Using CAN, the electronic control unit transmits
the vehicle speed limitation value that has been
stored. This information then appears on the
instrument panel DIP-5.
Registration of engine speed
The crankshaft sensor (F552) records the engine
speed.
The output voltage at pin A30 of the electronic
control unit (D431) is a square-wave signal. This
signal is transmitted to connection point 3 of the
application connector (A068). The frequency of
the output signal is proportional to the engine
speed.
Conditions for enabling Engine Speed
Control
All connections on the application connector
(A068) that are applicable to (PTO) Engine
Speed Control are connected to the VIC-3 ECU
(D358) or the BBM (if fitted). The ECS-DC6 ECU
receives this information from the VIC-3/BBM via
CAN.

©
3-18 202040
ECS-DC6
Control functions

The ECS-DC6 ECU enables the Engine Speed


Control via the application connector (A068) if all
the following conditions have been met:
Condition 1 The ECS-DC6 ECU must
have received the 'enable
Engine Speed Control' mes-
sage from the VIC-3.
1
NOTE: If the ECS-DC6 ECU has
received the 'enable Engine Speed
Control' message, Engine Speed
Control is no longer influenced by the
steering wheel switches.

Condition 2 The condition for activating


the Engine Speed Control
must have been met.

Depending on the parameters programmed into


the ECS-DC6 ECU and VIC-3 with DAVIE,
activation of the Engine Speed Control is possible
if certain conditions are met. These are the same
conditions as for activating the Engine Speed
Control using the steering wheel switches.
Fixed Engine Speed Control 'n1', 'n2' and 'n3'
Fixed Engine Speed Control 'n1', 'n2' and 'n3' can
be activated if the condition for releasing the
Engine Speed Control has been met.
When the appropriate pins on the application
connector are activated (see body builders info)
and the condition has been met and a continuous
signal is transmitted to the VIC-3 ECU via the
application connector, the fixed Engine Speed
Control is activated using a programmed value (in
VIC-3) or the value altered with DAVIE.

For Engine Speed Control via the application


connector, 'n1' always has the highest priority.
Next in line is 'n2' and then 'n3'.
Variable engine speed
Variable Engine Speed Control can be activated
if the conditions for releasing the Engine Speed
Control have been met.
When the appropriate pin (n1) on the application
connector is activated (see body builders info)
and the conditions has been met and a
continuous signal is transmitted to the VIC-3 ECU
via the application connector, the variable Engine
Speed Control is activated. Activation of the
appropriate pins (n2 and n3) on the application
connector increases the engine speed or
decreases the engine speed.

©
202040 3-19
ECS-DC6
Control functions

When the variable engine speed using


connection point 8 of the application connector is
not used, 'n2' and 'n3' remain fixed engine
speeds. 'n2' then has a higher priority than 'n3'.

1 Deactivating Engine Speed Control (PTO)


The Engine Speed Control (PTO) is switched off
if:
- the conditions for activating the Engine
Speed Control are no longer met
- the vehicle speed exceeds the programmed
value
- the signal 'enable Engine Speed Control'
and/or 'n1', 'n2' and/or 'n3' is no longer
present on the application connector A068
NOTE: Some of these conditions can
be altered with DAVIE.

Relevant components
- ESC connector (A068)
- Injectors (B421 to B426)
- Crankshaft sensor (F552)
- Accelerator pedal sensor (F776)
Relevant CAN communication
Received CAN messages
- Request for Engine Speed Control from VIC-
3
- Park brake status from VIC-3
- Service brake status from VIC-3
- Clutch brake status from VIC-3
- Vehicle speed from tachograph
- Current gear from AS Tronic Lite
Transmitted CAN messages
- Engine speed

©
3-20 202040
ECS-DC6
Vehicle functions

4. VEHICLE FUNCTIONS
4.1 VEHICLE FUNCTIONS

Activation of the engine brake


The engine brake is primarily intended for 1
prolonged braking, for example when
decelerating from high speed on a level road or
when driving downhill. Using the engine brake
reduces service brake wear.
NOTE: The PX-4 engine has a turbo
with a fixed geometry: therefore the
following information is only suitable for
PX-5 & PX-7 engines.

The VTG is used as an engine brake. The


steering wheel switches (C939) for engine brake
control communicate with the VIC-3 ECU via
CAN. VIC-3 transmits messages to the ECS-DC6
ECU (D341) about switching the engine brake on
and off.
When the engine brake switch is operated, the
VIC-3 places a message on the CAN. As soon as
the ECS-DC6 ECU receives this message, the
EGR valve closes and the VTG is activated to the
required position.
While the engine brake is activated, the ECS-
DC6 ECU stops injecting fuel.
Relevant components
- Injectors (B421 to B426)
- Crankshaft sensor (F552)
- Accelerator pedal sensor (F776/F848)
- VTG turbo charger actuator (L037)
- EGR valve module (L095)
Received CAN messages
- Request from VIC-3 (V-CAN) to engage or
disengage the exhaust brake. CAN message
originating from steering wheel switches (I-
CAN).
- Clutch brake status from VIC-3.
- Vehicle speed from tachograph.
- ABS/ASR activation from EBS-3
Transmitted CAN messages
- Request to change gear if the engine brake
is active
NOTE: Deactivation or activation of the
engine brake and more information
about the system is described in the
drivers manual.

©
202040 4-1
ECS-DC6
Vehicle functions

Engine Speed Control


The purpose of this function is to set a constant,
temporary engine speed higher than the idling
speed. This function can be used when the
vehicle is stationary and when driving. The
1 engine speeds (n1 and n2) can be changed using
DAVIE, see customer parameter settings.
NOTE: Deactivation or activation of the
Engine Speed Control and more
information about the system is
described in the drivers manual.

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 speed up filling of the air
supply system 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. If either
switch 1 or 2 is pressed briefly, the steering wheel
switches send a CAN message to the ECS-DC6
via VIC-3 to engage fast idle control. The engine
speed can then be increased in 25 rpm steps
(default value) by pressing switch 1, to a pre-
programmed maximum speed set in the ECS-
DC6.
NOTE: Deactivation or activation of the
fast idle control and more information
about the system is described in the
drivers manual.

Vehicle speed limitation


There are three possible vehicle speed
limitations:
- Legal vehicle speed limitation
- Variable speed limitation
- Vehicle speed limitation for special
applications
When this function is active, the ECS-DC6 ECU
adjusts the maximum injection of fuel to the
programmed maximum vehicle speed.
Statutory vehicle speed limitation
The maximum permitted vehicle speed is
programmed in the electronic control unit. As
soon as the vehicle speed exceeds the
programmed value, the fuel injection quantity is
adjusted, so that the vehicle speed cannot
increase any further. The programmed value can
be altered with DAVIE, with due observance of
the legal regulations.

©
4-2 202040
ECS-DC6
Vehicle functions

Variable speed limitation


The variable speed limitation allows the vehicle
speed to be limited to a speed set by the driver.
The variable speed limiter can be activated once
the vehicle speed is higher than 36 km/h.
CAN communication 1
The steering wheel switches (C939) for the
variable speed limitation communicate with the
VIC-3 (D358) via the CAN. The VIC-3 sends the
messages relating to switching the variable
speed limitation on and off to the ECS-DC6 ECU
via the CAN.
Vehicle speed limitation for special
applications
With the application connector (A068) the vehicle
speed limitation for special applications can be
used to restrict the vehicle speed to a
programmed value without the driver operating
any switches.
This is described in greater detail in the control
functions via the Engine Speed Control
application connector.
Relevant components
- Injectors (B421 to B426)
- Accelerator pedal sensor (F776/F848)
Relevant CAN communication
Received CAN messages
- Vehicle speed from tachograph (V-CAN)
- Request for variable speed limitation
function from VIC-3 (V-CAN). CAN message
originating from steering wheel switches (I-
CAN)
Transmitted CAN messages
- Indication of variable speed limitation status
(V-CAN)
Vehicle acceleration limiter
The vehicle acceleration limiter is a standard
feature which comes with the LF and CF (with PX
engine). The vehicle acceleration limiter adjusts
the vehicle's rate of acceleration (B) based on the
vehicle speed of unloaded and partly loaded
vehicles to achieve better fuel economy. To
accomplish this, the engine torque is limited, and
less fuel is injected, between speeds of 3 km/h
and 75 km/h (A).
It is not possible for the driver to overrule the
vehicle acceleration limiter feature, for example
by using the accelerator pedal kick-down.
However, for applications in which an
acceleration limitation is not practical, for
example for emergency vehicles, a customer
parameter in DAVIE can disable the vehicle
acceleration limiter(from DAVIE release V70).

©
202040 4-3
ECS-DC6
Vehicle functions

A Vehicle speed km/h B


B Acceleration km/h/s 5
C Acceleration limit
D Available acceleration 4

1 3 C
2

1.19 D
0
0 3 75 A
i403613

©
4-4 202040
ECS-DC6
Monitors

5. MONITORS
5.1 OBD MONITORS

OBD monitors
OBD monitors (component-specific checks) are 1
used to determine whether the emission-related
components and systems function properly and
the system operates according to exhaust gas
emission standards.
OBD methods
There are two main OBD monitors to check
components and systems:
- Continuous readiness monitors
This diagnosis runs once after the ignition is
switched on.
The system detects, for example, a defective
component, short circuit to earth, short circuit
to power supply or an interruption in the
wiring.
- Non-continuous readiness monitors
Components and systems are not checked
continuously but only under specific
operating conditions.
Some non-continuous checks are only
performed once during a drive or a key cycle.
Monitoring systems
A failure of a monitored OBD function or system
results in an illuminated MIL.
- Emission threshold monitoring
To detect when a fault causes the exhaust
emissions to exceed the OBD limit. These
include:
- Catalyst conversion efficiency
- EGR flow too high
- EGR flow too low
- Boost pressure too high
- Boost pressure too low
- DPF regeneration performance
- Performance monitoring
To detect functionality faults in components
and systems. These include:
- Demand vs actual use of AdBlue®
- Consumption and level of AdBlue®
- Quality of AdBlue®
- EGR actuator response
- EGR cooler performance
- Fuel system pressure control
- Fuel system injection timing
- VTG actuator response
- Component monitoring
To detect sensor continuity and rationality.
These include:
- Sensors out of range, value too high
- Sensors out of range, value too low
- Sensors in range, value too high
- Sensors in range, value too low
- Sensors stuck in range.

©
202040 5-1
ECS-DC6
Monitors

- Total functional failure monitoring


To detect faults which lead to a complete
loss of a function or system.
- DPF missing
- DPF blocked
1 -
-
DOC temperature efficiency
Intercooler efficiency
- Engine cooling efficiency
OBD readiness monitors in DAVIE
The following OBD readiness monitors can be
read with DAVIE:
Continuous readiness monitors:
- Comprehensive components monitor
- HP (high-pressure) fuel system monitor
- Misfire monitor
Non-continuous readiness monitors:
- DOC monitor
- SCR monitor
- EGR system monitor
- DPF monitor
- Exhaust gas sensors monitor
- VTG monitor
- Exhaust gas sensor heating monitor
OBD readiness monitor state
The ECS-DC6 ECU reviews if a monitor has run
or not; this is called the readiness state. The
following readiness states of all monitors can be
read with DAVIE:
- Ready
All conditions are met to check the
component or system function and an
evaluation of operation can be made.
- Not ready
The conditions to check the component or
system function are not met yet. No
evaluation about the operation can be made.
- Not supported
The ECS-DC6 does not support this monitor
(yet).
NOTE:All monitors change to 'Not
ready' if DTCs are reset with DAVIE.

