Automotive Training Courses

TRAINER manual

Selective catalytic reduction systems

(SCR)/AdBlueTM

www.texaedu.com
 INDEX
GLOSSARY AND ACRONYMS 3 8.1.2 Errors  30
1. SPECIAL CODE, WEB SPECIAL CODE IDC4 FUNCTIONS 5 8.1.3 Activations 31
2. INTRODUCTION 6 8.1.4 Adjustments 36
2.1 EUROPEAN ANTI-POLLUTION REGULATIONS 6 8.2 MAN 37
2.2 POLLUTANTS FROM DIESEL ENGINES 6 8.2.1 Parameters and Statuses 37
2.2.1 Carbon monoxide 6 8.2.2 Errors 37
2.2.2 Hydrocarbons 7 8.2.3 Activations 38
2.2.3 Nitrogen oxides 7 8.2.4 Adjustments 48
2.2.4 Particulate 7 8.3 SCANIA 48
2.3 EURO IV AND EURO V 8 8.3.1 Parameters and Status 48

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3. AFTER-TREATMENT TECHNOLOGIES 9 8.3.2 Errors 48
3.1 ENGINE TECHNOLOGICAL LIMITS AND DEVELOPMENT 9 8.3.3 Activations 48
3.2 SYSTEMS WITH PARTICULATE FILTER 9 8.3.4 Adjustments 53
3.2.1 FAP 10 9. SYSTEM TYPE BOSCH DENOXTRONIC2 55
3.2.2 DPF 10 9.1 DESCRIPTION 55
3.3 SYSTEMS WITH SELECTIVE CATALYST 10 9.2 SYSTEM FUNCTIONAL 56
4. CHEMICAL FUNCTIONING PRINCIPLE 9.3 COMPONENTS 57
OF A CATALYST SYSTEM (SCR) 12 9.3.1 Pump module 57
5. SCR SYSTEM TYPOLOGIES 13 9.3.2 Metering module 59

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5.1 DESCRIPTION
5.2 SIMPLIFIED FUNCTIONING PRINCIPLE
5.3 COMPONENTS
5.3.1 Electronic control units
5.3.2 Additive tank
5.3.3 Pump module
5.3.4 Metering module
5.3.5 Diffuser (nozzle)
5.3.6 Catalyst
13
13
13
13
13
14
15
15
15
9.4 FUNCTIONING LOGIC
9.4.1 Pre-heating phase (if necessary)
9.4.2 System activation phase 
9.4.3 Metering phase
9.4.4 System shut-down phase
10. DENOXTRONIC2 SELF-DIAGNOSIS
10.1 IVECO
10.1.1 Parameters and Status
10.1.2 Errors
59
60
60
60
61
62
62
62
63
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5.3.7 Additive heaters 17 10.1.3 Activations 64
5.3.8 Sensors 17 10.1.4 Adjustments  73
5.3.9 Level sensor of the additive in the tank 17 10.2 VOLVO/RENAULT 74
5.3.10 Temperature sensor of the additive in the tank 18 10.2.1 Parameters and Status 74
5.3.11 Additive pressure sensor 18 10.2.2 Errors 74
5.3.12 Compressed air pressure sensor 18 10.2.3 Activations  74
5.3.13 Exhaust gas temperature sensors 18 10.2.4 Adjustments  77
5.3.14 Air humidity sensor 18 11. MERCEDES BENZ BLUETEC TYPE SYSTEM 79
5.3.15 Exhaust gas pressure sensor 19 11.1 DESCRIPTION 79
5.3.16 NOx sensor 19 11.2 DIAGRAM 80
6. MALFUNCTIONS AND FAULTS: INDICATIONS AND ERROR CODES 21 11.3 COMPONENTS 81
6.1 REGULATIONS AND LAW REFERENCES 21 11.3.1 Electronic control unit 81
6.2 MI WARNING LIGHT 21 11.3.2 Pump 82
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6.2.1 Level 1 malfunction 22 11.3.3 Metering device  83

