FAP Service Manual

TECHNOLOGY THE PARTICLE FILTER

Date : Instructor: Location: Duration: 7Hrs30

PARTICLE FILTER TECHNOLOGY

2 / 116

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.


3 / 116

CONTENT

- PRESENTATION ----------------------------------------------------------------------Page 4 - QUIZ ------------------------------------------------------------------------------------- Page 9 - PRESENTATION OF THE PARTICLE FILTER SYSTEMSSYSTEMS-----------------Page 25 • Composition of the system ------------------------------------------- Page 29 • The Cerine additive system------------------------------------------system------------------------------------------- Page 55 • Regeneration management managemen t ------------------------------------------- Page 68 • Second generation supervisor -------------------------------------supervisor -------------------------------------- Page 88 • Diagnostic ----------------------------------------------------------------- Page 104 • PF summary ------------------------------------------------------------------------------------------------------------------------------- Page 111 - GLOSSARY -------------------------------------------------------------------------- Page 115


4 / 116

THE COURSE OBJECTIVES

Classroom • The trainees acquire theoretical knowledge on the functioning principles of the particle filter Practical work in i n the workshop: • Discovering the PF parameters with the diagnostic diagnostic tool, • Discovering the particle filter air circuits, Particle filter diagnostic by simulated faults on the vehicles At 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.

5 / 116


COURSE PROGRAM

TIMES: 8.30am – 11.30am 7H30 1.00pm – 5.30pm

8H30

9H00

10H00

11H00

12H00

G1 G2 G3

13H00

14H00

15H00

POSTE A Z I U Q

PRESENTATION FAP

E S PRESENTATION U FAP A P

S A P E R

POSTE B POSTE C

E S U A P

16H00

17H00

POSTE B

POSTE C

POSTE C

POSTE A

POSTE A

POSTE B


PRACTICAL WORK ORGANISATION

WORKSTATION A on a 607 EDC15C2 

Discovering diagnostic tool

the

PF

parameters



Discovering the air circuit



Diagnostic on the EDC15C2 PF system

with

the

6 / 116



WORKSTATION B on 407 EDC16C3 


the

PF

parameters






Diagnostic on the EDC15C3 PF system

with

the

7 / 116



WORKSTATION C on 407 SID 803 


the

PF

parameters






Diagnostic on the SID803 PF system

with

the

8 / 116

9 / 116


QUIZ Start of course column End of course column

Correction with the instructor

1 2 3


10 / 116

QUESTION 1

1

2

3 Which 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


11 / 116

QUESTION 2

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 3

1

2

3 Which of these photos shows a particle filter?

12 / 116


QUESTION 4

1

2

3 Which of these photos shows a differential pressure sensor?

13 / 116


QUESTION 5

1

2

3 What ar are the second generation additive system components?

14 / 116


QUESTION 6

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.

15 / 116


QUESTION 7

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.

16 / 116


17 / 116

QUESTION 8

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 filt er regeneration regeneration point has been reached Monitor the exhaust gas temperature to protect the turbo.


18 / 116

QUESTION 9

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 between the particle filter filt er inlet and outlet.

Whether the catalyser optimum functioning function ing point has been reached. reached. The pressure difference between between the catalyser inlet and the particle filter outlet.


QUESTION 10

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

19 / 116


QUESTION 11

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.

20 / 116


21 / 116

QUESTION 12

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 i ncrease in the exhaust gases temperature. When optimum conditions triggered by the engine ECU are met.


22 / 116

QUESTION 13

1

2

3 The 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 14

1

2

3 The role of the Eolys® additive is:

To reduce fuel consumption by improved combustion.

To reduce the PF regeneration 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.

23 / 116


24 / 116

QUESTION 15

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.