Periodic vehicle inspections


In some countries the OBD readiness monitors
are used during the periodic vehicle inspections.
Depending on local legislation and the model
year of the vehicle, an emission test fails or is
rejected from the emission test if more than one
monitor report a 'Not ready' status.

©
5-2 202040
ECS-DC6
Monitors

5.2 MONITOR RECORDINGS

Turbo control monitor


The turbo control monitor can be used for
troubleshooting engine performance, problems
and complaints. 1
The turbo control monitor can be found in
DAVIE4 under the monitor component group
'inlet and exhaust'.
EGR control monitor
The EGR control monitor can be used for
troubleshooting EGR-related failures and DTCs.
The EGR control monitor can be found in DAVIE4
under the monitor component group 'Emissions'.
EAS DPF monitor
The EAS DPF monitor can be used for
troubleshooting DPF performance, problems and
complaints.
The EAS DPF monitor can be found in DAVIE4
under the monitor component group 'Emissions'.
EAS SCR monitor
The EAS SCR monitor can be used for
troubleshooting SCR performance, problems and
complaints.
The EAS SCR monitor can be found in DAVIE4
under the monitor component group 'Emissions'.
NOTE:The recorded data is saved in a
vehicle test file and stored in DAVIE.
To see a complete overview of the
recorded data, see Service information.

©
202040 5-3
ECS-DC6
Monitors

5.3 DRIVE RECORDERS

Regeneration history
The Regeneration history recorder in DAVIE4
1 gives the technician an overview of historical
records regarding the DPF. It records data which
contains the last 10 active regeneration events
(both complete and incomplete). The history also
has two other records that capture data which
contains the maximum temperature after DPF
and the maximum soot level achieved over the
life time of the engine.
The top part of the recorder contains the
'Regeneration history' log. The log retains up to
10 entries associated with the last 10 complete
and/or incomplete active regeneration events.
The data captured in the Regeneration history log
includes:
A Event (1 is the most recent level)
B ECU time at event. If the real time clock is not available, ECU time at event is displayed as 'Not
Available'.
C Soot level at start. This parameter records the Diesel Particulate Filter Soot Load at the beginning of
the regeneration event. There are 4 possible values that can be displayed.
D Soot load at end. This parameter records the Diesel Particulate Filter Soot Load at the end of the
regeneration event. There are 4 possible values that can be displayed.
E Temperature before DOC at start.
F Maximum temperature before DPF reached during the regeneration event.
G Maximum temperature after DPF reached during the regeneration event.
H Maximum DPF delta pressure

NOTE:The Regeneration history data is


saved in the Drive recorder reports.
To see a complete overview of the
recorded data, consult Service
information.

Engine Abuse history


The Engine Abuse history recorder tracks the
time the engine has been running above
recommended values for various engine
parameters. This provides comprehensive data
about how the engine has been used, how it has
been maintained, and what kind of abuse it has
been subjected to.
The following parameters are monitored:
- Oil pressure
- Engine Overspeed
- Engine coolant temperature
- Inlet manifold air temperature
- Crankcase Pressure (PX-7)
- Engine coolant level

©
5-4 202040
ECS-DC6
Monitors

NOTE:The engine abuse history data is


saved in the Drive recorder reports.
To see a complete overview of the
recorded data, see Service information.

Engine protection logs


The engine protection logs recorder monitors
1
critical engine operating conditions such as
coolant temperature, oil pressure, coolant level,
inlet air temperature, and inlet manifold pressure.
When an operating condition is outside of
calibrated limits, a derate results.
In operation, the ECS-DC6 ECU monitors engine
operating conditions while the engine is running.
If one of the critical parameters exceeds the
engine protection limit, as defined in the
calibration, a derate occurs and a warning
appears on the DIP-5. The severity of the derate
varies according to which engine operating
condition has exceeded its engine protection
limit.
NOTE:To see a complete overview of
the recorded data, see Service
information.

Trip recorder
The trip recorder is used to record specific vehicle
data during a trip.
The trip recorder starts when the trip info is reset.
The DAVIE4 is used to reset the trip recorder.
The recorded data is engine-related, such as
engine speed, vehicle distance, fuel used and so
on.
A trip is defined as the period between two resets.
NOTE:To see a complete overview of
the recorded data, see Service
information.

©
202040 5-5
ECS-DC6
Monitors

Duty cycle monitor


Short term map 1
0.0
1 100 0.3 0.1
0.1

0.0
90 0.3
0.2 0.6 1.3
70 1.0
0.2 4.4
2.1 0.2
50 0.3
0.5 13.2
8.7
30
3.6
5.9 0.4
10 7.4
19.2
0
30.1
800* 1200 1600 2000 2400 2800 3200**

*Low cut-off point **High cut-off point


i405266
The duty cycle monitor graphically displays
percentages of time that the vehicle has run
within specific operating ranges. Operating
ranges are based on engine speed versus engine
torque. The engine speed is displayed on the X
axis and the engine torque is displayed on the Y
axis of the graph. The ECU calibration defines the
values for the engine speed and engine torque. A
bold line is displayed on the graph as a generic
torque curve reference. This curve is the same
across all engines.
Each block on the graph shows an intersection of
engine speed values and engine torque values
that represent a specific operating range for the
vehicle. The number displayed in each block is a
percentage of the total time that the vehicle
operated in that range. For example, if a graph
has a total of 500 hours of operating time with 5%
displayed in a block, then the engine spent 25
hours operating within that range.
“The number under the horizontal axis represents
the percentage of time the engine has spent
“motoring”, or driven by an external load. For
example, a truck going downhill, with the load
providing the driving force instead of the engine.”
NOTE:The total of the percentages
displayed in the graph can be a little
more or less than 100%.
This is due to rounding off when
DAVIE4 reads the data from the ECU.
To see a complete overview of the
recorded data, see Service information.

©
5-6 202040
ECS-DC6
Monitors

Warning logger
The warning logger can be used to get an
overview from the warnings which were displayed
to the driver. The warning logger logs all yellow
and red warnings displayed to the driver for more
than 10 s as a result of a detected error or
warning except driver assistance warnings like
1
ACC, FCW and AEB warnings. A list of maximal
20 entries is ordered sequential in time, the
topmost entry is the most recent error or warning.
The warning logger cannot be cleared, every new
entry overwrites the entry with a lower priority.
The data is stored in the VIC-3.
NOTE:To see a complete overview of
the recorded data, consult Service
information.

Audit trail
The Audit trail record changes made to ECU
settings. The Audit Trail window shows records of
the last four times that the ECU was modified. A
new Audit Trail record is created 20 minutes after
the last parameter change. A single record can
contain multiple changes, because the 20
minutes 'delay' includes all changes since the
previous record.
Various data is displayed for each Audit Trail
record.
- Record Number: The numeric identifier of a
single Audit Trail record. Each record can
contain multiple ECU changes, which can be
viewed by expanding and contracting the
record
- Tool Name: The type of tool used to modify
ECU settings: DAVIE, DAVIE4. If DAVIE
cannot determine the tool that made the
changes, Unknown Software is displayed
- User ID: The serial number of the DAVIE tool
that was used to modify ECU settings. This
number is automatically read from the ECS-
DC6 ECU
- Time since ignition on: The ECU time at the
moment the ECU changes were recorded
- Time of event: The date and time at the
moment the ECU changes were recorded
NOTE:To see a complete overview of
the audit trail, consult Service
information.

©
202040 5-7
ECS-DC6
Monitors

©
5-8 202040
EAS
Table of contents

TABLE OF CONTENTS
EAS

Page Date

1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040


1.1 EAS ECS-DC6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040
1.2 Air management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 202040
1.3 Electrical system EAS, ECS-DC6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 . . . . . 202040
1.4 Schematic overview EAS, ECS-DC6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10 . . . . 202040
1.5 Aftertreatment operation status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13 . . . . 202040 2
2. DPF UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 202040
2.1 DOC technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 202040
2.2 DPF-technology (Diesel Particulate Filter). . . . . . . . . . . . . . . . . . . . . . . . . 2-2 . . . . . 202040
2.3 Sensors: DOC/DPF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 . . . . . 202040
2.4 Regeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 . . . . . 202040
2.5 Location of DOC/DPF components ECS-DC6. . . . . . . . . . . . . . . . . . . . . . 2-22 . . . . 202040

3. SCR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 202040


3.1 SCR technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 202040
3.2 AMOX technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7 . . . . . 202040
3.3 Sensors: SCR/AMOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 . . . . . 202040
3.4 Actuators: SCR/AMOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 . . . . 202040
3.5 SCR/AMOX control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 . . . . 202040
3.6 Location of SCR/AMOX components ECS-DC6 . . . . . . . . . . . . . . . . . . . . 3-30 . . . . 202040

©
202040 1
EAS
Table of contents

©
2 202040
EAS
Introduction

1. INTRODUCTION
1.1 EAS ECS-DC6

Introduction engine emissions and


regulations
In theory, when fuel is burnt, there is a chemical
reaction taking place. Under the influence of heat,
Hydrocarbons (HC) break up and connect to
Oxygen (O) resulting in Carbon dioxide (CO2)
2
and water (H2O). A number of hard-to-control
conditions such as excessive heat, lack of
oxygen and so on disturb this process. As a
result, internal combustion engines emit the
following list of emissions:
- Water vapour (H2O)
- Carbon dioxide (CO2)
- Carbon monoxide (CO)
- Hydrocarbons (HC)
- Sulphur oxide (SOx)
- Oxides of nitrogen (NOx)
- Particulate matter (PM)
Carbon monoxide (CO) is an odourless and
colourless gas that is the result of incomplete
combustion. A lack of sufficient oxygen in the
combustion process causes this.
Hydrocarbons (HC) are the result of unburnt fuel
and lubricating oil. HCs are regulated as either
Total Hydrocarbon Emissions (THC) or Non-
Methane Hydrocarbons (NMHC).
Sulphur oxide (SOx) is produced as a result of the
sulphur present in diesel fuel. These quantities
are very small as a result of the low sulphur
content in diesel fuel.
Oxides of nitrogen (NOx) are highly reactive
gases that form when fuel is burnt at high
temperatures with excess air. They are primarily
composed of nitric oxide (NO) and nitrogen
dioxide (NO2).
Particulate matter (PM) is a mixture of solids and
liquids that includes soot from incomplete
combustion.
The first engine-emission regulations date back
to the late fifties, when the state of California
struggled with growing pollution caused by the
increasing number of vehicles. The first
European regulations for diesel engines became
active in 1982 with the introduction of ECE
regulation R49. This law regulated the emission
levels of CO (14 g/kWh), HC (3.5 g/kWh) and
NOx (18 g/kWh). New insights, combined with
new materials and techniques, led to a
decreasing amount of the level of emissions. In
2000, ECE regulation R49 changed to European
Stationary Cycles (ESC), to get a better relation
to actual road conditions.

