fap service manual

septembre 2005PPT 00000/0 - F - 04/2006 - DEFI

Date :

Instructor:

Location:

Duration: 7Hrs30

TECHNOLOGY

THE PARTICLE FILTER

2 / 116PARTICLE FILTER TECHNOLOGY

All the values and information given in this presentation are as an indication only.

They are subject to modification and have no contractual value.

For all checking of or working on the Particle Filter systems, refer to the manufacturer's document.


CONTENT

- PRESENTATION ----------------------------------------------------------------------Page 4

- QUIZ ------------------------------------------------------------------------------------- Page 9

- PRESENTATION OF THE PARTICLE FILTER SYSTEMS-----------------Page 25 • Composition of the system ------------------------------------------- Page 29• The Cerine additive system------------------------------------------- Page 55• Regeneration management ------------------------------------------- Page 68• Second generation supervisor -------------------------------------- Page 88• Diagnostic ----------------------------------------------------------------- Page 104• PF summary ---------------------------------------------------------------- Page 111

- GLOSSARY -------------------------------------------------------------------------- Page 115


THE COURSE OBJECTIVES

Classroom

• The trainees acquire theoretical knowledge on the functioning principles of the particle filterPractical work in the workshop:

• Discovering the PF parameters with the diagnostic tool,• Discovering the particle filter air circuits, Particle filter diagnostic by simulated faults on the vehiclesAt the end of the course, the trainee is capable of identifying and carrying out a diagnostic on the particle filter system components, using the diagnostic and test tools in order to return the vehicle to conformity.


COURSE PROGRAM

TIMES:

8.30am – 11.30am

1.00pm – 5.30pm7H30

G1 POSTE A POSTE B POSTE C

G2 POSTE B POSTE C POSTE A

G3

QU

IZ

PRESENTATION FAP

PA

US

E

PRESENTATION FAP

RE

PA

S

POSTE C

PA

US

E

POSTE A POSTE B

8H30 9H00 10H00 11H00 12H00 13H00 14H00 15H00 16H00 17H00


PRACTICAL WORK ORGANISATION

WORKSTATION A on a 607 EDC15C2

Discovering the PF parameters with the diagnostic tool

Discovering the air circuit

Diagnostic on the EDC15C2 PF system



WORKSTATION B on 407 EDC16C3



Diagnostic on the EDC15C3 PF system



WORKSTATION C on 407 SID 803



Diagnostic on the SID803 PF system


QUIZ

1 2 3

Start of course column

End of course column

Correction with the instructor


1 2 3Which of these five types of engine may be fitted with a particle

filter?

Petrol engine, indirect multipoint injection

Diesel engine "Ricardo" type indirect injection.

Petrol engine, direct multipoint injection

Diesel engine, direct injection, common rail.

Diesel engine, direct injection, "EPIC" managed injection pump

QUESTION 1


1 2 3 The particle filter is used to?

Increase engine torque

Increase engine power

Increase the engine capacity

Minimise emission of soot particles in order to optimise the emission control standards.

To reduce fuel consumption

QUESTION 2


1 2 3 Which of these photos shows a particle filter?

QUESTION 3


1 2 3 Which of these photos shows a differential pressure sensor?

QUESTION 4


1 2 3 What are the second generation additive system components?

QUESTION 5


1 2 3 What is the role of the particle filter?

Filter and trap the exhaust gas CO and CO2.

Filter the CO and the CO2 then mix them with the exhaust gases.

Filter and trap the exhaust gas NOx.

Filter and trap the exhaust gas particles.

Filter the particles to separate them from the hydrocarbons.

QUESTION 6


1 2 3 What is the role of the catalyser?

Obtain additional heat for particle filter regeneration.

To reduce the CO2 emissions in the exhaust.

To reduce the CO emissions in the exhaust.

To reduce the NOx emissions in the exhaust.

To reduce the HC emissions in the exhaust.

QUESTION 7


1 2 3 What are the roles of the particle filter system temperature sensors?

Monitor the engine running temperature

To determine if catalyser optional functioning has been reached

Monitor the engine oil temperature.

To determine if the particle filter regeneration point has been reached

Monitor the exhaust gas temperature to protect the turbo.

QUESTION 8


1 2 3 The differential pressure sensor is used to monitor:

To measure the difference in pressure between the catalyser inlet and outlet.

The degree of clogging of the particle filter.

