FAP Service Manual

TECHNOLOGY THE PARTICLE FILTER
Date : Instructor: Location: Duration: 7Hrs30

septembre 2005PPT 00000/0 - F - 04/2006 - DEFI
PARTICLE FILTER TECHNOLOGY
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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.
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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
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THE COURSE OBJECTIVES
Classroom The trainees acquire theoretical knowledge on the functioning principles of the particle filter Practical 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 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.
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COURSE PROGRAM
TIMES: 8.30am 11.30am 7H30 1.00pm 5.30pm
8H30 G1
9H00
10H00 PAUSE
11H00
12H00 REPAS
13H00 POSTE A
14H00 PAUSE
15H00 POSTE B POSTE C POSTE A
16H00
17H00 POSTE C POSTE A POSTE B
QUIZ
G2 G3
PRESENTATION FAP
PRESENTATION FAP
POSTE B POSTE C
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PRACTICAL WORK ORGANISATION
WORKSTATION A on a 607 EDC15C2

Discovering diagnostic tool the PF parameters with the
Discovering the air circuit Diagnostic on the EDC15C2 PF system
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WORKSTATION B on 407 EDC16C3

Discovering the air circuit Diagnostic on the EDC15C3 PF system
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WORKSTATION C on 407 SID 803

Discovering the air circuit Diagnostic on the SID803 PF system
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QUIZ
Start of course column End of course column Correction with the instructor
1 2 3
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QUESTION 1
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
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QUESTION 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
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QUESTION 3
3 Which of these photos shows a particle filter?
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QUESTION 4
3 Which of these photos shows a differential pressure sensor?
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QUESTION 5
3 What are the second generation additive system components?
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QUESTION 6
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.
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QUESTION 7
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.
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QUESTION 8
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.
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QUESTION 9
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.
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QUESTION 10
3 The Eolys additive is injected into:
The particle filter
The engine
The exhaust manifold The diesel fuel tank The air inlet system
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QUESTION 11
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.
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QUESTION 12
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.
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QUESTION 13
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.
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QUESTION 14
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.
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QUESTION 15
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.
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REMINDER ON POLLUTING EMISSIONS

AIR DIESEL
Load Air T Altitude Fuel T Engine T

ENGINE
Injection pressure management (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%) Soot
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REMINDER ON POLLUTING EMISSIONS
Composition of the particles

0.01 to 0.05
"Pure" carbon Polycyclic aromatic hydrocarbon particles romatiques Sulfates (SO4) + water Metal swarf Ash
0.1 and 1 micron
Toxicity
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STANDARDS Limit of the standards
Maximum emission (in g/km) OC NOx HC + NOx Particles
Euro 1 (01/01/93) 3,16

-
Euro 2 (01.01.96 ) 1
-
Euro 3 (01.01.00 ) 0,64 0,5 0,56 0,05
Euro 4 (01.01.06 ) 0,5 0,25 0,3 0,025
1,13 0,16
0,7 (0,9) 0,08 (0,1)
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SYSTEM COMPOSITION
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SYSTEM COMPOSITION
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THE CATALYSER
oxidation of the carbon monoxide, (CO), and unburned hydrocarbons, (HC) increase in the exhaust gas temperature with post-injection
T > 140C, catalytic conversion
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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.
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THE FILTER
SD 991
Two generations of filter
OS2
Exhaust outlet with particles removed Gas inlet carrying particles

Filtration rate: 0.1 micron
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Compounds trapped in the filter :
Residue from the engine oil and wear. Carbon particles. Cerine. Ash*
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PARTICLE COMBUSTION
Regeneration Exhaust gas temperature
Regeneration range
600C 550C 450C 350C 150C
Natural regeneration temperature of the particles Additive added Temperature of gases after catalytic post-combustion Temperature of gases with assistance after post-injection Temperature of gases without assistance
-100C
+100C +200C
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THE ADDITIVE: CERINE
The cerine attaches itself to the soot particles
Two types of additive : Eolys DPX 42 Eolys 176 (DPX 10)
Additive
Important : The additives must not be mixed together, and are not interchangeable.
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The role of the additive:
Particle
O2 With additive
additive
Without additive
lowering of the soot combustion temperature reduction of the PF regeneration time. Regeneration : 30 min at 550C for 30g of soot Regeneration : 5 min 450C for 30g of soot
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THE ADDITIVE RESERVOIR
EAS 100 first generation
Capacity 5 litres (on 607, 406, 807).