©
202040 1-1
EAS
Introduction

EURO I 1993
EURO lI 1996
0,4 EURO Ill 2000
EURO IV 2006
EURO V 2009
EURO VI 2013
0,35
2
Particulates (g/kWh)

0,3

I
0,25

0,2

0,15
- 97 %

0,1

Il
Ill
0,05

VI V IV
0
0 1 2 3 4 5 6 7 8

- 95 % NOx (g/kWh)
G001362
True or false: Water and carbon are
both hazardous.

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

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

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

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

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

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

©
1-2 202040
EAS
Introduction

1.2 AIR MANAGEMENT

Overview
The ECS-DC6 air management system can be
divided into several subsystems:
- Air inlet system
- Exhaust system
A
- Emission Aftertreatment System
Air inlet system
2
The cooled, boosted air leaving the intercooler
mixes under certain circumstances with small
amounts of cooled exhaust gas (EGR) before
entering the inlet manifold. The inlet manifold is
integrated in the casting of the cylinder head.
Exhaust system
The turbocharger, as part of the air management
system, has a sliding nozzle ring to control the
flow of the exhaust gases through the turbine
(Variable Turbo Geometry).
B
NOTE:EGR and VTG are not available
on the PX-4 engine.

Emission Aftertreatment System A


The EAS (Emission Aftertreatment System) is a
part of the ECS-DC6 engine management
system. The EAS system provides aftertreatment
of exhaust gases to reduce harmful exhaust gas
emissions. The EAS system can be divided into
two major systems:
1. DPF (Diesel Particulate Filter) system, which
also includes the DOC (Diesel Oxidation
Catalyst).
2. SCR (Selective Catalytic Reduction) unit,
which also includes an AMOX catalyst (Ammonia
Oxidation Catalyst).
Upon leaving the turbocharger, the exhaust
gases enter the DPF unit before entering the
SCR unit. The main purpose of the DPF unit is to
collect and burn soot and to reduce the particles
in the exhaust gases. The main purpose of the
SCR system is to reduce the amount of nitrogen
oxide (NOx).
The illustration shows the possible DPF and SCR B
layouts. i403344

A. SCR unit
B. DPF unit

©
202040 1-3
EAS
Introduction

7 6

3 2 1
i402957
1 Exhaust gas in from engine
2 DOC (Diesel Oxidation Catalyst)
3 DPF (Diesel Particulate Filter)
4 Dosing valve for AdBlue®
5 Decomposition pipe
6 SCR (Selective Catalytic Reduction
catalyst)
7 AMOX (Ammonia Oxidation catalyst)

Air management system


On the PX-5 & PX-7 engine, the ECS-DC6 ECU
commands the position of the VTG and EGR
valve so that the engine exhaust gases meet the
commanded requirements of the EAS system to
make sure that the exhaust emissions comply
with legislation.

©
1-4 202040
EAS
Introduction

Air management layout system PX-4 engine

ECS-DC6

D418 D419
F826
F838 F839 F840 F841 F842

6 7 8 8 9 2
L220
L123

3 5 F844 F837 F843

F876

L074
1
2 F881

10 F875

i406287-4
PX-4 air management layout

ECS-DC6

D418 D419
L095 F826
4
L037 F838 F839 F840 F841 F842

F832 6 7 8 8 9
L123

3 5 F844 F837 F843


F751

F876

L074
1
2 F683 F881

10 F875

i403611-4

PX-5 air management layout

©
202040 1-5
EAS
Introduction

ECS-DC6

D418 D419
L095 F832 F826
4
L037 F838 F839 F840 F841 F842

2 6 7 8 8 9
L123

3 F683 5 F844 F837 F843


F751

F876

L074
1
2 F881

10 F875

i403612-3

PX-7 air management layout


D418 DOC/DPF temperature sensors ECU
D419 Catalytic converter temperature sensors ECU
F683 Turbo speed sensor
F751 EGR pressure difference sensor
F826 Pressure sensor before turbine
F832 EGR low temperature sensor
F837 DPF pressure sensor
F838 Exhaust gas temperature sensor before DOC
F839 Exhaust gas temperature sensor before DPF
F840 Exhaust gas temperature sensor after DPF
F841 Exhaust gas temperature sensor before catalyst
F842 Exhaust gas temperature sensor after catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst
F875 Temperature/level sensor for AdBlue®
F876 Boost pressure and temperature sensor
F881 Turbo inlet pressure and temperature
L037 VTG turbo charger actuator
L074 Pump module
L095 EGR valve module
L123 Dosing valve for AdBlue®

1 Air filter
2 Intercooler
3 Engine
4 EGR cooler
5 Turbocharger (VTG)
6 Diesel Oxidation Catalyst (DOC)
7 Diesel Particulate Filter (DPF)
8 Selective Catalytic Reduction (SCR)
9 Ammonia Oxidation catalyst (AMOX)
10 Tank for AdBlue®

©
1-6 202040
EAS
Introduction

1.3 ELECTRICAL SYSTEM EAS, ECS-DC6

System overview, EAS

F837
2
L074

F840
F838

D418
L123
F839

F842

D419
L076

F841

A-CAN

F843
1 2 3 4

F844
1 2 3 4

F875

L037
i403345-4

©
202040 1-7
EAS
Introduction

The ECS-DC6 ECU (D431) is the central


controlling element of the EAS system.
The unit requires different input signals to control
exhaust gas emission. Output signals activate
various components.
Input signals
- DPF pressure sensor (F837)
2 - Temperature/level sensor for AdBlue®
(F875)
- Exhaust gas temperature sensor before
DOC (F838) connected via DOC/DPF
temperature sensors ECU (D418)
- Exhaust gas temperature sensor before DPF
(F839) connected via DOC/DPF temperature
sensors ECU (D418)
- Exhaust gas temperature sensor after DPF
(F840) connected via DOC/DPF temperature
sensors ECU (D418)
- Exhaust gas temperature sensor before
SCR catalyst (F841) connected via catalytic
converter temperature sensors ECU (D419)
- Exhaust gas temperature sensor after SCR
catalyst (F842) connected via catalytic
converter temperature sensors ECU (D419)
- NOx sensor after catalyst (F843)
- NOx sensor before catalyst (F844)
- Pump module (L074)

©
1-8 202040
EAS
Introduction

Output signals
- VTG turbo charger actuator (L037) (not
available on the PX-4 engine)
- Pump module (L074)
- Tank heater valve (L076)
- Dosing valve for AdBlue® (L123)
CAN
Via the A-CAN, the ECS-DC6 electronic control
unit (D431) communicates with the DOC/DPF
temperature sensors ECU (D418), catalytic
2
converter temperature sensors ECU (D419), NOx
sensor before the catalyst (F844) and the NOx
sensor after the catalyst (F843).

©
202040 1-9
EAS
Introduction

1.4 SCHEMATIC OVERVIEW EAS, ECS-DC6

Schematic overview
R
H
1 7
2 M 2
4
6
3 P Q
1 1
8
5 O
2
9 2
R
R R

C D E R L M
I

1 2 1 2

F J K
P
B N
G
i403350-4

©
1-10 202040
EAS
Introduction

A Engine
B NOx sensor before catalyst
C Exhaust gas temperature sensor before
DOC
D Exhaust gas temperature sensor before
DPF
E Exhaust gas temperature sensor after
DPF
F
F1
DPF unit
Diesel Oxidation Catalyst (DOC) 2
F2 Diesel Particulate Filter (DPF)
G DPF pressure sensor
H Pump module
H1 Pump module temperature sensor
H2 Pump motor for AdBlue®
H3 Reverting valve
H4 Temperature sensor, heater element,
pump module
H5 Pressure sensor for AdBlue®
H6 Filter for AdBlue®
M7 Internal heater elements, pump module
H8 Orifice
H9 Check valve
I Dosing valve for AdBlue®
J Decomposition pipe
K SCR unit
K1 Selective Catalytic Reduction (SCR)
K2 Ammonia Oxidation (AMOX)
L Exhaust gas temperature sensor before
catalyst
M Exhaust gas temperature sensor after
catalyst
N NOx sensor after catalyst
O Tank heater valve
P Tank for AdBlue®
P1 Tank heater element
P2 Tank filter for AdBlue®
Q Temperature/level sensor for AdBlue®
Q1 Level sensor for AdBlue®
Q2 Temperature sensor for AdBlue®
R Coolant connection

©
202040 1-11
EAS
Introduction

How is the system for AdBlue® cleaned


after the injection of AdBlue®?

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

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

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

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

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

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

©
1-12 202040
EAS
Introduction

1.5 AFTERTREATMENT OPERATION STATUS

Control
NOTE:The PX-4 engine is different
from the PX-5 and PX-7 engine: it has
no EGR system or variable turbo.

- NOx and PM emissions are mandatory


parameters for the emission control system.
Besides these primary controls,
2
aftertreatment temperature is considered as
an important control criteria to ensure
sufficiently high performance of the Emission
Aftertreatment System.
- For the PX-5 & PX-7 engines, pre-
determined engine maps control the VTG
and EGR valve positions. In addition, their
positions are closed-loop controlled, based
on exhaust gas pressure, engine out NOx
and EGR valve position respectively.
- Because the VTG and EGR positions
interfere with each other, a decoupling
strategy is used to account for conflicts
between the desired NOx, controlled by the
EGR valve, and the desired exhaust gas
pressure, controlled by the VTG.
The engine always runs in one of the following
aftertreatment operation statuses:

Aftertreatment operation status Description


0. None Inactive. No particular state is active.
1. Normal The engine and Emission Aftertreatment System
are cold. For example when the engine and
Emission Aftertreatment System warms up or when
the SCR efficiency is relatively low. This status
reduces engine out NOx at the cost of particulate
matter.
The EGR valve position is more closed and the
Turbo (VTG) position is almost fully open. The
number of pre-injection events are increased to
heat up the engine quickly, reduce combustion
noise and reduce the formation of NOx.
2. De-NOx The NOx is converted in the DOC and provide more
oxygen for passive regeneration and to improve the
SCR conversion efficiency. (convert NO to NO2).
3. De-SOx (Not available yet) The SCR Desulphurisation is designed to remove
an excess buildup of sulphur on the catalyst. The
engine speed raises for a defined period. The
length of a stationary (parked) desulphurisation
takes approximately two hours to complete, and the
vehicle must be attended during this period.