The pressure difference between the particle filter inlet and outlet.

Whether the catalyser optimum functioning point has been reached.

The pressure difference between the catalyser inlet and the particle filter outlet.

QUESTION 9


1 2 3 The Eolys® additive is injected into:

The particle filter

The engine

The exhaust manifold

The diesel fuel tank

The air inlet system

QUESTION 10


1 2 3 The additive ECU manages?

The particle filter regeneration

The quantity of additive to be injected into the diesel fuel tank

The additive injection into the diesel fuel tank.

the quantity of additive remaining in the additive tank,

The quantity of additive in the particle filter.

QUESTION 11


1 2 3 When functioning normally, PF regeneration occurs:

Exactly every 1500 km, naturally.

By injecting a special additive into the exhaust pipes.

When the PF is full (from 80,000 to 240,000 km depending on the version).

By a sufficient increase in the exhaust gases temperature.

When optimum conditions triggered by the engine ECU are met.

QUESTION 12


1 2 3The Eolys® DPX 42 and Eolys® 176 additives may be mixed

together:

True

False

Only if the vehicle DAM number is subsequent to 9491 (24/10/2003).

Only if the vehicle has been upgraded from first to second generation.

QUESTION 13


1 2 3 The role of the Eolys® additive is:

To reduce fuel consumption by improved combustion.

To reduce the PF regeneration time.

To clean the filter by diluting the particles.

To lower the natural combustion temperature of the particles.

To cool the exhaust line when the particles are burning.

QUESTION 14


1 2 3 When servicing a particle filter system, one must:

Plug the clogged filter, put it in the plastic bag supplied with the new filter and return it in the same carton as the new filter.

Throw the waste into the rubbish bin.

Use the diagnostic tool to re-initialise certain functions depending on the part replaced.

Store the additive left-overs in special containers for recycling.

Return the left-over additive to spare parts department for use elsewhere.

QUESTION 15


REMINDER ON POLLUTING EMISSIONS

Reduction of NOx :

= > EGR = risk of

formation of particles

AIR DIESEL

Injection pressure management

(high pressure)

Injection time management

Load

Air T°Altitude

Fuel T°

Engine T°

POLLUTANTS :

CO (0.5%)

HC (0.2%)

NOX (1.9%)

Soot

NON-POLLUTANTS :

Nitrogen (73%)

CO2 (19%)

H2O (7.2%)

ENGINE


REMINDER ON POLLUTING EMISSIONS

Composition of the particles

"Pure" carbon

Polycyclic aromatic hydrocarbon particles romatiques

Sulfates (SO4) + water

Metal swarf

Ash Toxicity

0.1 and 1 micron

0.01 to 0.05 μ


Maximum emission (in g/km)

Euro 1(01/01/93)

Euro 2(01.01.96

)

Euro 3(01.01.00)

Euro 4(01.01.06

)

OC 3,16 1 0,64 0,5

NOx - - 0,5 0,25

HC + NOx 1,13 0,7 (0,9) 0,56 0,3

Particles 0,16 0,08 (0,1) 0,05 0,025

STANDARDS

Limit of the standards


SYSTEM COMPOSITION


THE CATALYSER

oxidation of the carbon monoxide, (CO), and unburned hydrocarbons, (HC)

increase in the exhaust gas temperature with post-injection

T° > 140°C, catalytic conversion


THE TEMPERATURE SENSORS

Inform the ECU of the exhaust gases temperature to :

determine if the catalyser conversion maximum level is reached for efficient regeneration.

UPLINE

DOWNLINE


THE FILTER

Exhaust outlet with particles removed

Gas inlet carrying particles

SD 991

OS2 Two generations of filter

Filtration rate:

0.1 micron


Residue from the engine oil and wear.

Cerine.

Carbon particles.

Ash*

Compounds trapped in the filter :


PARTICLE COMBUSTION

Exhaust gas temperature

Regeneration

Natural regeneration temperature Natural regeneration temperature of the particlesof the particles

Additive addedAdditive added

Temperature of gases Temperature of gases after catalytic post-combustionafter catalytic post-combustion

Temperature of gases with assistanceTemperature of gases with assistanceafter post-injectionafter post-injection

Temperature of gases without assistanceTemperature of gases without assistance150°C

350°C

450°C

550°C

+200°C

+100°C

-100°C

600°C

Regeneration range


THE ADDITIVE: CERINE

AdditiveTwo types of additive :

Eolys® DPX 42

Eolys® 176 (DPX 10)

The cerine attaches itselfto the soot particles

Important :

The additives must not be mixed together, and are not interchangeable.


additiveParticle

O2

Without additive

Regeneration : 30 min at 550°C for 30g of soot

With additive lowering of the soot combustion

temperature reduction of the PF regeneration time.