25 / 116

26 / 116


REMINDER ON POLLUTING EMISSIONS AIR

DIESEL

Injection pressure management

Load Air T° Altitude

ENGINE

Fuel T° Engine T°

(high pressure) Injection time management

Reduction of NOx : = > EGR = risk of formation of particles

NON-POLLUTANTS : Nitrogen (73%) CO2 (19%) H2O (7.2%)

POLLUTANTS : CO (0.5%) HC (0.2%) NOX (1.9%)

27 / 116


REMINDER ON POLLUTING EMISSIONS

Composition of the particles

0.01 to 0.05 μ



"Pure" carbon



Polycyclic aromatic hydrocarbon particles romatiques



Sulfates (SO4) + water



Metal swarf



Ash

0.1 and 1 micron

Toxicity

28 / 116


STANDARDS Limit of the standards

Maximum emission (in g/km)

Euro 1 (01/01/93)

Euro 2 (01.01.96 )

OC

3,16

1

0,64

0,5

NOx

-

-

0, 5

0,25

HC + NOx

1,13

0,7 (0,9)

0, 5 6

0,3

Particles

0,1 6

0,08 (0,1)

0,05

0,025

Euro 3 (01.01.00 )

Euro 4 (01.01.06 )


SYSTEM COMPOSITION

29 / 116


SYSTEM COMPOSITION

30 / 116

31 / 116


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

32 / 116


THE TEMPERATURE SENSORS

DOWNLINE UPLINE



Inform the ECU of the exhaust gases temperature to : 

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

33 / 116


THE FILTER

SD 991



Two generations of filter

OS2

Exhaust outlet with particles removed Gas inlet carrying particles Filtration rate: 0.1 micron


Compounds trapped in the filter :



Residue from the engine oil and wear. Carbon

particles.

Cerine. 

34 / 116

35 / 116


PARTICLE COMBUSTION

Regeneration

Regeneration range

Exhaust gas temperature

600°C 550°C

Natural regeneration temperature of the particles

-100°C

Additive added 450°C 350°C 150°C

Temperature of gases after catalytic post-combustion Temperature of gases with assistance after post-injection Temperature of gases without assistance

+100°C

+200°C


THE ADDITIVE: CERINE

The cerine attaches itself to the soot particles

Two types of additive : 

Eolys® DPX 42



Eolys® 176 (DPX 10)

Important :

Additive

36 / 116

37 / 116


The role of the additive:

Particle

additive

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 ≈

38 / 116


THE ADDITIVE RESERVOIR

EAS 100 first generation

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

Valve

Pump

39 / 116


THE PUMP AND INJECTOR

EAS 100 first generation

Low sensor

80 l/hr at 3 bars

Injector

40 / 116


THE ADDITIVE RESERVOIR

Second generation EAS 200

Maximum capacity: 4 litres or 5 litres

Safety valve. Breather:

Metering pump

Filling

White, Eolys® DPX 42

Green,

41 / 116


THE PUMP AND THE DIFFUSER D IFFUSER

Second generation EAS 200

Diffuser

No longer fitted

6.45 mm3 / stroke


THE POUCHES 5

2

1

2

3

4

6 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.

42 / 116


43 / 116

THE INJECTION PUMP

Rotary piston pump with built-in electronics

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.


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.

44 / 116


THE DIFFERENTIAL PRESSURE SENSOR

IMPORTANT IMPORTANT : Do not reverse the upline and downline signal lines, (filter system malfunction). Management of the particle filter depends on this information.

45 / 116


THE TANK FILLER CAP SENSOR

Two magnets at 180°

Informs the additive ECU of the cap positions.

46 / 116


THE INLET AIR HEATER

Function Regeneration Cold

assistance.

starting.

This function uses: 

The outside temperature.



Engine load



The inlet air temperature



The coolant temperature

47 / 116


Operating principle

Cooled air functioning:

Inlet air

48 / 116


Operating principle Request for warm air :

Non-cooled inlet air.

49 / 116


Operating principle

Mixing :

Partially cooled inlet air.

50 / 116



With coolant type air heater Two possible air heater versions (2):

• in the air filter.