©
202040 1-13
EAS
Introduction

Aftertreatment operation status Description


4. Protection In case there is a fault in the EAS protection is
needed. It reduces particulate matter at the cost of
engine out NOx. The EGR valve position is fully
closed and the Turbo (VTG) actuator position is
almost fully open. More pre-injections occur (like
the injection strategy used in the 'Normal' operation
status) and dosing of AdBlue® prohibited.
2 5. HC desorption An excess buildup of hydrocarbon (HC) is removed
in the EAS. The process raises the engine speed
for a defined period. The length of an HC
desorption takes approximately 10 minutes to
complete, and the vehicle must be attended during
this period. The EGR valve position is closed and
the Turbo (VTG) position is fully closed to heat up
the EAS. The number of post injection events are
increased to heat up the Emission Aftertreatment
System. There is no 'late post injection' to heat up
the DOC/DPF during this regeneration.
6. SCR warming up This status reduces particulate matter at the cost of
engine out NOx. The EGR valve position is more
open and the Turbo (VTG) position is more closed
to heat up the EAS. The number of post injection
events is increased to heat up the Emission
Aftertreatment System.
7. SCR heating maintained When the SCR temperature and SCR conversion
efficiency are higher than in 'SCR warming up
slowly' or 'SCR warming up'.
8. SCR warming up slowly When the EAS has reached a certain temperature
the particulate matter and engine out NOx is
reduced. The EGR valve position is more open and
the Turbo (VTG) position is almost fully open (like
the VTG strategy as used in the 'Normal' operation
status) to slowly warm up the EAS. The number of
post injection events is reduced to slowly warm up
the Emission Aftertreatment System.

During which aftertreatment operation


statuses is the EGR valve closed?

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

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

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

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

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

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

©
1-14 202040
EAS
DPF unit

2. DPF UNIT
2.1 DOC TECHNOLOGY

DOC, Diesel Oxidation Catalyst general


The first component of the EAS system consists
of the DOC (Diesel Oxidation Catalyst), a ceramic
open structure coated with catalytic material. The
DOC is combined with a DPF (Diesel Particulate
Filter), a wall-flow filter that traps soot (PM or 2
carbon, C).
Structure of catalyst
The typical basic construction of a catalyst is a
carrier material and a washcoat which is added to
the active surface of the catalyst, to increase the
surface of the active material. 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 process. The size (volume) of the
catalyst reflects that time is needed for the
chemical reaction to take place.
i401987

Composition
The catalyst material used in the DOC is a
combination of platinum (Pt) and Palladium (Pd).
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 aging 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 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).

©
202040 2-1
EAS
DPF unit

2.2 DPF-TECHNOLOGY (DIESEL PARTICULATE FILTER)

The second component of the EAS system is the


DPF (Diesel Particulate Filter), a wall-flow filter
that traps soot.
Free-flow Diesel Particulate Filter
Unlike Euro-5 EEV where open (Free-flow)

2 Diesel Particulate Filters were used, Euro 6


legislation requires a different strategy for
particulates, therefore Euro 6 vehicles are
equipped with a closed particle 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 percent. 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.
With sufficient temperature and NO2 in the DOC/
DPF, the soot burns passively. A delta pressure
sensor measures the soot level which is
compared against the soot level model.
ECS-DC6 system requests active regeneration at
a certain soot level or when a time of
approximately 50 hrs is reached. After that time
the engine switches into regeneration mode.
The ECS-DC6 system starts injecting fuel when
the DOC inlet temperature >250ºC. The injected
fuel creates heat over the DOC. The soot in the
DPF burns at a temperature of around 500-
540ºC. When the filter is clean, the post injection
stops and the system cools down. The engine i401988

switches back to normal operation mode.

©
2-2 202040
EAS
DPF unit

2.3 SENSORS: DOC/DPF

NOTE: For diagram information see


chapter: Block diagrams.

NOTE: For working principles of the


sensor types see 'Diagnose 2'.
2
DPF pressure sensor (F837)
The DPF pressure sensor (F837) is a piezo-
capacitive sensor.
This sensor measures the pressure in the
exhaust before and after the DPF.
Effect of output signal on the system
- Determines the soot load of the DPF, which
is an indication of how much soot is in the
DPF.
- Calculation of the duration of the
regeneration
- DPF diagnostics
NOTE: With regard to the DPF
differential pressure sensor, it is
important to realize that a reliable
measurement can only take place if
there is sufficient exhaust gas flow. If a i402004

vehicle operates in unfavourable


driving conditions, such as city traffic, it
is possible that the DPF system cannot
properly monitor the amount of soot
collection in the DPF filter resulting in
an unfavourable regeneration strategy.

DOC/DPF temperature sensors ECU (D418)


D418 DOC/DPF temperature sensors ECU F840
F838 Exhaust gas temperature sensor before
DOC
F839 Exhaust gas temperature sensor before
DPF
F840 Exhaust gas temperature sensor after F839 D418
DPF

General
- The temperature sensors are thermocouple F838
types.
- The temperature sensors are connected to
the DOC/DPF temperature sensors ECU
(D418). The signal from the exhaust gas
temperature sensors is transmitted to the A- i402018
CAN by the ECU DOC/DPF temperature
sensors (D418).
The temperature sensors cannot be
disconnected from the DOC/DPF
temperature sensors ECU (D418).

©
202040 2-3
EAS
DPF unit

Exhaust gas temperature sensors (F838 and


F839)
A temperature sensor configured as a
thermocouple is used for measuring the exhaust
gas temperature.
This data from the exhaust gas temperature
sensors is used to calculate the temperature rise
over the DOC.

2 Effect of the output signals on the system


- Calculates the temperature rise over the
DOC;
- determining if a regeneration can be started;
- calculation of the amount of fuel that must be
injected;
- determining if heating of the NOx sensor
before catalyst (F844) is required to reach
the operating temperature.
- diagnoses the DOC efficiency.
Exhaust gas temperature sensor after DPF
(F840)
A temperature sensor configured as a
thermocouple is used for measuring the exhaust
gas temperature.
If the measured temperature is too high, the
amount of injected fuel is reduced, resulting in a
derate.
Effect of the output signal on the system:
- Protect the DPF against a too high
temperature.

©
2-4 202040
EAS
DPF unit

2.4 REGENERATION

On the eCampus site, the


ePresentation 'Passive regeneration
ECS-DC6' is available to support the
explanation included in this training
manual.

On the eCampus site, the


ePresentation 'Active regeneration 2
ECS-DC6' is available to support the
explanation included in this training
manual.

Regeneration in general
One of the main targets of the Euro 6 regulations
is the reduction of Particulate Matter (PM or soot).
For this purpose, trucks are equipped with an
Emission Aftertreatment System that contains a
Diesel Particulate Filter (DPF). The DPF filters
the soot particles from the exhaust gas. The
collected soot is removed from the filter
(regenerated) in different ways. The collected
soot level in the DPF is shown on the DIP-5 at the
driver's request.
Soot predictor
Soot (PM) is collected at all times while the
engine is running.
The soot predictor monitors the soot build-up via i401988

the DPF pressure sensor F837.


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 a regeneration.
types of regenerations
There are two types of regeneration possible.
- active regeneration.
- passive regeneration.
Active regeneration
An active regeneration is in a situation in which
the soot predictor or time based requires a
regeneration. The temperature is too low to
perform a regeneration and additional fuel must
be injected to raise the temperature via the DOC.
Active refers to the engine management system
is actively involved to raise the exhaust gases
temperature. Meaning
- no driver interference required.
- heat is required, a certain amount of fuel is
injected in the exhaust gas flow.
- soot burns with O2, temperature
approximately 575ºC.
- carbon (C) and oxygen (O2) result in carbon
dioxide (CO2) and ash.
- ashes get trapped in the DPF.

©
202040 2-5
EAS
DPF unit

Passive regeneration
A passive regeneration is in a situation that the
exhaust gases temperature is sufficient to
perform a regeneration.
- no driver interference required
- NO2 is required, NO2 is obtained over the
DOC by a chemical reaction from NO and
O2. Process start at approximately 200ºC.
- soot burns by NO2. Process approximately
2 -
between 325ºC and 550ºC.
NO2 and soot result in nitrogen (N2), carbon
dioxide (CO2) and ash.
- ashes get trapped in the DPF.
Conditions of regenerations
Regeneration can be performed under two
different conditions, namely mobile and
stationary.
Mobile regeneration
A Mobile regeneration refers to regenerations
under driving conditions.
- no driver interference is required.
- regeneration can be active or passive.
Stationary regeneration
A stationary regeneration is demanded at stand
still.
- The DPF is filled to a certain amount but the
regeneration conditions cannot be met or
regeneration is continuously interrupted.
- driver interference required.
- this is an active regeneration, further detail
see above.
Passive regeneration
Passive regeneration takes place during normal
vehicle operation and only when temperatures
are sufficient. During passive regeneration the
DPF unit works in combination with a Diesel
Oxidation Catalyst (DOC), which is located
before the DPF. The DOC is used to convert
nitrogen oxide to nitrogen dioxide: 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
nitrogen dioxide is used to 'burn' the soot in the
DPF.
However, the chemical reaction depends upon
temperature. At lower temperatures there is not
enough nitrogen dioxide in the exhaust gas after
the DOC to burn all the soot. The soot particles
are now 'collected' in the DPF.
If the temperature of the exhaust system rises
again, the soot is burnt automatically during a
new passive regeneration.

©
2-6 202040
EAS
DPF unit

- The lowest temperature at which this


regenerations start is ±200°C.
- At temperatures above 325°C the burning of
soot becomes a continuous process;
temperatures above 650°C can damage the
DPF.
The NO2 reacts with the carbon in the DPF. The
NO2 burns the carbon (soot) particles, creating
nitrogen (N2) and carbon dioxide (CO2). If the
exhaust gas temperature is low NO2 is not 2
produced and the soot level in the DPF
increases.
Active regeneration
Due to the different vehicle operations, passive
regeneration is not always possible. The soot
level rises above a certain level. This is measured
with the DPF pressure sensor, which measures
the pressure difference before and after the DPF
together with the soot load predictor. When the
soot level is too high, the EAS must burn the
collected soot actively.
Active regeneration cleans The DPF. ECS-DC6
injects an extra amount of fuel directly via post
injection 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.

A Injector signal
B Crankshaft signal 1 2
C Camshaft signal
A
1 Main injection and normal post-injections
2 Late post-injection at approximately 165 B
degrees After TDC

i403662-2

©
202040 2-7
EAS
DPF unit

Post injection

1 2

165˚ ATDC
i403198
A Inlet manifold
B Exhaust manifold
1 EGR flow
2 Late post-injection

The PX engine uses late post-injection to raise


the temperature in the DPF when active
regeneration is required. The ECS-DC6 system
tries to maintain the correct temperature in the
DPF by injecting more or less fuel. The
temperature is measured using the exhaust gas
temperature sensor after the DPF. It also
monitors the temperature to make sure that it
does not become too high. If the temperature
increase is too high, regeneration is aborted and
a warning lamp illuminates on the dashboard.
The exhaust manifold (B) is split to divide the
number of cylinders into two. One half of the
engine is used for EGR flow (1), the other half is
used for late post-injection (2) during active
regeneration. This arrangement must make sure
that the fuel that is injected for regeneration does
not flow back via the EGR system to the engine.
If the EGR valve is closed during active
regeneration the post-injection is used for all
cylinders.

©
2-8 202040
EAS
DPF unit

L095 F826
4
L037

F832

2
A B
3 5
F751

F876

1
2 F683 F881
i403774
A No late post injection, EGR flow possible
B Late post injection

NOTE: The PX-4 engine is different


from the PX-5 and PX-7 engine: it has
no EGR system or variable turbo.

NOTE: During an active regeneration


the following 'Fuel control status' and
'Aftertreatment operation status' are
possible:
- Fuel control status: All fuel control
statuses are possible except 'DPF
regeneration'
- Aftertreatment operation status:
'Mobile regeneration'

NOTE: Passive regeneration does not


require additional fuel and is therefore
preferred above active regeneration.