Filling
Valve
Pump
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THE PUMP AND INJECTOR
EAS 100 first generation
Low sensor
Injector
80 l/hr at 3 bars
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THE ADDITIVE RESERVOIR
Second generation EAS 200
Maximum capacity: 4 litres or 5 litres
Safety valve.
Breather:
Metering pump
White, Eolys DPX 42
Filling
Green, Eolys 176 (DPX 10)
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THE PUMP AND THE DIFFUSER
Second generation EAS 200
Diffuser
No longer fitted
6.45 mm3 / stroke
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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. No contact with the additive when changing the pouch.
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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. Transmission of the quantity of additive injection to the engine ECU via the BSI.
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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.
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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.
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THE TANK FILLER CAP SENSOR
Two magnets at 180
Informs the additive ECU of the cap positions.
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THE INLET AIR HEATER
Function
Regeneration assistance. Cold starting.
This function uses: The outside temperature. Engine load The inlet air temperature The coolant temperature
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Operating principle
Cooled air functioning:
Inlet air
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Operating principle Request for warm air :
Non-cooled inlet air.
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Operating principle Mixing :
Partially cooled inlet air.
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With coolant type air heater Two possible air heater versions (2):
in the air filter.
on the air circuit.
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By-pass type
A B
Mixer valve module
EGR flap valve (A) and by-pass valve (B)
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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.
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The temperature sensor
DW12BTED4 example
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
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ADDITIVE INJECTION
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CERINE ADDITIVE INJECTION
First generation DPX 42
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CERINE ADDITIVE INJECTION
Second generation DPX 10
CAN example CAN / VAN example
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THE ADDITIVE ECU
Types of additive ECU:

Additive ECU EAS 100 Type 1st generation Actuators Pump and injector Network VAN
EAS 200
2nd generation
Mixer pump
VAN
EAS 300
Ditto EAS 200
Mixer pump
CAN
Management incorporated into the engine ECU Management incorporated into the engine ECU
Controlled by the engine ECU Hard-wired mixer pump
CAN
Controlled by the engine ECU MUX pump via the BSI
LIN
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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
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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 calculates the additive reservoir level

Events Actions Acquisition of Diesel level L1 Diesel additive ECU to standby ECU wake-up. Cap open memorised Diesel additive ECU to standby
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Detect : First generation
Stopping the Engine Cut off of +VAN Cap opened Cap closed
Re-start engine
Wake up of BSI +VAN and Diesel additive ECU Acquisition of Diesel fuel level L2 Checks filler cap
L>0 + cap procedure
L>0 + cap procedure fault or no procedure
L=0 + cap procedure
L=0 + cap procedure fault or no procedure
Fuel additive injection
Fuel additive injection Gauge 7 litre minimum level
Nothing Normal functioning
Normal functioning
Cap faulty

Events Actions
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Detect : Second generation
Ignition cut off Cap opened
Filtered level stored in memory
Filtered level loaded 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 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
Additive for 0.5 litres
No additive injection
Normal functioning
Normal functioning
Filler cap sensor fault Filler cap sensor fault
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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
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Inject the additive :

Calculation of the additive quantity to inject Q= Li - Lf
Q < 5 litres
Q > 5 litres
Q < 0.5 litres
Calculation of the number of pulses If V > 20km Activate the injection pump
Li = instantaneous level Lf = filtered level
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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.
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ADDITIVE MANAGEMENT
Integration of the additive functions into the engine ECU