• on the air circuit.

51 / 116

52 / 116



By-pass type

A B

Mixer valve module

EGR flap valve (A)



The inlet air flow

a The DT17TED4 stepper motor flap valve module



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.

53 / 116

54 / 116


THE INLET AIR HEATER DW12BTED4 example

The temperature sensor

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

DT17TED4 example


ADDITIVE INJECTION

55 / 116


CERINE ADDITIVE INJECTION

First generation DPX 42

56 / 116

57 / 116


CERINE ADDITIVE INJECTION

Second generation DPX 10

CAN example CAN / VAN example

58 / 116


THE ADDITIVE ECU

Types of additive ECU: dditive ECU

Type

Actuators

Network

EAS 100

1st generation

Pump and injector

VAN

EAS 200

2nd generation

Mixer pump

VA N

EAS 300

Ditto EAS 200

Mixer pump

CAN

Management incorporated into the engine ECU

Controlle Controlled d by the engine engine ECU Hard-wired Hard-wired mixer pump

CAN

Management incorporated into the engine ECU

Controlled by the engine ECU MUX pump via the BSI

LIN


THE ADDITIVE ECU

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).

CONFIGURING THE ECU AFTER SERVICING

59 / 116


ADDITIVE MANAGEMENT

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

Ignition key

• detects addition of fuel • calculates the quantity of additive to inject • activates additive injection • initialises the additive counters

60 / 116

61 / 116

PARTICLE FILTER TECHNOLOGY Events

Detect : First generation

Stopping the Engine Cut off of +VAN

Cap opened

Cap closed

Actions Acquisition of Diesel level L1 Diesel additive ECU to standby ECU wake-up. Cap open memorised

Diesel additive ECU to standby

Re-start engine

Wake up of BSI +VAN and Diesel additive ECU Acquisition of Diesel fuel level L2 Checks L2 Checks filler cap

ΔL>0 + cap procedure

Fuel additive injection

ΔL>0 + cap procedure fault or no procedure

Fuel ad additive in injection

ΔL=0 + cap procedure

Fuel ad additive in injection

ΔL=0 + cap procedure fault or no procedure

Nothing

62 / 116


Events

Detect : Second generation

Ignition cut off

Actions

Filtered level stored in memory

Cap opened Filtered level loaded Special case: DRAINING THE TANK • Turn on the ignition tank empty and filler cap fitted.

Waiting for cap to close

• Turn on the ignition. • Cap opened. • Add fuel and close cap

Li – Lf > 5 L

Li – Lf < 5 L

Li – Lf > 10 L

Li – Lf < 10 L

+ cap closed

+ cap closed

+ cap not closed

+ cap not closed


Additive for 0.5 litres


Normal functioning

Normal functioning

Filler cap sensor fault

No additive injection

Filler cap sensor fault


63 / 116

Calculate the quantity to inject : Injection curve, (fuel Q) Injection coefficient, (pump) Injection metering (DPX42 or DPX10)

Calculate the additive injection Maintenance with the tool

Controls the actuators

Counter management


Inject the additive : Calculation of the additive quantity to inject Q= Li - Lf

Q < 5 litres

Q < 0.5 litres

Q > 5 litres

Calculation of the number of pulses If V > 20km

Activate the injection pump

64 / 116


Managing the quantity of additive injected Quantity of cerine already injected + Quantity of cerine to inject



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.

65 / 116


ADDITIVE MANAGEMENT

Integration of the additive functions into the engine ECU Example of the 407 Coupé DT17 system

66 / 116


Integration of the additive functions into the engine ECU Example of the 307 (T6) 207 version with MUX pump

67 / 116


REGENERATION MANAGEMENT

68 / 116

69 / 116



First generation supervisor

Inlet air flow

Pressure differential Downline gas T°

Specific gas flow

Atmospheric pressure DEGREE OF FILTER CLOGGING


m900 mbar

SIX FILTER CLOGGING LEVELS

DIFFERENTIAL PRESSURE

bar

Regeneration request

Normal functioning

EXHAUST GAS SPECIFIC FLOW (litres/hour)

a) hole in filter

d) filter clogged

b) filter regenerated

e) filter overloaded

70 / 116


SPECIAL RANGES

900 mbar DIFFERENTIAL PRESSURE


a) hole in filter

d) filter clogged

b) filter regenerated

e) filter overloaded

71 / 116

72 / 116


Change in the PF degree of clogging due to the accumulation of cerine* * (regenerated state).