Stationary regeneration
When the vehicle is operated under unfavourable
conditions for an extended period of time, passive
or active regeneration cannot take place, so soot
levels in the DPF buildup. When a certain level is
reached, a warning appears on DIP-5 asking the
driver to perform a stationary regeneration. This
can be started by using the inhibit regeneration
switch, which is mounted on the dashboard.
When the switch is pressed, a CAN message is
sent to the engine management system.
When a stationary regeneration of the DPF is
required, the temperature of the DPF must be
raised to approximately 550°C. The engine
management system revs up the engine speed to
approximately 1000-1200 rpm. To achieve this,
the ECS-DC6 adds an injection event at
approximately 165 degrees ATDC. This injection
of fuel reacts over the DOC to raise the
temperature in the DPF. The temperature in the

©
202040 2-9
EAS
DPF unit

DPF is monitored and ECS-DC6 changes the


amount of fuel injected to maintain the desired
temperature. The late post injection is on two
injector banks (all cylinders) during a stationary
regeneration.
This process can take 45 to 90 minutes. This
excludes the heating time, which can take
approximately 15 minutes. During this time the
2 vehicle cannot be operated, and the vehicle must
be parked in a safe place with the handbrake
applied. The engine speed is set between 1000
and 1200 RPM during the regeneration process.
Conditions for activation and deactivation are
described in the drivers manual.
NOTE: During a stationary
regeneration the following 'Fuel control
status' and 'Aftertreatment operation
status' are possible:
- Fuel control status: 'DPF
regeneration'
- Aftertreatment operation status:
'Stationary regeneration'

HC desorb
During a long period of engine idling or increased
engine idling, HCs (unburned fuel) coming from
the engine are stored in the Emission
Aftertreatment System. When the stored HC level
is too high, the driver is asked to perform a
stationary regeneration to burn off the stored HCs
in a controlled manner. This is to prevent a high
thermal load on the DOC, the DPF and the SCR
system when driving off.
The engine idling time after which a stationary
regeneration must be performed depends on the
engine speed and idling time. After long periods
of idling, a stationary (HC desorb) regeneration is
required. When the DPF soot level is lower than
1, the regeneration takes about 10 minutes.
When the soot level is between 1 and 3, a
complete regeneration is performed.
Regeneration by DAVIE
The main purpose of this test procedure is to
clean the Diesel Particulate Filter of soot and to
monitor the regeneration process.
During this test procedure, the following values
are displayed:
- Diesel Particulate Filter regeneration status
- Particulate regeneration dosing command
- Regeneration stage
- Soot fills monitor status
- Regeneration target temperature
- Temperature before the DOC
- Temperature before the DPF
- Temperature after the DPF
This test is a fully automated test. It is always
possible to abort the test.

©
2-10 202040
EAS
DPF unit

Regeneration: control functions


Soot collection
Between regenerations, the DPF system is in the
soot collection phase.
At lower temperatures, there is not enough
nitrogen dioxide in the exhaust gas after the DOC
to burn all the soot during passive regeneration.
The soot particles are now 'collected' in the DPF.

2
The soot predictor in the ECS-DC6 ECU
calculates the amount of soot that is collected
and corrects this using the amount of soot that is
burned during passive regeneration. The amount
of soot in the DPF is calculated with the soot
predictor that is programmed in the ECS-DC6
ECU. The differential pressure is measured with
the DPF pressure sensor. This sensor has a
connection before and after the DPF. The
differential pressure sensor signal is only valid
when the engine is in a steady state running
situation.
NOTE: with regard to the DPF
differential pressure sensor, it is
important to realise that a reliable
measurement can only take place if
there is sufficient exhaust gas flow. If a
vehicle operates in unfavourable
driving conditions, such as city traffic, it
is possible that the DPF system cannot
properly monitor the amount of soot
collection in the DPF filter. As a result,
the regeneration strategy is
unfavourable.

Soot levels
The amount of soot is calculated and categorised
in different levels. The more soot collected in the
DPF, the higher the soot level. There are four
different soot levels.

Mobile regeneration Stationary regeneration


Soot collection phase (DAVIE: Possible (when the soot load is Not possible
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 monitored


level of the amount of collected soot is stored in
the ECS-DC6 ECU.

©
202040 2-11
EAS
DPF unit

Regeneration conditions
When the ECS-DC6 ECU has calculated that the
soot level is above the threshold value, the
system must regenerate. When the threshold
value is reached, the ECS-DC6 ECU checks if
the system has acceptable exhaust gas
temperatures and mass flow rates before
initiating a mobile regeneration event. There can
be two situations:
2 1. The temperature of the exhaust gas
before the DOC is above 250°C.
If the temperature of the exhaust gas is
above 250°C, the mass flow is high enough
and the engine speed is higher than 600 rpm,
the ECS-DC6 ECU goes into the
regeneration startup phase.
2. The temperature of the exhaust gas
before the DOC is below 250°C.
If the temperature of the exhaust gas is
below 250°C, it is not possible to reach the
correct exhaust gas temperature after the
DOC for active regeneration. The
aftertreatment operating state switches to
the 'Normal' mode. Once the temperature
has reached 250°C, the system goes back
into the regeneration startup phase.
Regeneration duration and soot predictor
triggered regeneration
1 Soot level 1
level 4
2 Soot level 2 level 3
3 Soot level 3
soot (a)

level 2
4 Soot level 4
a Amount of soot level 1

b Regeneration time treshold (d)


c Soot level regeneration
d Soot level trigger threshold
clean (c)
The DPF is regenerated up to a certain soot level
(c). Therefore the duration of a mobile
regeneration event depends on the amount of
soot that is collected in the DPF, the DPF
time (b)
temperature, the exhaust gas mass flow, the NOx
i401692
level and the oxygen level. The more soot
collected in the DPF (for example, soot level 2
instead of soot level 1), the longer regeneration
takes.
Ineffective Regeneration
For certain city-type vehicle use, it is impossible
to complete a successful DPF regeneration.
- Exhaust gas temperature too low
- Continuously trying to regenerate
Increases fuel consumption
Increases engine-out soot (transient
behaviour)
Affects lifetime of the DPF

©
2-12 202040
EAS
DPF unit

- '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 is postponed
Regeneration: warnings
When the soot level rises above a certain limit,
the pressure differential over the filter becomes
2
too high. A yellow warning to start an active
regeneration appears: ‘Soot level high'.

Soot level high

K103347

Stationary regeneration must clean The DPF.


Depending on the driving conditions, the driver Soot filter
has a limited amount of time to stop the vehicle
and perform a stationary regeneration. FULL

Regeneration
required

CLEAN

K103348-2

If this is ignored, the yellow warning 'Soot level


very high' appears. The DPF must be cleaned as
soon as possible by stationary regeneration.
Depending on the driving conditions, the driver
has a limited amount of time to stop the vehicle
and perform a stationary regeneration.

Soot level very high

K103349-2

©
202040 2-13
EAS
DPF unit

Soot filter
FULL

2 Start
regeneration
immediately!
CLEAN

K103350-2

If this is ignored, the yellow warning 'Soot filter


full' appears. An engine derate is applied up to
40% together with a DIP-5 warning. Stationary
regeneration must clean the DPF immediately.
The driver must stop the vehicle in a safe place
and perform a stationary regeneration. The driver
can see additional information by selecting the
screen with the Menu Control Switch.

Soot filter full

K103351

©
2-14 202040
EAS
DPF unit

Power limit 2

R601507

Soot filter
FULL

Regeneration
required now

CLEAN

K103352-2

If this is ignored, the red warning 'Soot filter full,


service required' appears. In addition to the
engine derate (up to 40%), an engine speed limit
of 1500 RPM is applied. Stationary regeneration
cannot clean the DPF. A dealer service centre
must replace the DPF.

Soot filter full, service


required

K103353

©
202040 2-15
EAS
DPF unit

DPF enable switch (S060)


The DPF enable switch mounted on the Soot filter
dashboard allows the driver to inhibit or stop
automatic regeneration. The switch is also used FULL
to start stationary regeneration of the DPF filter
when requested by the system. Stationary
regeneration is started by pushing the DPF
enable switch on the dashboard, when requested
by the dashboard display. The engine carries out
2 a number of checks to confirm that the vehicle
and system conditions are correct for a
Service
required
STOP

regeneration to begin.
- The park brake must be applied CLEAN
- The foot brake must be released
- The clutch pedal must be released K103354-2
- The gearbox must be in neutral position
- The PTO must not be active
If any of the above conditions are not correct, a
DIP message appears informing the driver that a Soot filter
regeneration is not possible.

Regeneration
impossible, see manual

K103781

When all conditions are correct, the driver is


requested to press the DPF switch again. The Safety instructions
remaining regeneration time is shown on the DIP
screen. During regeneration no other vehicle
functions can be activated. Remain at safe distance
Under certain circumstances, such as entering a
building, chemical plant or gas station, active 2 Mtr
regeneration is not allowed to take place. The
DPF enable switch on the dashboard has an 'off'
position to stop or prevent the regeneration
process. This is shown on the display. Read instruction manual

Press regeneration
switch
K103706-2

©
2-16 202040
EAS
DPF unit

The driver can see the soot level in the filter at


any time by selecting the soot filter screen with Soot filter
the Menu Control Switch (D904).
FULL

Regenerating...
17 min
2
CLEAN

K103355-2

DPF enable switch (S060)

NOTE:
From specification week ุ 2016-41
two types of the DPF enable switch are
available.
Type 1 includes an OFF position and is
standard for vehicles prepared for ADR
and/or PTO.
Type 2 does not include an OFF
position and is standard for vehicles
that are not prepared for ADR and/or
PTO.
The OFF position has been removed
due to incorrect use of the inhibit
1 2
E505797
function.
If inhibit of regeneration is inescapably
required, vehicles can be modified by
replacing the DPF enable switch for a
type 1 version.

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
(10 hours) and DOC temperature (below 212°C).
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 250°C) to evaporate HCs as
opposed to burning off the HCs. This is to prevent

©
202040 2-17
EAS
DPF unit

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.

NOTE: During an HC desorb the


following 'Fuel control status' and
'Aftertreatment operation status' are
2 possible:
- Fuel control status: 'DPF
regeneration'
- Aftertreatment operation status:
'HC desorption'

Soot filter contaminated

G001812

'HEST' High Exhaust System Temperature


indicator
The indicator informs the driver that a
regeneration is in progress and the exhaust gas
temperature reaches levels that can potentially
harm bystanders or the surrounding area.
- During a stationary regeneration the 'HEST'
indicator is always activated.
- During a mobile regeneration the 'HEST'
indicator is only activated if the vehicle stops
whilst it performs a mobile regeneration. If
the vehicle starts moving again before the
mobile regeneration has stopped then the i403272
'HEST' indicator is deactivated again.