Regeneration : 5 min 450°C for 30g of soot

The role of the additive:


THE ADDITIVE RESERVOIR

Filling

ValvePump

Capacity 5 litres (on 607, 406, 807).

EAS 100 first generation


Low sensorInjector

THE PUMP AND INJECTOR

80 l/hr at 3 bars

EAS 100 first generation


THE ADDITIVE RESERVOIR

Metering pump

Safety valve.

Filling

Breather:

Maximum capacity: 4 litres or 5 litres

Second generation EAS 200

White, Eolys® DPX 42 Green,

Eolys® 176 (DPX 10)


No longer

fitted

THE PUMP AND THE DIFFUSER

Diffuser

6.45 mm3 / stroke

Second generation EAS 200


THE POUCHES

No additive handling in the dealership.

No contact between the additive and air ( evaporation, chemical transfer.. )

No need for a breather system air ( collapses)

Is fitted with a rapid and self-sealing connection hardware.

No contact with the additive when changing the pouch.

1

2 3

4

5

6

2


THE INJECTION PUMP

The built-in electronics main functions are:

Controlling the power side of the pump.

Receiving from the engine ECU via the BSI the additive quantity and giving of the additive injection order.

Transmission of the quantity of additive injection to the engine ECU via the BSI.

Rotary piston pump with built-in electronics


THE DIFFERENTIAL PRESSURE SENSOR

Measure the pressure difference of the exhaust gases upline of the catalyser and downline of the

filter.

Special feature of the DV6 engine: Upline and downline of the particle filter.


THE DIFFERENTIAL PRESSURE SENSOR

IMPORTANT : Do not reverse the upline and downline signal lines,(filter system malfunction).

Management of the particle filter depends on this information.


THE TANK FILLER CAP SENSOR

Informs the additive ECU

of the cap positions.

Two magnets at 180°


THE INLET AIR HEATER

Regeneration assistance.

Cold starting.

This function uses:

The outside temperature.

Engine load

The inlet air temperature

The coolant temperature

Function


Operating principle

Inlet air

Cooled air functioning:


Operating principle

Non-cooled inlet air.

Request for warm air :


Operating principle

Partially cooled inlet air.

Mixing :


• on the air circuit.


Two possible air heater versions (2):

With coolant type air heater

• in the air filter.



By-pass type

Mixer valve module EGR flap valve (A) and by-pass valve (B)

A

B


Limits the quantity of new air into the engine,

increases the fuel mixture combustion richness,

facilitates heating of the exhaust gases,

increases the engine load.

The DT17TED4 stepper motor flap valve module


a

The inlet air flow


Know the air temperature to calculate the injection fill and correct turbocharging. This information is used: for particle filter regeneration, exhaust gas recirculation management.

The temperature sensor


DW12BTED4 example

DT17TED4 example


ADDITIVE INJECTION


CERINE ADDITIVE INJECTION

First generation DPX 42


CERINE ADDITIVE INJECTION

Second generation DPX 10

CAN / VAN example

CAN example


THE ADDITIVE ECU

Additive ECU Type Actuators Network

EAS 100 1st generation Pump and injector VAN

EAS 200 2nd generation Mixer pump VAN

EAS 300 Ditto EAS 200

Mixer pump CAN

Management incorporated into the engine ECU

Controlled by the engine ECU

Hard-wired mixer pump

CAN

Management incorporated into the engine ECU

Controlled by the engine ECU via the BSI

MUX pump LIN

Types of additive ECU:


THE ADDITIVE ECU

CONFIGURING THE ECU AFTER SERVICING

It manages:

• fuel additive injection.

• the quantity of additive injected as from when the PF is in operation.

• the fallback strategies.

• diagnostic with fault memorisation.

• dialog with the engine ECU and the BSI.

• It activates the injection pump.

• It activates the injector (depending on the system).