Δ Py) differential pressure of PF 80000 km

ΔPx differential pressure if PF 0 km


g) filter new at 0 km

ax) functioning status if PF 0 km

h) filter at 80 000 km

ay) functioning status if PF 80000 km


73 / 116

Adaptation of the ECU mappings to the accumulation of cerine.


Δ Py g) filter new at 0 km

ΔPx

h) filter at 80 000 km

ΔPx) differential pressure if PF 0 km


Δ Py) differential pressure if PF 80000 km ax) functioning status if PF 0 km ay) functioning status if PF 80000 km


74 / 116

Effect of driving conditions on the differential pressure

town and open road driving.

motorway driving

mbar

mbar

a) filtered exhaust gases b) cerine L/h

L/h

IMPORTANT : For the same quantity of cerine and for the same vehicle distance covered, the differential pressure may be different.

75 / 116



First generation supervisor

DEGREE OF FILTER CLOGGING Distance covered

Filter monitoring Upline gases T°

ASSISTANCE Additive qty

Efficiency


76 / 116

REGENERATION ASSISTANCE FUNCTION

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

• manage the monitoring function requests, • activate the functions necessary for regeneration, • determine the assistance level necessary, • monitor the effects of post-injection.

The cerine in the fuel : • is not burned with the soot • accumulates on the walls of the particle filter.

77 / 116


REGENERATION ASSISTANCE ACTIVATION CONDITION

Minimum distance covered since last regeneration PD monitoring Kms between each LA regeneration

OR Coolant temperature ≥ 60°C

Engine speed ≥ a threshold

Differential pressure ∆ Pn Pn ASSI STA NCE

78 / 116



2. Consuming equipment activation

1. EGR inhibit

ASSI STAN CE Turbo Regulated mode

4. Postinjection

3. Heating of inlet air

79 / 116



Filter monitoring

ASSI STAN CE

Effect

T° Upline and T° Downline

Postinjection

LE VE L1 LE VE L2


80 / 116

Activation of electrical power consuming equipment

Consuming equipment activation order : 

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



MFU slow speed imposed,



MFU medium speed



pre/post-heating plugs power imposed.

If auto box option: • Pressure increase: 8 bar to 17 bar.

Note :

Function synoptic diagram


FIRST GENERATION ASSISTANCE FUNCTION

LE VE L1

Main injection Pilot injection

Post-injection

Post-injection Post-inject ion delay

81 / 116

82 / 116


FIRST GENERATION ASSISTANCE FUNCTION

LE VE L2

Injection 20° to 120° after TDC

Maintaining the exhaust gas temperature Pilot injection

Main injection

Post-injection

Post-injection delay

Increases catalytic

83 / 116


Activation of regeneration assistance by the distance covered parameter

Activation

Regeneration frequency (km) Regeneration

Post-injection

Soot combustion

N1 ≥ N2

Post-injection time (T2)

Time

Distance covered by the PF

T2 post-injection moment.