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

Example of the 307 (T6) 207 version with MUX pump
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REGENERATION MANAGEMENT
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First generation supervisor
Inlet air flow
Pressure differential Downline gas T
Specific gas flow
Atmospheric pressure DEGREE OF FILTER CLOGGING
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m900 mbar
DIFFERENTIAL PRESSURE
SIX FILTER CLOGGING LEVELS
bar
Regeneration request
Normal functioning
EXHAUST GAS SPECIFIC FLOW (litres/hour)
a) hole in filter b) filter regenerated c) filter in mid-way state
d) filter clogged e) filter overloaded f) filter clogged
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900 mbar
SPECIAL RANGES
a) hole in filter b) filter regenerated c) filter in mid-way state
d) filter clogged e) filter overloaded f) filter clogged
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Change in the PF degree of clogging due to the accumulation of cerine*
900 mbar
* (regenerated state).
Py) differential pressure of PF 80000 km
Px differential pressure
if PF 0 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
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Adaptation of the ECU mappings to the accumulation of cerine.
900 mbar
Py g) filter new at 0 km h) filter at 80 000 km
Px
Px) differential pressure if PF 0 km Py) differential pressure if PF 80000 km
ax) functioning status if PF 0 km ay) functioning status if PF 80000 km
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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. In all cases, after regeneration, the cerine is heated and pushed to the end of the filter.
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First generation supervisor
DEGREE OF FILTER CLOGGING

Distance covered
Upline gases T
Filter monitoring
ASSISTANCE Additive qty
Efficiency monitoring
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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.
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REGENERATION ASSISTANCE ACTIVATION CONDITION
Minimum distance covered since last regeneration PD monitoring Kms between each LA regeneration
OR
Coolant temperature 60C Differential pressure Pn
Engine speed a threshold
ASSI STA NCE
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1. EGR inhibit
2. Consuming equipment activation
ASSI STAN CE
Turbo Regulated mode
3. Heating of inlet air
4. Postinjection
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Filter monitoring
ASSI STAN CE
Postinjection
T Upline and T Downline LE VE L1
Effect
LE VE L2
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Activation of electrical power consuming equipment
Consuming equipment activation order :

heated rear screen, (depends on external air T). MFU slow speed imposed, MFU medium speed pre/post-heating plugs power imposed.
Function synoptic diagram
If auto box option: Pressure increase: 8 bar to 17 bar.
Note : Not with DT17TED4 engine
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FIRST GENERATION ASSISTANCE FUNCTION
LE VE L1
Main injection Pilot injection
Post-injection
Post-injection delay
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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 post-combustion
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Activation of regeneration assistance by the distance covered parameter

Activation
Regeneration frequency (km)

Regeneration Soot combustion
Post-injection
N1 N2
Post-injection time (T2)
Distance covered by the PF
Time
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
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Activation of regeneration assistance using the differential pressure parameter (P)
Activation
Regeneration Soot combustion (random duration) P Py Pn P Py = Pz
Post-injection
Qv
Qv
Post-injection time (T1)
Pn is equal to the differential pressure which triggers Py is equal to the differential pressure read Pz is equal to the differential pressure to be reached IMPORTANT : In both cases (Pn and N1) it is possible for post-injection to be interrupted (example: vehicle stopped), in this case, regeneration assistance will recommence from the start. Qv specific flow
Time
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Assistance with " ECOnomic" regeneration EAch monitoring point (N2 and Pn) has a lower monitoring level called the economical level
N3 is equal to the distance covered at which the economic monitoring range starts.
Pn P x activated when the filter degree of clogging is low or distance covered point (N) is close.
Px equal to the differential pressure at which the economic monitoring range starts
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Effect of activation of artificial regeneration. CYLINDER PRESSURE
TIME
a) pre-injection b) main injection c) post-injection
d) reduction in the main injection time e) excess torque due to post-injection f) reduction in cylinder pressure
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REFRESHERS
The first generation supervisor: distance steps, differential pressure,
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THE SECOND GENERATION SUPERVISOR
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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.
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OPTIMISATION OF GENERATION ASSISTANCE Calculate the quantity of soot
CURRENT DRIVING CONDITIONS Town, Open road => success rate => Opportunities
1
CAPACITY
2 CONSUMPTION
Future driving conditions Frequencies
SUPERVISOR Decides to assist