ADDITIVE MANAGEMENT

Based on the following information, the additive ECU (1282):

• detects addition of fuel

• calculates the quantity of additive to inject

• activates additive injection

• initialises the additive counters

• calculates the additive reservoir level

Ignition key


Events

Stopping the Engine

Cut off of +VAN

Cap closed

Re-start engine

Diesel additive ECU to standby

ECU wake-up. Cap open memorised

Diesel additive ECU to standby

Wake up of BSI +VAN and Diesel additive ECU

Acquisition of Diesel fuel level L2 Checks filler cap

Acquisition of Diesel level L1

Cap opened

Actions

Δ L > 0

+ cap procedure

Δ L > 0

+ cap procedure fault or no procedure

Δ L = 0

+ cap procedure

Δ L = 0

+ cap procedure fault or no procedure

Fuel additive injection Nothing

Normal functioning Cap faultyGauge 7 litre minimum

levelNormal functioning

Fuel additive injection Fuel additive injection

Detect :First generation


Events

Ignition cut off

Cap opened

Filtered level loaded

Filtered level stored in memory

Actions

Waiting for cap to close

Li – Lf > 5 L

+ cap closed

Li – Lf < 5 L

+ cap closed

Li – Lf > 10 L

+ cap not closed

Li – Lf < 10 L

+ cap not closed

Fuel additive injectionNo additive

injection

Normal functioning Filler cap sensor fault

Additive for 0.5 litres Fuel additive injection

Normal functioning

Filler cap sensor fault

Detect : Second generation

Special case:

DRAINING THE TANK

• Turn on the ignition tank empty and filler cap fitted.

• Turn on the ignition.

• Cap opened.

• Add fuel and close cap


Calculate the quantity to inject :

Injection curve, (fuel Q)Injection coefficient, (pump)

Injection metering(DPX42 or DPX10)

Calculate the additive injection

Controls the Controls the actuatorsactuators

Counter Counter managementmanagement

Maintenance Maintenance with the toolwith the tool


Calculation of the additive quantity to

inject Q= Li - Lf

Q < 0.5 litres

Q < 5 litres

Calculation of the number of pulses

Q > 5 litres

Activate the injection pump

If V > 20km

Inject the additive :

Li = instantaneous level Lf = filtered level


Managing the quantity of additive injected

Memorisation of the quantity of additive injection in order to know the total quantity of cerine injection into the fuel in order to:

• measure the change in the filter content

"Quantity of cerine trapped in PF" counter

• manage the level of additive in the reservoir

"Quantity of cerine in the additive reservoir" counter.

Quantity of cerine already injected+

Quantity of cerine to inject


ADDITIVE MANAGEMENT

Integration of the additive functions into the engine ECU

Example of the 407 Coupé DT17 system


Integration of the additive functions into the engine ECU

Example of the 307 (T6) 207 version with MUX pump


REGENERATION MANAGEMENT


Specific gas flow

Pressure differential

Downline gas T°

Inlet air flow

Atmospheric pressure

DEGREE OF FILTER CLOGGING


First generation supervisor


EXHAUST GAS SPECIFIC FLOW (litres/hour)

a) hole in filter d) filter clogged

b) filter regenerated e) filter overloaded

c) filter in mid-way state f) filter clogged

Normal functioning

Regeneration request

SIX FILTER CLOGGING LEVELS m900 mbar

barDIFFERENTIAL PRESSURE


DIFFERENTIAL PRESSURE

a) hole in filter d) filter clogged

b) filter regenerated e) filter overloaded

c) filter in mid-way state f) filter clogged

SPECIAL RANGES900 mbar





900 mbar

Δ Py) differential pressure

of PF 80000 km

g) filter new at 0 km

h) filter at 80 000 km

ax) functioning status if PF 0 km

ay) functioning status if PF 80000 km

* (regenerated state).

Change in the PF degree of clogging due to the accumulation of cerine*

ΔPx differential pressure

if PF 0 km




900 mbar

ΔPx) differential pressure if PF 0 km

Δ Py) differential pressure if PF 80000 km

g) filter new at 0 km

h) filter at 80 000 km

ax) functioning status if PF 0 km

ay) functioning status if PF 80000 km

ΔPx

Δ Py

Adaptation of the ECU mappings to the accumulation of cerine.


a) filtered exhaust gases

b) cerine

town and open road driving. motorway driving

mbar mbar

L/h L/h

IMPORTANT : For the same quantity of cerine and for the same vehicle distance covered, the differential pressure may be different.In all cases, after regeneration, the cerine is heated and pushed to the end of the filter.