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

84 / 116


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

Activation Regeneration Soot combustion (random duration) ΔP

ΔP

ΔPy ≥ ΔPn

Post-injection

ΔPy = ΔPz

Qv

Qv

Post-injection time (T1)

Time

ΔPn 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

Qv specific flow

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


Assistance with " ECOnomic" regeneration EAch monitoring point point (N2 and ΔPn) has a lower monitoring level called the economical level

ΔP

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

ΔPn ΔP x • activated when the filter degree of clogging is low • or distance covered point (N) is close. ΔPx equal to the differential pressure at which the economic monitoring range starts

85 / 116

86 / 116


Effect of activation of artificial regeneration regeneration.. CYLINDER PRESSURE

TIME

a) pre-injection

d) reduction in the main injection time

b) main injection

e) excess torque due to post-injection

c) post-injection post-injection

f) reduction in cylinder pressure

87 / 116


REFRESHERS

The first generation supervisor: 

distance steps,



differential pressure,


THE SECOND GENERATION SUPERVISOR

88 / 116


89 / 116

THE SECOND GENERATION SUPERVISOR IMPROVEMENTS

• filter degree of clogging with soot, • driving conditions, (current and future to take advantage of opportunities). FUEL SAVINGS

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

OPTIMISE SUCCESS RATE

• minimise over-consumption, • engine protection,  PF back-pressure, 

oil dilution by the diesel fuel.

90 / 116


OPTIMISATION OF GENERATION ASSISTANCE Calculate the quantity of soot

CURRENT DRIVING CONDITIONS Town, Open road…

1

=> success rate

CAPACITY

=> Opportunities

2 CONSUMPTION • Future driving conditions

SUPERVISOR Decides to assist

• Frequencies

ASSI STAN CE

Efficiency

91 / 116


REGENERATION STRATEGIES

Need to regenerate Filter degree of clogging module

Regeneration possibility Current driving conditions module

Fuel consumption module

Future driving conditions module

Carbon quantity

Decide, check Decision module

DIAGNOSTIC module

Downgraded

Functions module

PF status, degree of clogging

Regeneration request cut-off

92 / 116


NEED TO REGENERATE MODULE

Filter soot content module

Inlet air flow Pressure differential

Specific gas Downline gas T°

flow

Atmospheric pressure

Soot volume

Filter degree of clogging

MONITORING THE DEGREE OF CLOGGING


93 / 116


Soot quantity calculation :

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

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


94 / 116


Fuel consumption module Calculation

Calculate an optimum period

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

Compare

Distance since last regeneration

Optimum consumption position

• City: 950 km • Intensive urban: 850 km

CALCULATION OF AN OPTIMUM DISTANCE (KM) IN ORDER TO REGENERATE The term « optimum » is to be understood in the sense of an optimum fuel


95 / 116

REGENERATION POSSIBILITY MODULE

Current driving conditions module



Modelisation of the driving profile: •Motorway •Mountains •Open road •Town Intensive town

CALCULATION OF A REGENERATION SUCCESS PROBABILITY


96 / 116

REGENERATION POSSIBILITY MODULE

Future driving conditions module 

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.

DEDUCING THE PROBABILITY OF FUTURE DRIVING CONDITIONS


97 / 116

REGENERATION DECISION MODULE

Decide / check module Filter degree of clogging module

Fuel consumption module

Decide / check

3

2

DIAGNOSTIC module

Functions module

Current driving conditions module

Future driving conditions module

1 Decision module Regeneration request cut-off PF status, degree of clogging


98 / 116

REGENERATION DECISION MODULE 

Six indicators: 1. filt filter er loa load, 2. cons consu umpti mptio on 3. driving, 4. history, 5. functions, 6. state of PF PF.



Five decision-making rules: 1. con consump sumpti tion on,, 2. ensu ensure re rege regene nera ratio tion, n, 3. PF and and eng engin ine e prot protec ectio tion, n, 4. manage managemen mentt of of assi assistan stance ce time, time, 5. down downgr grad aded ed mod modes es:: standard distance.