©
2-18 202040
EAS
DPF unit

Explanation regeneration pop-up screens


Situation Before week 41/2014
3 4

Soot filter full Soot filter full, service


required

2
Soot filter
FULL

Service
Power limit required

CLEAN

2 Soot filter Soot filter


FULL FULL

Soot level very high Regeneration Service STOP


required
required now
9,0 g/l
1 CLEAN CLEAN

Soot filter
FULL

Soot level high


Start
regeneration
immediately!
CLEAN
7,0 g/l
Soot filter
FULL

Regeneration
required

CLEAN
6,5 g/l

6,0 g/l

A B

Automatic regeneration Automatic regeneration


inhibited inhibited

I405102-2
1 Soot level high / Regeneration required
2 Soot level very high / Start regeneration
immediately!
3 Soot filter full / Power limit / Regeneration
required now
4 Soot filter full, service required

A If the lower position of the DPF enable


switch (S060) is pressed in the 'off'
position during a key cycle then the driver
will be informed with the following dip
screen "Automatic regeneration inhibited'
B If the lower position of the DPF enable
switch (S060) is pressed in the 'off'
position during driving then the driver will
be informed with the following dip screen
"Automatic regeneration inhibited'

©
202040 2-19
EAS
DPF unit

Situation After week 41/2014


5
4
3 Soot filter full
Soot filter full
Soot filter full, service
required

Soot filter full


Soot filter full Soot filter
FULL

2
Soot filter full

Service
Power limit required
Power limit
CLEAN
Power limit
Power limit Soot filter Soot filter
Soot filterFULL FULL

Power limit
2 Soot filterFULL
Soot filterFULL Regeneration Service STOP
required now required
FULL Regeneration
required now
Soot filter Regeneration CLEAN CLEAN

1 Soot level very high


FULL required now
Regeneration
required now
CLEAN 9,0 g/l
CLEAN

Regeneration CLEAN
required now

Soot filter CLEAN every 2,5 min 8,0 g/l


FULL
Soot level high

Soot filter
Start
regeneration
immediately!
7,0 g/l
CLEAN
FULL

Regeneration
required

CLEAN
6,5 g/l

6,0 g/l

10 min 10 min

>5,0 g/l >5,0 g/l


A B C C

Automatic regeneration Automatic regeneration Automatic regeneration Automatic regeneration


inhibited inhibited inhibited inhibited

I405103-2

©
2-20 202040
EAS
DPF unit

1 Soot level high / Regeneration required


2 Soot level very high / Start regeneration
immediately!
3 Soot filter full / Power limit / Regeneration
required now
4 Above 8 grams per litre the driver will be
informed every 2,5 minutes with the
following DIP screens: Soot filter full /

5
Power limit / Regeneration required now
Soot filter full, service required 2
A If the lower position of the DPF enable
switch (S060) is pressed in the 'off'
position during a key cycle then the driver
will be informed with the following dip
screen "Automatic regeneration inhibited'
B If the lower position of the DPF enable
switch (S060) is pressed in the 'off'
position during driving then the driver will
be informed with the following dip screen
"Automatic regeneration inhibited'
C If the lower position of the DPF enable
switch (S060) is pressed in the 'off'
position during driving and the soot level
is above 5 grams per litre then the driver
will be informed every 10 minutes with the
following dip screen "Automatic
regeneration inhibited'

Is it possible to activate an active


stationary regeneration when there are
no warnings regarding soot load on
DIP-5?

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

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

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

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

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

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

©
202040 2-21
EAS
DPF unit

2.5 LOCATION OF DOC/DPF COMPONENTS ECS-DC6

Overview
B F844 F841 D418 D419 F843

A F838 F839 F837 F840 F842


i403658-2
A DOC-DPF
B SCR-AMOX

D418 DOC/DPF temperature sensors ECU


D419 Catalytic converter temperature sensors ECU
F837 DPF pressure sensor
F838 Exhaust gas temperature sensor before DOC
F839 Exhaust gas temperature sensor before DPF
F840 Exhaust gas temperature sensor after DPF
F841 Exhaust gas temperature sensor before catalyst
F842 Exhaust gas temperature sensor after catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst

©
2-22 202040
EAS
SCR unit

3. SCR UNIT
3.1 SCR TECHNOLOGY

The third component of the EAS system is the


SCR (Selective Catalytic Reduction) catalyst,
which is integrated into the exhaust silencer and
contains two ceramic elements.
Function 2
Together with the injection of AdBlue®, the SCR
significantly reduces the amount of NOx
produced by the engine to the level to meet
current legislation.
After dosing before the catalyst, the AdBlue®
(NH3 + H2O) breaks down into ammonia (NH3)
and carbon dioxide (CO2). The copper zeolite in
the catalyst attracts ammonia (NH3). The
nitrogen oxides in the exhaust gases (NO2)
consist of 90% nitrogen monoxide (NO) and 10%
nitrogen dioxide (NO2). The exhaust gases that
flow through the catalyst come into contact with
the ammonia (NH3) and the resulting reaction
converts the nitrogen oxides into nitrogen (N2)
and water (H2O).
A carrier material (2) which holds the active
catalytic agent (3) is applied to the element (1). 1
The surface of the carrier material is very rough, 2
and therefore the effective area on which the 3
chemical reaction takes place is very large.

1
2
3

1
2

i400705

©
202040 3-1
EAS
SCR unit

SCR system overview

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-2 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 Pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 Level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

Operation
To reduce the amount of nitrogen oxide (NOx), a
certain amount of AdBlue® is injected before the
SCR catalyst (O). The quantity of AdBlue® that
must be injected depends on the exhaust gas
mass flow, the reading of the NOx sensor before
the catalyst, the reading of the exhaust gas
temperature sensor before the catalyst (N) and
the reading of the exhaust gas temperature
sensor after the catalyst (P). The ECS-DC6 ECU
receives the exhaust gas mass flow data and the
NOx sensor data via the CAN. If the reading of the
NOx sensor before the catalyst is not available,
the NOx predictor from the engine management
system is used. The ECS-DC6 ECU (A)
determines whether and, if so, what quantity of
AdBlue® must be injected.
The dosing valve for AdBlue® (K) injects the
AdBlue® in the decomposition pipe (L) before the
SCR catalyst (O). To allow proper distribution of
the AdBlue® before the SCR catalyst (O), a
diffuser is placed in the decomposition pipe (L).
The diffuser makes sure that the AdBlue® is well
atomised before entering the catalyst (O). The
dosing valve (K) is cooled with engine coolant
(M). Two exhaust gas temperature sensors are

©
202040 3-3
EAS
SCR unit

installed before and after the SCR catalyst (O).


These sensors transmit the temperature of the
exhaust gases to the ECS-DC6 ECU (A). If the
exhaust gas temperature before the catalyst (N)
is below 230°C or the exhaust gas temperature
after the catalyst (P) is below 200°C, the ECS-
DC6 ECU (A) does not inject AdBlue® in to the
system. Below these temperatures, virtually no
NOx reduction can take place in the SCR catalyst
2 (O).
The ECS-DC6 ECU (A) monitors the amount of
NOx in the exhaust gases using the NOx sensor
after the catalyst. This is used to calculate
catalytic conversion and if the NOx emission
legislation is met. If the NOx emission level is too
high, the driver is informed with a warning on the
instrument panel. The engine power can be
derated.
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.
AdBlue® is a liquid consisting 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.
Circuit AdBlue®
A combined temperature/level sensor for
AdBlue® (J), consisting of a level sensor for
AdBlue® (J1) and a temperature sensor for
AdBlue® (J2), is installed in the tank for AdBlue®.
These sensors transmit the AdBlue® level and
temperature to the ECS-DC6 ECU (A).
Depending on the position of the reverting valve
(C3), the pump for AdBlue® (C2) forces the
AdBlue® via the reverting valve (C3) through the
filter (C6) to the dosing valve (K). A controlled
backflow to the tank for AdBlue® (I) via the
throttle (C8) and the check valve (C9) is achieved
to keep the pressure of AdBlue® constant. Upon
actuation of the dosing valve (K), a certain
amount of AdBlue® is injected.
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 escaping ammonia
vapours when unscrewing the filler cap for
AdBlue®. These concentrations of ammonia
vapours are neither toxic nor hazardous to health.

©
3-4 202040
EAS
SCR unit

Low temperatures
AdBlue® freezes at temperatures of
approximately -11°C.
Heating
Various components are heated, depending on
the tank temperature sensor (J2), the supply
module temperature sensor (C1 and C4) and the
ambient temperature (CAN message). The tank
heater valve (G) controls the amount of coolant
(M) that runs through the heater element in the
2
tank for AdBlue®; the internal supply module
components (C7) are heated electrically.
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 liquid you want to measure on the prism
(1). By closing the lift-up lid (2), the sample is
distributed evenly. Point the refractometer to a 2
light or bright background, so it is easier to
recognise the scale and the bright-dark border.
Rotate the eyepiece (3) until the scale is sharp to
the observer. The measured value of the sample 1
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. This can 25
24
destroy the Emission Aftertreatment System 23
(EAS). Any damage caused by the use of such 21
22
additives or tap water invalidates liability for 20
material defects.
Storage instructions 15

- Use the original tanks only.


- Store in a cool, dry, well-ventilated area. 10
- Protect tanks from freezing.
- Observe the manufacturer's storage 5
instructions and directions for use.
Purity 0
%
0

The purity of AdBlue® is essential to avoid


malfunctions of the Emission Aftertreatment
System (EAS). For example, if AdBlue® is G000629
pumped out of a tank for repair, the tank must not
be refilled with the extracted liquid, as its purity is
no longer guaranteed.

©
202040 3-5
EAS
SCR unit

AdBlue® dosing amount


The following factors determine whether
AdBlue® must be injected before the catalyst,
and in what quantity:
- engine torque and engine speed
- exhaust gas temperature
- number of NOx emissions
- the level and temperature of AdBlue® in the
tank for AdBlue®
2 To reduce the nitrogen oxides, a specific amount
of AdBlue® product must be injected before the
catalyst. The nitrogen oxide emissions of the
engine at all engine speeds and engine torques
have been programmed into the electronic
control unit.

©
3-6 202040
EAS
SCR unit

3.2 AMOX TECHNOLOGY

The fourth component of the EAS is the AMOX


(Ammonia Oxidation). 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 any
remaining NH2 converting it into nitrogen (N2)
and water (H2O). 2

©
202040 3-7
EAS
SCR unit

3.3 SENSORS: SCR/AMOX

SCR catalytic converter temperature sensors


ECU (D419)
F841 Exhaust gas temperature sensor before
catalyst
D419
F842 Exhaust gas temperature sensor after
catalyst
2 F841
General
- Thermocouple sensors
- The exhaust gas temperature sensors are
connected to the catalytic converter F842
temperature sensors ECU (D419). The
signal from the temperature sensors is
transmitted to the A-CAN by the catalytic
converter temperature sensors ECU (D419) i402028

Exhaust gas temperature sensor before SCR


catalyst (F841)
Effect of the output signal on the system
- Determining if AdBlue® injection is required
- determines if the pump for AdBlue® can be
activated
- determines the start and quantity of AdBlue®
dosing
- determining if an SCR catalyst is present
- protects the SCR catalyst from reaching a
temperature that is too high
Exhaust gas temperature sensor after SCR
catalyst (F842)
Effect of the output signal on the system
- Determining if an SCR catalyst is present
- protects the SCR catalyst from reaching a
temperature that is too high
- determines the dewpoint of the NOx sensor
after catalyst (F843)

©
3-8 202040
EAS
SCR unit

NOx sensor after catalyst (F843)


The NOx sensor after catalyst measures the
amount of NOx and checks the conversion of NOx
after the catalyst.
The NOx sensor after catalyst consists of:
- Electronic control unit;
This unit communicates with the ECS-DC6
ECU via A-CAN
- Sensor element;
The sensor element contains an internal
2
heater
Effect of the output signal on the system:
- Measures the amount of NOx after the
catalyst to determine if the NOx level is within
the limits.