ASSI STAN CE
Efficiency monitoring
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REGENERATION STRATEGIES
Need to regenerate
Filter degree of clogging module
Carbon quantity
Regeneration possibility
Current driving conditions module Future driving conditions module
Fuel consumption module
Decide, check
Decision module Regeneration request cut-off
DIAGNOSTIC module
Functions module
PF status, degree of clogging
Downgraded modes
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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
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Soot quantity calculation :
Soot quantity in the particle filter (g/mn) 0,015 0,027 0,045 0,044 0,053
Type of driving conditions "a" "b" "c" "d" "e" difficult traffic free-flowing traffic very free flowing traffic open road motorway
DETERMINE THE QUANTITY OF SOOT IN RELATION TO THE TYPE OF DRIVING
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Fuel consumption module
Calculate an optimum period
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 Compare City: 950 km Optimum Intensive urban: 850 km consumption
position
Distance since last regeneration
CALCULATION OF AN OPTIMUM DISTANCE (KM) IN ORDER TO REGENERATE

The term optimum is to be understood in the sense of an optimum fuel consumption.
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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
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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
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REGENERATION DECISION MODULE
Decide / check module

Filter degree of clogging module Fuel consumption module Current driving conditions module Future driving conditions module
Decide / check
1 Decision module Regeneration request cut-off

PF status, degree of clogging
3 DIAGNOSTIC module
2 Functions module
Downgraded modes
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REGENERATION DECISION MODULE
Six indicators: 1. filter load, 2. consumption 3. driving, 4. history, 5. functions, 6. state of PF.
Five decision-making rules: 1. consumption, 2. ensure regeneration, 3. PF and engine protection, 4. management of assistance time, 5. downgraded modes: standard distance.
The decision module incorporates data from the other modules and defines a regeneration strategy
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URBAN DRIVING
Degree of clogging 61 % or 20 gr 785 km Degree of clogging 81 % or 23 gr 1043 km Degree of clogging 96 % or 33 gr 1235 km
Favourable event. Type of road mountain or motorway Very favourable event Mountain or motorway type
500
1000
61 % or 20 gr 1,227 km
1500
70 % 26 gr 1,396 km
2000
96 % or 33 gr 1,931 km
km
ROAD
500
1000
61 % or 20 gr 1316 km
1500
70 % 26 gr 1657 km
2000
km
MOTORWAY
96 % or 33 gr 2071 km
500
1000
1500
2000
km
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FUNCTIONING SAFETY :
Specific gas flow
DEGREE OF FILTER CLOGGING
SECURITY
Maximum clogging limit Example at 80 000 Km
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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 may become damaged.
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Filter monitoring
Filter status Effect on

Postinjection
ASSISTANC E
LEVEL 3 T > 480C
LEVEL 1
Triggering of
T Upline Downlin e
catalytic conversion
T < 250 C
LEVEL 2 T: > 250C < 480C
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REGENERATION ASSISTANCE ACTIVATION CONDITIONS
(BY THE MONITORING FUNCTION)
Parameters
Regeneration assistance. Volume of soot in the particle filter since last regeneration (above a certain level) (*) Effective post-injection time (above a certain level) (*) Differential pressure (above a certain level) Effective post-injection time (above a fixed level)
(*) depending on driving conditions.
Volume of soot in Activation the particle filter (calculation) De-activation Differential pressure (measurement) Activation De-activation
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DIAGNOSTIC
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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 modes Downgraded mode Functioning
Memorise the information in downgraded mode Help service department Inform the driver
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DIAGNOSTIC DRIVER INFORMATION
SERVICE LIGHT ENGINE DIAGNOSTIC LIGHT
FILLER CAP FAULT PICTOGRAM
PF OVERLOAD PICTOGRAM
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DONWGRADED FUNCTIONING MODE
lighting of the engine diagnostic light.
reduced flow
exhaust gas temperature
pressure
particle filter clogged or holed
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Fuel additive injection Function is cut off for: - electrical faults - coherence of system sensors and actuators. Function recovers: - disappearance of faults Network fault
Gauge fault Filler cap fault
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RISK OF CLOGGING THE PARTICLE FILTER
Inefficient regeneration
The filter is clogged by the excess particles
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ADDITIVE LOW LEVEL REACHED
Request to flash SERVICE light on instrument cluster DIESEL ADDITIVE LOW LEVEL
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PF SUMMARY
Particle filter Two generations : First generation particle filter: SD991 Additive ECU (1282)
Notes
ECUs fitted to VAN CAR 2 Three generations: M.Marelli (Marwall) EAS_100 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 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.
M.Marelli (Marwall) EAS_200
Second generation particle filter: (octosquare OS2) M.Marelli (Marwall) EAS_300
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
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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.
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ounter resetting
YES
CHANGING THE PF
NO
YES
ADDITIVE FILLING
NO
YES
ADDITIVE FILLING
R e S e t
Quantity of cerine in the PF Quantity of cerine used
Quantity of cerine in the PF
Quantity of cerine used
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Thank you for your attention.
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GLOSSARY FAP : CAN : LIN : VAN : CAN : BSI : BSM : CMM CTN : HDi : PSF1 : Filtre A Particules (Particle Filter) Controller Area Network Local Interconnect Network Vehicule Area Network Controler Area Network. Botier de Servitude Intelligent. (Built-in Systems Interface) Botier de Servitude Moteur (PSF1). (Engine Ancillaries ECU (PSF1)) Calculateur Moteur Multifonctions (Engine ECU) Coefficient de Temprature Ngatif. (Negative Temperature Coefficient) Haute pression Directe Injection. (High Pressure Direct Injection) Platine de Servitude bote Fusible compartiment moteur (BSM). (Engine compartment Ancillaries Fuse panel (Engine ancillaries ECU))
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FAP Service Manual