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

99 / 116




URBAN DRIVING Degree of clogging 61 % or 20 gr

Degree of clogging 81 % or 23 gr

Degree of clogging 96 % or 33 gr

785 km

1043 km

1235 km

500 

ROAD

500 

Favourable event. Type of road mountain or motorway

MOTORWAY

1000

Very favourable event Mountain or motorway type

2000

1500

61 % or 20 gr 1,227 km

1000

96 % or 33 gr 1,931 km

70 % 26 gr 1,396 km

2000

1500 61 % or 20 gr 1316 km

km

70 % 26 gr 1657 km

km

96 % or 33 gr 2071 km


FUNCTIONING SAFETY :

Specific gas flow

DEGREE OF FILTER CLOGGING

SECURITY Maximum clogging limit

100 / 116

101 / 116


PARTICLE FILTER DEGREE OF CLOGGING: differential pressure (mbar).

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

intermediate state

filter holed specific air flow (l/hr).

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

102 / 116



Filter monitoring

Filter status Effect on Postinjection

ASSISTANC E

LEVEL 3 T° > 480°C

LEVEL 1 Triggering of

T° Upline Downlin e

catalytic conversion

T° < 250 C°

LEVEL 2 T°: > 250°C <


103 / 116

REGENERATION ASSISTANCE ACTIVATION CONDITIONS

(BY THE MONITORING FUNCTION)

Parameters

Regeneration assistance.

Volume of soot in Activation the particle filter (calculation)

Differential pressure (measurement)

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

De-activation

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

Activation

Differential pressure (above a certain level) level)

De-activation

Effective post-injection time (above a fixed level) (*) depending on driving conditions.


DIAGNOSTIC

104 / 116

105 / 116


DIAGNOSTIC

Detect malfunctions, apply "downgraded modes" Acquisition of fault codes for each variable

Test the validity of the outputs from each module

Apply The downgrade d

Downgraded mode Functioning

modes

Memorise the information in downgraded mode

Help service department

Inform the driver


DIAGNOSTIC DRIVER INFORMATION

SERVICE LIGHT ENGINE DIAGNOSTIC LIGHT

FILLER CAP FAULT PICTOGRAM

PF OVERLOAD PICTOGRAM

106 / 116


107 / 116

DONWGRADED FUNCTIONING MODE

• lighting of the engine diagnostic light.

reduced flow

• exhaust gas temperature

• pressure

• particle filter clogged or holed


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

108 / 116


RISK OF CLOGGING THE PARTICLE FILTER

Inefficient regeneration

The filter is clogged by the excess particles

109 / 116


ADDITIVE LOW LEVEL REACHED

Request to flash SERVICE light on instrument cluster « DIESEL ADDITIVE LOW LEVEL »

110 / 116

111 / 116


PF SUMMARY Particle filter

Two generations :

Notes

Additive ECU (1282)

Three generations:  M.Marelli (Marwall) EAS_100

First generation particle filter: SD991

ECUs fitted to VAN CAR 2 DPX 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 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 



M.Marelli (Marwall) EAS_200



M.Marelli (Marwall) EAS_300

Second generation particle filter: (octosquare OS2)

ECU fitted to CAN CAR  Pin allocation changed 

112 / 116


PF SUMMARY Two regeneration supervisors :

PF I

PF II

Modules

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

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 of systems



Bosch EDC 15 C2 only

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 safety reasons. reasons.

113 / 116


unter resetting

YES

YES

R e S e

ADDITIVE FILLING

Quantity of cerine in the PF Quantity of cerine used

CHANGING THE PF

NO

YES

Quantity of cerine in the PF

NO

ADDITIVE FILLING

Quantity of cerine used


Thank you for your attention.

114 / 116


115 / 116

GLOSSARY FAP :

Filtre A Particules (Particle Filter)

CAN :

Controller A ontroller Area Network

LIN :

Local Interconnect Network

VAN :

Vehicule Area Network

CAN :

Controler A ontroler Area Network.

BSI :

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

BSM :

Boîtier de oîtier de Servitude Moteur (PSF1). oteur (PSF1). (Engine Ancillaries ECU (PSF1))

CMM

Calculateur M alculateur Moteur M oteur 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


116 / 116

FAP Service Manual

Recommend Documents