Effect of driving conditions on the differential pressure


Distance covered

Upline gases T°

Additive qty

Filter monitoring


ASSISTANCE


First generation supervisor

Efficiency monitoring


The cerine in the fuel :

• is not burned with the soot

• accumulates on the walls of the particle filter.

• periodically burn off the particles to maintain the filter in optimum flow condition.

REGENERATION ASSISTANCE FUNCTION

• manage the monitoring function requests,

• activate the functions necessary for regeneration,

• determine the assistance level necessary,

• monitor the effects of post-injection.


ASSISTANCE

Engine speed ≥ a threshold

PD monitoring

Kms between each LA regeneration

OROR

Differential pressure ∆ Pn

Minimum distance covered since last

regeneration

Coolant temperature

≥ 60°C

REGENERATION ASSISTANCE ACTIVATION CONDITION


ASSISTANCE

4. Post-injection

1. EGR inhibit2. Consuming equipment activation

3. Heating of inlet air

Turbo

Regulated mode



ASSISTANCE

LEVEL 1

LEVEL 2

Post-injection

EffectT° Upline

and T° Downline

Filter monitoring



heated rear screen, (depends on external air T°).

MFU slow speed imposed,

MFU medium speed

pre/post-heating plugs power imposed.

Consuming equipment activation order :

Function synoptic diagram

If auto box option:

• Pressure increase: 8 bar to 17 bar.

Activation of electrical power consuming equipment

Note :

Not with DT17TED4 engine


Pilot injection

Main injection

Post-injection delay

Post-injection

LEVEL 1

FIRST GENERATION ASSISTANCE FUNCTION


LEVEL 2

Post-injection delay

Increases catalytic

post-combustion

Maintaining the exhaust gas temperature

Pilot injection

Main injection Post-injection

Injection 20° to 120° after TDC

FIRST GENERATION ASSISTANCE FUNCTION


Regeneration frequency (km)

Distance covered by the PF

N is the distance (km) covered by the PF.

N1 is the distance covered (km) since the last regeneration.

N2 is the distance covered (km) which triggers regeneration

Activation

Regeneration

Post-injection

Soot combustion

Post-injection time (T2)

N1 ≥ N2

Time

T2 post-injection moment.

Activation of regeneration assistance by the distance covered parameter


Regeneration

Activation

Soot combustion (random duration)

ΔP ΔP

ΔPy ≥ ΔPn ΔPy = ΔPz

Qv QvPost-injection

Post-injection time (T1)

TimeΔPn is equal to the differential pressure which triggers

ΔPy is equal to the differential pressure read

ΔPz is equal to the differential pressure to be reached

IMPORTANT :

In both cases (ΔPn and N1) it is possible for post-injection to be interrupted (example: vehicle stopped),

in this case, regeneration assistance will recommence from the start.

Activation of regeneration assistance using the differential pressure parameter (ΔP)

Qv specific flow


EAch monitoring point (N2 and ΔPn) has a lower monitoring level

called the economical level

ΔP

ΔPn

ΔPx

ΔPx equal to the differential pressure at which the economic monitoring range starts

N3 is equal to the distance covered at which the economic monitoring range starts.

Assistance with " ECOnomic" regeneration

• activated when the filter degree of clogging is low

• or distance covered point (N) is close.


a) pre-injection

b) main injection

c) post-injection

CYLINDER PRESSURE

TIME

d) reduction in the main injection time

e) excess torque due to post-injection

f) reduction in cylinder pressure

Effect of activation of artificial regeneration.


The first generation supervisor:

distance steps,

differential pressure,

REFRESHERS


THE SECOND GENERATION SUPERVISOR


• filter degree of clogging with soot,

• driving conditions, (current and future to take advantage of opportunities).

• optimised decision-making, (clog filter less),

• minimise over-consumption,

• engine protection,

PF back-pressure,

oil dilution by the diesel fuel.