4 3 2 1

i401345

NOx sensor before catalyst (F844)


The NOx concentration emitted by the engine is
measured in the exhaust gases before the DOC.
The NOx sensor before catalyst consists of:
- Electronic control unit;
This unit communicates with the ECS-DC6
ECU via A-CAN
- sensor element;
The sensor element contains an internal
heater

©
202040 3-9
EAS
SCR unit

Sensor heating control


1
- the first stage starts when the ignition is
switched on
The sensor is heated up to approximately
100°C and any condensation evaporates
from the sensor
- the second stage starts after the 'dewpoint' 2
message is received from the ECS-DC6
ECU
2 The sensor is heated up to its operating
temperature of approximately 800°C. The
ECS-DC6 ECU determines the 'dewpoint' by
calculating how much energy (heat by
burning fuel in the engine) is pumped
through the exhaust
If the 'dewpoint' message is not/no longer
received, the sensor value stays at/drops to
the standby temperature of approximately
100°C
Effect on the system:
- controls the engine NOx emissions
- determines the dosing amount of AdBlue®
for the EAS system i403380
A higher measured engine NOx emission
results in a higher dosing amount of
AdBlue®.
Temperature/level sensor for AdBlue® (F875)
1 Engine coolant
2 AdBlue®
3 AdBlue®
4 Reed switches

The temperature/level sensor for AdBlue® 1


monitors the level of AdBlue® by using reed 2
switches, and measures the temperature of the
3
AdBlue®.
Effect of the output signal on the system:
- The AdBlue® level is displayed on DIP-5 4
- An AdBlue® level that is too low derates the
engine power
- Determine if the tank for AdBlue® must be
heated

I402238

©
3-10 202040
EAS
SCR unit

3.4 ACTUATORS: SCR/AMOX

Pump module (L074)


Connection points:
- Pressure pipe (A)
- Return pipe (B)
- Inlet pipe (C)
Temperature sensor
- The temperature sensor measures the 2
temperature inside the supply module, and is
used as the input value for defrosting the
pump module
Effect of output signal on the system
- This value is used to determine whether the
pump module must be started up or heated
Pump motor for AdBlue®
- The pump for AdBlue® is a diaphragm pump
that pumps the AdBlue® to the dosing
module
- The pump for AdBlue® is controlled with a C
duty cycle A B
- The pump speed depends on the quantity of i401607
AdBlue® to be injected
Reverting valve
- This valve is engaged during the purge cycle
- The AdBlue® inside the line and pressure
pipe is pumped back into the tank
- The ECS-DC6 ECU controls the reverting
valve
Heater element, pump module
- Electrical heater elements heat the pump
module
- These heater elements prevent the pump
module from pumping frozen AdBlue®.
Defrosting of the pump module is closed-
loop controlled based on the temperature
sensor inside the pump module for
temperatures below -4°C.
Heating of the pump module is closed-loop
controlled based on the ambient
temperature sensor for temperatures
between -4°C and 10°C.
Temperature sensor, heater element
- The temperature sensor measures the
temperature of the heater element
This value is used to control the heater
elements in the pump module
Pressure sensor for AdBlue®
- The pressure sensor measures the pressure
of the AdBlue® after the filter for AdBlue®
Filter for AdBlue®
The AdBlue® is filtered before it is pumped to the
dosing module.

©
202040 3-11
EAS
SCR unit

Overview of pump unit interior


1 Reverting valve 1 2 3 4 5 6 7
2 pump motor for AdBlue®
3 Inlet pipe
4 Return pipe
5 pressure sensor for AdBlue®
6 Pressure pipe
7 Temperature sensor
2 8
9
Filter housing
Heater element, pump module
10 Connector

10 9 8
I402367

Tank heater valve (L076)


1 Coolant supply
2 Coolant return

- Solenoid valve
- A PWM signal actuates the tank heater valve
- The tank heater valve controls the engine
coolant flow through the tank for AdBlue® 1

Effect of output signal on the system


- The engine coolant heats the tank to prevent
the tank for AdBlue® from freezing

I401977

©
3-12 202040
EAS
SCR unit

Dosing valve for AdBlue® (L123)


1 connection for AdBlue® 2
2 Coolant connection
1
The dosing valve is installed in the decomposition
pipe before the catalyst. The dosing valve
atomises the AdBlue® liquid 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. Therefore, the 2
dosing valve is connected to the engine cooling
system.
The injector inside the dosing valve has three
holes for injecting the AdBlue®. The AdBlue® is
evenly sprayed into the exhaust gas flow before
the diffuser to create a homogeneous mixture.
The ECS-DC6 activates the dosing module with a
duty cycle for exact control of the quantity of
AdBlue® to be injected. I402241

Effect of output signal on the system


- Dosing AdBlue® into the exhaust system

©
202040 3-13
EAS
SCR unit

3.5 SCR/AMOX CONTROL FUNCTIONS

Control function for NOx sensors


Two NOx sensors are mounted in the exhaust
gas flow:
- NOx sensor before catalyst (F844)
The NOx sensor before the catalyst
measures the amount of NOx that leaves the
2 engine. This measurement is used to check
and adapt the predicted NOx values that are
sent as a CAN message by the engine
management system. This measurement is
also used to determine the specific quantity
of AdBlue® to be injected.
- NOx sensor after catalyst (F843)
The NOx sensor after the catalyst measures
the amount of NOx that leaves the SCR
catalyst. By comparing the NOx reading
before the catalyst and the NOx reading after
the catalyst, the ECS-DC6 ECU calculates
the NOx conversion efficiency of the SCR
catalyst.
Power derate
The NOx limit that must be reached according to
legislation is programmed in the ECS-DC6 ECU.
If the limit is exceeded, a DTC, a warning and an
engine power derate are activated.
Fault clearance
When a DTC is active and the NOx monitor runs
and reaches a pass, the DTC becomes inactive
and derate (if active) is switched off.
Relevant CAN communication
Received CAN messages
- Measured NOx level before the catalyst,
status and fault code information from NOx
sensor (F844)
- Measured NOx level after the catalyst, status
and fault code information from NOx sensor
(F843)
Transmitted CAN messages
- 'Dewpoint' signal for heating stage to the
NOx sensor before the catalyst (F844)
- 'Dewpoint' signal for heating stage to the
NOx sensor after the catalyst (F843)
NOx sensor Dewpoint Strategy
System overview
The NOx sensor can only function when the
sensor element is heated to approximately
800°C.
Since the element is made of ceramic, it is
sensitive to thermal stress and resulting cracks.
Thermal stress can be the result of condensation
present in the exhaust system coming in to
contact with the sensor element. When the
exhaust gas temperature reaches a certain level
(called the dew point), the heating is switched on.

©
3-14 202040
EAS
SCR unit

This means that the heating of the sensor


element is activated based on a calculation which
determines that the exhaust system is moisture-
free.
Sensor heating control
- the first stage starts when the ignition is
switched on.
- The sensor is heated up to approximately
100°C and any condensation evaporates
from the sensor.
2
- the second stage starts after the 'dewpoint'
message is received from the ECS-DC6
ECU
- The sensor is heated up to its operating
temperature of approximately 800°C. The
ECS-DC6 ECU determines the 'dewpoint' by
calculating how much energy (heat by
burning fuel in the engine) is pumped
through the exhaust.
- If the 'dewpoint' message is no longer
received, the sensor value stays at or drops
to the standby temperature of approximately
100°C.

©
202040 3-15
EAS
SCR unit

Standby phase

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-16 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 Pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 Level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

When the ignition is switched on, voltage is


supplied to the ECS-DC6 ECU (A). The system
initiates the standby phase and checks the
AdBlue® level. The AdBlue® level is used to
activate the level gauge for AdBlue® and to
perform an AdBlue® quality check. In the standby
phase, a number of checks are carried out that
are required to ensure the correct injection
quantity.
The system switches to the 'no pressure control
phase' when there are no faults in the system that
prohibits a start-up.

©
202040 3-17
EAS
SCR unit

No pressure control phase

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-18 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 Pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 Level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

No pressure control phase


During this phase, the system checks if the
heaters must be switched on. The temperature of
the pump module (C) is checked. This signal
originates from the pump module temperature
sensor (C1). If the temperature is below -4°C the
pump module (C) is assumed to be frozen. And
the heater (7) is switched on.
Also, the temperature of the tank for AdBlue® (I)
is checked. This signal originates from the
tanktemperature sensor for AdBlue® (J2). If the
temperature is below -4°C, the tank for AdBlue®
(I) is assumed to be frozen and the heating valve
(G) is switched on.
Pressure control phase
The system switches to the 'pressure control
phase' when the engine is running and the pump
module (C) or the tank temperature sensor
indicates that the units are not frozen. Switching
to the 'pressure control phase' is therefore
dependent on the tank temperature or ambient
temperature.

©
202040 3-19
EAS
SCR unit

Pressure control phase

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-20 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 Pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 Level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

Pressure control phase


When the engine is running (engine running
signal received), the system switches to the
'pressure control phase'. The 'pressure control
phase' comprises the following sub-phases:
Prime
During this phase, the pump for AdBlue® (C2)
starts up and the dosing valve (K) is activated.
The AdBlue® runs from the tank (I) via the filter
(I2) to the inlet pipe, then via the reverting valve
(C3) to the pump for AdBlue® (C2). From the
pump for AdBlue® (C2), the AdBlue® runs via the
reverting valve (C3) and the pressure pipe to the
dosing valve (K). The system is vented via the
dosing valve (K). It takes about 30 seconds to
prime the system.

©
202040 3-21
EAS
SCR unit

Pressure build-up
During this phase, the last parts of the pressure
pipe and the dosing valve (K) are vented and the
system is pressurised. The dosing valve (K) is
activated and pulsates until pressure build-up is
measured at the pressure sensor (C5). When
pressure build-up is measured, the dosing valve
(K) is not activated anymore and the pump for
AdBlue® (C2) builds up pressure up to +/- 9 bar.
2 When the pressure has built up, the system
switches to 'detection mode'.
If pressure build-up is not possible, for instance
due to a blocked inlet pipe, and the system is not
frozen, three pressure build-up attempts are
made. If pressure is still not built up after three
attempts, the system switches to the 'pressure
reduction phase' and an active fault is stored.
Detection mode
During this phase, the dosing valve (K) is
checked for blockages. When the system
pressure is 9 bar, the pump for AdBlue® (C5)
stops. Now the dosing valve (K) is activated for a
short period. The system measures a pressure
reduction at the pressure sensor (C5) when the
dosing valve (K) is opened.
When the dosing valve (K) is not blocked, the
system switches to the 'dosing phase'.

