ECS
ECS
ECS
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
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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
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ECS-DC6
Introduction
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ECS-DC6
Introduction
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Introduction
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Introduction
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ECS-DC6
Introduction
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.
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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
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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!
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
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Introduction
1
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Introduction
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ECS-DC6
Components
2. COMPONENTS
2.1 SENSORS ECS-DC6
i403531
i403527
i403529
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ECS-DC6
Components
i403594
sensor.
The camshaft sensor and Bi- directional
crankshaft sensor have different keying
of the connector.
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ECS-DC6
Components
i403591
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ECS-DC6
Components
D431
D419 D418
F776
4 3 2 1 4 3 2 1
F837
F875
F843 F844
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ECS-DC6
Components
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ECS-DC6
Components
D431
D419 D418
F776
4 3 2 1 4 3 2 1
F751 F837
F875
F843 F844
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ECS-DC6
Components
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Components
D431
D419 D418
4 3 2 1 4 3 2 1
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Components
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ECS-DC6
Components
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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
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ECS-DC6
Components
i403528-2
i403600
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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
200,0
160,0
between 400 and 1800 bar. The rail pressure
circuit makes sure that the actual rail pressure is 120,0
this purpose, the rail pressure circuit uses the fuel 40,0
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.
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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
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ECS-DC6
Components
Learn sweep
A Open A
B Closed
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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.
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ECS-DC6
Components
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.
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ECS-DC6
Components
ECS-DC6
1 L095
4 F826
D418 D419
F832 6 7 8 8 9
L123
F876
L074
1
2 F683 F881
10 F875
i403611-4
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ECS-DC6
Components
Function
3
1
2
1
3
i402940-2
1 Valve shaft stem
2 valve face
3 valve seat
4 EGR actuator
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ECS-DC6
Components
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.
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ECS-DC6
Components
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ECS-DC6
Components
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
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ECS-DC6
Components
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®
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ECS-DC6
Components
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®
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ECS-DC6
Components
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Components
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ECS-DC6
Control functions
3. CONTROL FUNCTIONS
3.1 SWITCHING CONTACT ON/OFF
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Control functions
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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
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ECS-DC6
Control functions
A B
G005729-2
TDC TDC
1 1
2 2
3 3
A B
G005730-2
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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
CRANK CRANK
1 1
A B
G005731-2
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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
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ECS-DC6
Control functions
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Control functions
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Control functions
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Control functions
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Control functions
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Control functions
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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)
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ECS-DC6
Control functions
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ECS-DC6
Control functions
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Control functions
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ECS-DC6
Control functions
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
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ECS-DC6
Control functions
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ECS-DC6
Control functions
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ECS-DC6
Control functions
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
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ECS-DC6
Vehicle functions
4. VEHICLE FUNCTIONS
4.1 VEHICLE FUNCTIONS
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ECS-DC6
Vehicle functions
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ECS-DC6
Vehicle functions
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Vehicle functions
1 3 C
2
1.19 D
0
0 3 75 A
i403613
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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.
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Monitors
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ECS-DC6
Monitors
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ECS-DC6
Monitors
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
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ECS-DC6
Monitors
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.
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ECS-DC6
Monitors
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**
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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.
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ECS-DC6
Monitors
©
5-8 202040
EAS
Table of contents
TABLE OF CONTENTS
EAS
Page Date
©
202040 1
EAS
Table of contents
©
2 202040
EAS
Introduction
1. INTRODUCTION
1.1 EAS ECS-DC6
©
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.
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©
1-2 202040
EAS
Introduction
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.
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)
©
1-4 202040
EAS
Introduction
ECS-DC6
D418 D419
F826
F838 F839 F840 F841 F842
6 7 8 8 9 2
L220
L123
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
F876
L074
1
2 F683 F881
10 F875
i403611-4
©
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
F876
L074
1
2 F881
10 F875
i403612-3
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
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
©
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
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
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2 .....................................................................................................................................................
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©
1-12 202040
EAS
Introduction
Control
NOTE:The PX-4 engine is different
from the PX-5 and PX-7 engine: it has
no EGR system or variable turbo.
©
202040 1-13
EAS
Introduction
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©
1-14 202040
EAS
DPF unit
2. DPF UNIT
2.1 DOC TECHNOLOGY
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 202040
EAS
DPF unit
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
©
2-4 202040
EAS
DPF unit
2.4 REGENERATION
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
©
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
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
©
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
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
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
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.
©
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
©
2-12 202040
EAS
DPF unit
K103347
Regeneration
required
CLEAN
K103348-2
K103349-2
©
202040 2-13
EAS
DPF unit
Soot filter
FULL
2 Start
regeneration
immediately!
CLEAN
K103350-2
K103351
©
2-14 202040
EAS
DPF unit
Power limit 2
R601507
Soot filter
FULL
Regeneration
required now
CLEAN
K103352-2
K103353
©
202040 2-15
EAS
DPF unit
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
Press regeneration
switch
K103706-2
©
2-16 202040
EAS
DPF unit
Regenerating...
17 min
2
CLEAN
K103355-2
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
G001812
©
2-18 202040
EAS
DPF unit
2
Soot filter
FULL
Service
Power limit required
CLEAN
Soot filter
FULL
Regeneration
required
CLEAN
6,5 g/l
6,0 g/l
A B
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
©
202040 2-19
EAS
DPF unit
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
Regeneration CLEAN
required now
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
I405103-2
©
2-20 202040
EAS
DPF unit
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'
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©
202040 2-21
EAS
DPF unit
Overview
B F844 F841 D418 D419 F843
©
2-22 202040
EAS
SCR unit
3. SCR UNIT
3.1 SCR TECHNOLOGY
1
2
3
1
2
i400705
©
202040 3-1
EAS
SCR unit
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
©
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
©
202040 3-5
EAS
SCR unit
©
3-6 202040
EAS
SCR unit
©
202040 3-7
EAS
SCR unit
©
3-8 202040
EAS
SCR unit
4 3 2 1
i401345
©
202040 3-9
EAS
SCR unit
I402238
©
3-10 202040
EAS
SCR unit
©
202040 3-11
EAS
SCR unit
10 9 8
I402367
- 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
I401977
©
3-12 202040
EAS
SCR unit
©
202040 3-13
EAS
SCR unit
©
3-14 202040
EAS
SCR unit
©
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
©
202040 3-17
EAS
SCR unit
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
©
202040 3-19
EAS
SCR unit
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
©
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
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
©
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
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
©
202040 3-29
EAS
SCR unit
Overview
B F844 F841 D418 D419 F843
©
3-30 202040
EAS
SCR unit
i402677-2
L123 Dosing valve for AdBlue®
©
202040 3-31
EAS
SCR unit
©
3-32 202040
EAS
SCR unit
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
©
202040 1
QUESTIONS & ASSIGNMENTS
Table of contents
©
2 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments
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
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©
1-2 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments
1.2 QA-2
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©
202040 1-3
QUESTIONS & ASSIGNMENTS
Questions & Assignments
1.3 QA-3
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©
1-4 202040
QUESTIONS & ASSIGNMENTS
Questions & Assignments
1.4 QA-4
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©
202040 1-5
QUESTIONS & ASSIGNMENTS
Questions & Assignments
©
1-6 202040