FUEL SAVINGS

OPTIMISE SUCCESS RATE

IMPROVEMENTS

THE SECOND GENERATION SUPERVISOR


OPTIMISATION OF GENERATION ASSISTANCE

Calculate the quantity of soot

SUPERVISOR

Decides to assist

ASSISTANCE

Efficiency monitoring

2 CONSUMPTION

• Future driving conditions

• Frequencies

CURRENT DRIVING CONDITIONS Town, Open road…

=> success rate

=> Opportunities

1

CAPACITY


REGENERATION STRATEGIES

Filter degree of clogging

module

Fuel consumption

module

Current driving

conditions module

Future driving

conditions module

Functions module

Need to regenerate

Carbon quantity

Regeneration possibility

Regeneration request cut-off

PF status, degree of clogging

DIAGNOSTIC module

Decision module

Decide, check

Downgraded modes



Pressure differential

Downline gas T°

Inlet air flow

Atmospheric pressure

Soot volume

Specific gas

flow

MONITORING THE DEGREE OF CLOGGING

NEED TO REGENERATE MODULE

Filter soot content module



Soot quantity in the particle filter (g/mn)

Type of driving conditions

0,015 "a" difficult traffic

0,027 "b" free-flowing traffic

0,045 "c" very free flowing traffic

0,044 "d" open road

0,053 "e" motorway

Soot quantity calculation :

DETERMINE THE QUANTITY OF SOOT IN RELATION TO THE TYPE OF DRIVING


Fuel consumption module

Calculation of the optimum distance covered for regeneration based on the driving conditions…

… bearing in mind that the levels given for specific profiles are only examples:

• Motorway: 1,700 km• Mountains: 1,200 km• Open road: 1500 km• City: 950 km• Intensive urban: 850 km

The term « optimum » is to be understood in the sense of an optimum fuel consumption.

CALCULATION OF AN OPTIMUM DISTANCE (KM) IN ORDER TO REGENERATE


Calculate an optimum

period

Compare

Optimum consumption

positionDistance since

last regeneration


REGENERATION POSSIBILITY MODULE

Modelisation of the driving profile:

•Motorway•Mountains•Open road•Town Intensive town

Current driving conditions module

CALCULATION OF A REGENERATION SUCCESS PROBABILITY


Future driving conditions module

DEDUCING THE PROBABILITY OF FUTURE DRIVING CONDITIONS

Driving conditions over the last five regenerations,

( updated once an hour).

Define the vehicle driving profile.

Plan for the most favourable moment to activate particle filter regeneration, based on the vehicle usage history.

REGENERATION POSSIBILITY MODULE


2

Functions module

Regeneration request cut-off

PF status, degree of clogging

3

DIAGNOSTIC module

1

Decision module

Decide / check

Downgraded modes

REGENERATION DECISION MODULE


module

Fuel consumption

module

Current driving

conditions module

Future driving

conditions module

Decide / check module


Six indicators:

1. filter load,

2. consumption

3. driving,

4. history,

5. functions,

6. state of PF.

The decision module incorporates data from the other modules and defines a regeneration strategy

REGENERATION DECISION MODULE

Five decision-making rules:

1. consumption,

2. ensure regeneration,

3. PF and engine protection,

4. management of assistance time,

5. downgraded modes: standard distance.


Degree of clogging 61 %

or 20 gr

785 km

Degree of clogging96 % or 33 gr

1235 km

URBAN DRIVING

MOTORWAY

Degree of clogging 81 %

or 23 gr

1043 km

61 % or 20 gr1,227 km

96 % or 33 gr1,931 km

70 % 26 gr 1,396 km

61 % or 20 gr1316 km

70 % 26 gr 1657 km

96 % or 33 gr2071 km

ROAD

500 1000 1500 2000

500 1000 1500 2000

500 1000 1500 2000 km

km

km

Very favourable eventMountain or motorway type

Favourable event. Type of road mountain

or motorway


SECURITY

FUNCTIONING SAFETY :


Specific gas flow

Maximum clogging limit Example at 80 000 Km


ESSENTIAL : If a "filter clogged" fault is present, the reason for clogging must be found, as the filter may become damaged.

PARTICLE FILTER DEGREE OF CLOGGING:

filter holed

intermediate state

filter overloaded

filter clogged

specific air flow (l/hr).

differential pressure (mbar).

NOTE:Theses states are read with the diagnostic tool, under parameter measurement.


ASSISTANCE

LEVEL 1

Triggering of

catalytic conversion

T° < 250 C° LEVEL 2 T°: > 250°C < 480°C

Effect on

Post-injection

T° Upline Downline

Filter status

LEVEL 3 T° > 480°C


Filter monitoring


(BY THE MONITORING FUNCTION)

Parameters Regeneration assistance.