©
3-22 202040
EAS
SCR unit

Dosing
During this phase, the system is ready to inject
AdBlue®. The quantity of AdBlue® is controlled
by controlling the dosing valve (K) with a specific
duty cycle.
A specific quantity of AdBlue® is injected
depending on the exhaust gas mass flow, the
reading of the NOx sensor before the catalyst, the
reading of the exhaust gas temperature sensor
before the catalyst (N) and the reading of the
exhaust gas temperature sensor after the catalyst
2
(P). The CAN message from the exhaust gas
mass flow and the NOx sensor before the catalyst
comes from the engine via the A-CAN. Whenever
the reading of the NOx sensor before the catalyst
is not available, the quantity of injected AdBlue®
depends on the NOx predictor from the engine
management system. The pressure of the
AdBlue® in the pump module (C) is kept
constant.
The system switches to the 'pressure reduction
phase' when the engine is switched off (engine
running signal).

©
202040 3-23
EAS
SCR unit

Pressure reduction phase

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-24 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 Level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

Pressure reduction phase


During this phase, the AdBlue® pressure is
reduced.
When the engine is switched off (engine running
signal), the dosing valve (K) is not activated
anymore, the reverting valve (C3) is activated
and the pump for AdBlue® (C2) is still running.
The reverting valve (C3) swaps the inlet pipe and
the pressure pipe. The pressure pipe is de-
pressurised via the reverting valve (C3), the
pump for AdBlue® (C2), the reverting valve (C3)
and the inlet pipe to the tank. It takes about two to
five seconds to depressurise the system.
After the pressure is reduced, the system
switches to the 'after-run phase'.

©
202040 3-25
EAS
SCR unit

After-run phase

2 1
7 C

M 2 4
6
3
A
P
8
5
9

M
K
I J
1 1 L
G Q
2
2 P N
H
2 1

I402363-2

©
3-26 202040
EAS
SCR unit

A ECS-DC6 ECU
C Pump module
C1 Pump module temperature sensor
C2 Pump motor for AdBlue®
C3 Reverting valve
C4 Temperature sensor, filter housing, pump
module
C5 Pressure sensor for AdBlue®
C6
C7
Filter for AdBlue®
Internal heater elements, pump module
2
C8 Orifice
C9 Check valve
G Tank heater valve
H Coolant connection
I Tank for AdBlue®
I1 Tank heater element
I2 Tank filter for AdBlue®
J Temperature/level sensor for AdBlue®
J1 level sensor for AdBlue®
J2 Temperature sensor for AdBlue®
K Dosing valve
L Decomposition pipe
M Coolant connection
N Exhaust gas temperature sensor before
catalyst
O SCR unit
O1 Selective Catalytic Reduction (SCR)
O2 Ammonia Oxidation (AMOX)
P Exhaust gas temperature sensor after
catalyst

Waiting to purge
During this phase, the system waits until the
engine has stopped and there is no exhaust gas
flow in the exhaust. This is to prevent exhaust
gases entering the SCR system. Thepump for
AdBlue® C2), the dosing valve (K) and the
reverting valve (C3) are not activated. The wait
time is about five seconds.
When this time has elapsed, the system switches
to the 'purging phase'.
Purging
During this phase, the complete system is purged
of AdBlue®. To empty the system, the dosing
valve (K) is opened and the reverting valve (C3)
is activated. The reverting valve (C3) swaps the
inlet pipe and the pressure pipe. The pump for
AdBlue® (C2) is started and the AdBlue® runs
from the pressure pipe via the reverting valve
(C3) to the pump for AdBlue® C2). From the
pump for AdBlue® (C2), the AdBlue® runs back
to the tank via the reverting valve (C3) and the
inlet pipe. It takes about 70 seconds to empty the
system.
After the emptying phase is complete, the system
switches to the 'waiting for shut-off' phase.

©
202040 3-27
EAS
SCR unit

Waiting for shut-off


During this phase, the system waits until all
relevant CAN messages from other systems
have been sent. When CAN messages are no
longer received, any possible faults are stored
and the system is shut off.
AdBlue® quality control
AdBlue®
2 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.
AdBlue® is a liquid consisting 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.
Incorrect Adblue
AdBlue® must meet the specifications according
to DIN 70070.
High temperatures
G001854-2
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 escaping ammonia
vapours when unscrewing the filler cap for
AdBlue®. These concentrations of ammonia
vapours are neither toxic nor hazardous to health.

Engine power reduced

E504649-2

Low temperatures
AdBlue® freezes at temperatures of
approximately -11°C.

Speed limit at
next standstill

G001856

©
3-28 202040
EAS
SCR unit

Quality control
Every time there is a rising level of AdBlue® after
ignition off, the ECS-DC6 system does an
AdBlue® quality check.
The quality check is performed by the two NOx
sensors, which evaluate the conversion of NOx
by comparing between NOx engine out and NOx
after catalyst.
If there is a problem regarding the AdBlue®
quality, a message is sent to the DIP-5.
There are several possible AdBlue® warnings on Speed limited to
2
the DIP-5.
20 km/h

G001855

1. OK 2. Not OK 3. Not OK 4. Not OK 5. Not OK 6. Not OK 7. Not OK 8. Not OK


for 10 10+ for 20 20+ 28 engine 28 engine
engine engine engine engine running running
running running running running hours no hours &
hours hours & hours hours & Key cycle Standstill
standstill Key cycle
Incorrect X X X X X X X
AdBlue®
on DIP
Power X X
limit
Speed X 20 km/h X (After X 20 km/h
limit next
standstill)
MIL lamp X X X X X X X
ON

©
202040 3-29
EAS
SCR unit

3.6 LOCATION OF SCR/AMOX COMPONENTS ECS-DC6

Overview
B F844 F841 D418 D419 F843

A F838 F839 F837 F840 F842


i403658-2
A DOC-DPF
B SCR-AMOX

D418 DOC/DPF temperature sensors ECU


D419 Catalytic converter temperature sensors ECU
F837 DPF pressure sensors
F838 Exhaust gas temperature sensor before DOC
F839 Exhaust gas temperature sensor before DPF
F840 Exhaust gas temperature sensor after DPF
F841 Exhaust gas temperature sensor before catalyst
F842 Exhaust gas temperature sensor after catalyst
F843 NOx sensor after catalytic converter
F844 NOx sensor before catalytic converter

©
3-30 202040
EAS
SCR unit

Dosing valve for AdBlue®


L123

i402677-2
L123 Dosing valve for AdBlue®

©
202040 3-31
EAS
SCR unit

Temperature/level sensor for AdBlue®

F875 Temperature/level sensor for AdBlue®

©
3-32 202040
EAS
SCR unit

Tank heater valve for AdBlue®

L076

i402962
L076 Tank heater valve for AdBlue®

©
202040 3-33
EAS
SCR unit

©
3-34 202040
QUESTIONS & ASSIGNMENTS
Table of contents

TABLE OF CONTENTS
Questions & Assignments

Page Date

1. QUESTIONS & ASSIGNMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040


1.1 QA-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 202040
1.2 QA-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 202040
1.3 QA-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 . . . . . 202040
1.4 QA-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 . . . . . 202040

©
202040 1
QUESTIONS & ASSIGNMENTS
Table of contents

©
2 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments

1. QUESTIONS & ASSIGNMENTS


1.1 QA-1

Yellow emissions warning on DIP (Part 1)


The driver complains of a yellow warning on DIP.
The vehicle has been in the workshop a few times
for the problem, but a solution for the problem
must yet be found.
The chassis number is 0L456013.
The following DTCs have been read out using
DAVIE:
- 1195-2, inactive
3
- 3251-15, inactive
- 3597-2, inactive
- 5397-31, active
The regeneration history is checked using
DAVIE. The results are displayed below.

A B C D E F G H
1 842.64 Normal Normal 241.6 346.8 318.1 0.0
2 838.18 Normal Normal 254.3 411.7 379.3 0.0
3 830.50 Normal Normal 252.0 314.5 258.1 0.0
4 803.11 Normal Normal 250.0 475.7 426.8 0.0
5 799.98 Normal Normal 239.5 443.7 418.0 0.0
6 768.99 Normal Normal 258.7 399.0 267.9 0.0
7 747.06 Normal Normal 238.7 554.9 547.5 0.1
8 719.12 Normal Normal 246.1 411.6 391.9 0.0
9 718.29 Normal Normal 243.1 329.3 295.5 0.0
10 700.99 Low Normal 201.9 582.1 551.5 0.0

A Event timeline
[1 is most recent event]
B ECU time
[hours]
C Soot level at start
D Soot level at end
E Temperature before DOC at start
[degrees Celsius]
F Maximum temperature before DPF
[degrees Celsius]
G Maximum temperature after DPF
[degrees Celsius]
H Maximum DPF delta pressure
[mBar]

©
202040 1-1
QUESTIONS & ASSIGNMENTS
Questions & Assignments

Identify the vehicle.

Which DTC must be diagnosed first


when taking the customer's concern
into account?

At which point in the event timeline of


the regeneration history is the DTC set?
Use Service Information to find the
answer.

3 Which components on the vehicle


must be physically checked for
defects?

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

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

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

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

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

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

©
1-2 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments

1.2 QA-2

Yellow emissions warning on DIP (Part 2)


On the eCampus site, the
ePresentation 'QA-2' is available. Use
this information to answer the following
questions.

The driver complains of a yellow warning on DIP.


The vehicle has been in the workshop a few times
for the problem, but a solution for the problem
must yet be found.
A monitoring recording has been made to check 3
the behaviour of the NOx sensors.
Dosing of AdBlue® has been disabled for this
monitor.
Which conclusion can be made from
the monitoring recording portraying the
behaviour of the NOx sensors? Explain
how you got to this conclusion.

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

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

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

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

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

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

©
202040 1-3
QUESTIONS & ASSIGNMENTS
Questions & Assignments

1.3 QA-3

Yellow emissions warning on DIP (Part 3)


On the eCampus site, the
ePresentation 'QA-3' is available. Use
this information to answer the following
questions.

The driver complains of a yellow warning on DIP.


The vehicle has been in the workshop a few times
for the problem, but a solution for the problem
must yet be found.
3 A monitoring recording has been made to check
the NOx conversion.
Which conclusion can be made from
the monitoring recording regarding the
NOx conversion over the SCR
element?

Half way the monitoring recording, the


NOx concentration after catalyst
(corrected) fluctuates a little. what can
be a logical explanation for this
behaviour?

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

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

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

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

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

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

©
1-4 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments

1.4 QA-4

Yellow emissions warning on DIP (Part 4)


On the eCampus site, the
ePresentation 'QA-4' is available. Use
this information to answer the following
questions.

The driver complains of a yellow warning on DIP.


The vehicle has been in the workshop a few times
for the problem, but a solution for the problem
must yet be found.
A monitoring recording has been made to check 3
what happens during a normal ride.
After some time the soot load
(combined) value drops significantly.
Which sensor is responsible for this
change of status?

what is 'according to RMI' required for


this to happen?

At what engine speed were the


requirements met?

What is in your opinion, the problem to


cause this and what can the customer
do to prevent this from happening?

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

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

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

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

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

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

©
202040 1-5
QUESTIONS & ASSIGNMENTS
Questions & Assignments

©
1-6 202040

You might also like