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TECHNOLOGY THE PARTICLE FILTER

Date : Instructor: Location: Duration: 7Hrs30

PARTICLE FILTER TECHNOLOGY

PARTICLE FILTER TECHNOLOGY

PARTICLE FILTER TECHNOLOGY

THE COURSE OBJECTIVES

PARTICLE FILTER TECHNOLOGY

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

15H00 POSTE B POSTE C POSTE A

17H00 POSTE C POSTE A POSTE B

PARTICLE FILTER TECHNOLOGY

PRACTICAL WORK ORGANISATION

WORKSTATION A on a 607 EDC15C2

Discovering the air circuit Diagnostic on the EDC15C2 PF system

PARTICLE FILTER TECHNOLOGY

PRACTICAL WORK ORGANISATION

WORKSTATION B on 407 EDC16C3

Discovering the air circuit Diagnostic on the EDC15C3 PF system

PARTICLE FILTER TECHNOLOGY

PRACTICAL WORK ORGANISATION

WORKSTATION C on 407 SID 803

Discovering the air circuit Diagnostic on the SID803 PF system

PARTICLE FILTER TECHNOLOGY

PARTICLE FILTER TECHNOLOGY

Petrol engine, indirect multipoint injection

Diesel engine, direct injection, common rail.

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

PARTICLE FILTER TECHNOLOGY

3 The particle filter is used to?

Increase engine torque

Increase engine power

Increase the engine capacity

PARTICLE FILTER TECHNOLOGY

3 Which of these photos shows a particle filter?

PARTICLE FILTER TECHNOLOGY

3 Which of these photos shows a differential pressure sensor?

PARTICLE FILTER TECHNOLOGY

3 What are the second generation additive system components?

PARTICLE FILTER TECHNOLOGY

3 What is the role of the particle filter?

Filter and trap the exhaust gas CO and CO2.

PARTICLE FILTER TECHNOLOGY

3 What is the role of the catalyser?

Obtain additional heat for particle filter regeneration.

To reduce the CO2 emissions in the exhaust.

PARTICLE FILTER TECHNOLOGY

Monitor the engine running temperature

To determine if catalyser optional functioning has been reached

PARTICLE FILTER TECHNOLOGY

3 The differential pressure sensor is used to monitor:

PARTICLE FILTER TECHNOLOGY

3 The Eolys additive is injected into:

The particle filter

PARTICLE FILTER TECHNOLOGY

3 The additive ECU manages?

The particle filter regeneration

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

PARTICLE FILTER TECHNOLOGY

3 When functioning normally, PF regeneration occurs:

Exactly every 1500 km, naturally.

By injecting a special additive into the exhaust pipes.

PARTICLE FILTER TECHNOLOGY

PARTICLE FILTER TECHNOLOGY