Volume of soot in the particle filter (calculation)

Activation Volume of soot in the particle filter since last regeneration (above a certain level) (*)

De-activation Effective post-injection time (above a certain level) (*)

Differential pressure (measurement)

Activation Differential pressure (above a certain level)

De-activation Effective post-injection time (above a fixed level)

REGENERATION ASSISTANCE ACTIVATION CONDITIONS

(*) depending on driving conditions.


DIAGNOSTIC


DIAGNOSTIC

Detect malfunctions, apply "downgraded modes"

Acquisition

of fault

codes for

each variable

Test

the validity of the

outputs from

each module

Apply

The

downgraded

modes

Downgraded mode

Functioning

Memorise

the information in downgraded

mode

Inform the driver

Help service department


FILLER CAP FAULT PICTOGRAM

ENGINE DIAGNOSTIC LIGHT

PF OVERLOAD PICTOGRAM

SERVICE LIGHT

DRIVER INFORMATION

DIAGNOSTIC


• exhaust gas temperature

• lighting of the engine diagnostic light.

• pressure• particle filter clogged or holed

reduced flow

DONWGRADED FUNCTIONING MODE


Fuel additive injection

Function is cut off for:

- electrical faults

- coherence of system sensors and

actuators.

Function recovers:- disappearance of faults

Gauge fault

Network fault

Filler cap fault


RISK OF CLOGGING THE PARTICLE FILTER

Inefficient regeneration

The filter is clogged by the excess particles


ADDITIVE LOW LEVEL REACHED

Request to flash SERVICE light on instrument cluster

« DIESEL ADDITIVE LOW LEVEL »


PF SUMMARY

Particle filter Additive ECU (1282) Notes

Two generations :

First generation particle filter: SD991

Second generation particle filter:

(octosquare OS2)

Three generations: M.Marelli (Marwall) EAS_100

M.Marelli (Marwall) EAS_200

M.Marelli (Marwall) EAS_300

ECUs fitted to VAN CAR 2DPX 42 up to 9491 (24/10/2003)EOLYS 176 as from 9492 Fuel additive injector on fuel tank (1284) Only one ECU available from Spares Department (with possibility of configuring DPX42 or EOLYS 176)IMPORTANT : It is impossible to retrofit an old model vehicle equipped with the DPX 42 additive system with the new EOLYS 176 additive system.

ECU fitted on VAN CAR 2 EOLYS 176 or DPX 42 are configurable Additive low level sensor discontinued Fuel additive injector discontinued (1284) New metering pump with injector valve

ECU fitted to CAN CAR Pin allocation changed


PF SUMMARY

Two regeneration supervisors :

Modules Examples of systems

PF I One module for the regeneration supervisor : particle filter degree of clogging (distance covered since last regeneration) measurement of the differential pressure.

Bosch EDC 15 C2 only

PF II

Six modules for the regeneration supervisor :

Particle filter soot content.

Effect on consumption

Current driving conditions. Distinguishes the future types of driving.

Decision: triggering/cut-off

Functions module

Examples: Bosch EDC 16C 34 Siemens SID 803 / 201

Important:Measurement of the P is not used for triggering regeneration but always present for safety reasons.


CHANGING THE PF

ADDITIVE FILLING

ADDITIVE FILLING

YES NO

Quantity of cerine in the PF

Quantity of cerine used

Quantity of cerine in the PF

Quantity of cerine used

YES NO YES

Counter resetting

RReeSSeett


Thank you for your attention.


GLOSSARY

FAP : Filtre A Particules (Particle Filter)

CAN : Controller Area Network

LIN : Local Interconnect Network

VAN : Vehicule Area Network

CAN : Controler Area Network.

BSI : Boîtier de Servitude Intelligent. (Built-in Systems Interface)

BSM : Boîtier de Servitude Moteur (PSF1). (Engine Ancillaries ECU (PSF1))

CMM Calculateur Moteur Multifonctions (Engine ECU)

CTN : Coefficient de Température Négatif. (Negative Temperature Coefficient)

HDi : Haute pression Directe Injection. (High Pressure Direct Injection)

PSF1 : Platine de Servitude boîte à Fusible compartiment moteur (BSM).(Engine compartment Ancillaries Fuse panel (Engine ancillaries ECU))

fap service manual

Documents

practical

le ve l2

particle filter

inlet air

specific gas

inlet air

exhaust gas

particle filter