6.2.2 Level 2 malfunction 22 11.4 FUNCTIONING LOGIC 83
7. BOSCH DENOXTRONIC SYSTEM 23 11.4.1 Preheating phase (if necessary) 84
7.1 DESCRIPTION 23 11.4.2 System activation phase 84
7.2 FUNCTIONAL DIAGRAM 24 11.4.3 Metering phase 84
7.3 COMPONENTS 25 11.4.4 System shut-down phase 85
7.3.1 Pump module 25 12. BLUETEC SELF-DIAGNOSIS 86
7.3.2 Metering module 27 12.1 MERCEDES BENZ 86
7.4 FUNCTIONING LOGIC 28 12.1.1 Parameters and Status 86
7.4.1 Pre-heating phase (if necessary) 28 12.1.2 Errors 86
7.4.2 System activation phase 28 12.1.3 Activations 87
7.4.3 Metering phase  29 12.1.4 Adjustments  91
7.4.4 System shut-down phase 29 13. CUMMINS TYPE SYSTEM 94
8. DENOXTRONIC SELF-DIAGNOSIS 30 13.1 Cummins MSCR (with air) system description 94
8.1 DAF 30 13.2 Operating diagram (MSCR with air) 95
8.1.1 Parameters and Statuses 30 13.3 COMPONENTS 96

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 G21 “Diagnosis of selective catalytic reduction process/AdBlueTM” - Automotive Training Courses

13.3.1 Pump/Dozer module 96

13.3.2 Pump/Dozer module installation 97
13.3.3 Nozzle 97
13.3.4 Sensor and additive Tank Heater 98
13.3.5 Air/oil separator 98
13.3.6 Pre-heating phase (if necessary) 98
13.3.7 System commissioning phase 99
13.3.8 Metering phase 99
13.3.9 System shut-down phase 99
14. CUMMINIS SELF-DIAGNOSIS 100

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15. SCANIA/MERCEDES EURO TYPE SYSTEM 101
15.1 DESCRIPTION 101
15.2 FUNCTIONAL DIAGRAM  102
15.3 COMPONENTS  103
15.3.1 Electronic control unit 103
15.3.2 Pump 104
15.3.3 Metering device  105
15.3.4 Temperature sensors 106
15.4 FUNCTIONING LOGIC 106

ie15.4.1 Preheating phase (if necessary)

15.4.2 System activation phase
15.4.3 Metering phase
15.4.4 Metering and automatic regeneration phase
of the particulate filter
15.4.5 Manual regeneration of the particulate filter 
15.4.6 System shutdown phase
16. SCANIA/MERCEDES EURO VI SYSTEM SELF-DIAGNOSIS
17. EXERCISES
107
107
107

108
108
109
110
111
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Legend:

Warning

Information/Notes

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 GLOSSARY AND ACRONYMS
ABS Antilock Braking System EVB Exhaust Valve Brake (Man engine brake system)

ADC Analogue Digital Converter FAP Particulate filter

AGR Ab Gas Rückfürung FP Full Pneumatic vehicle

ASR Anti-Skidding GPL Slow range switch (epicycloidad group)

B+ Altenator power output HC Hydrocarbons

CAN Control Area Network Input/Output are lines generally available on electronic

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I/O control units which can be used both as input lines and
CAN-H CAN High data Line output lines if opportunely programmed

CAN-L CAN Low data Line ISO Internazionale Standardardisierungs Organisation

CC Cruise Control It is a vehicle bus standard of SAE group used for

J1939 communication and diagnostics among vehicle
CE European Commission components

CEE European Economic Community LCD Liquid Crystal Display

CO

D+
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CO2

CPU

DEF

DeNOx
Carbon monoxide

Carbon dioxide

Central Processing Unit

Altenator recharge signal

Diesel Exhaust Fluid, definition or default

System for reduction of nitrogen oxides

LED

LNG

LPG

MI

MIL

MR
Light Emitting Diode

Liquified Natural Gas (Methane)

Liquified Petroleum Gas (LPG, liquid gas)

Malfunction indication of Catalytic reduction systems

Malfunction Indication Light

Motor Regulation, Engine control system

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DPF Diesel Particulate Filter MUX Multiplex signal/Multiplex system

EAS Traction electronic control NA Normally open

EAS2 Emission After treatment System 2 NC Normally closed

EBS Electronic Brake System NOx Nitric Oxide

ECAS Electronically Controlled Air Suspension NTC Negative Temperature Coefficient

ECS Electronically Controled Suspension OBD On Board Diagnostic

ECU Electronic Control Unit OEM Original Equipment Manufacturer, Vehicles manufactures

EDC Electronic Diesel Control P Rear only air suspension

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EEC Exhaust Emission Control Unit PLD Pump Leitung Duse

EEPROM Electrically Erasable Programmable Read-Only Memory PM Particulate Matter

EGR Exhaust Gas Recirculation system Positive Temperature Coefficient (the resistance increases
PTC
with resistance)
EMS Engine Managment System
PTO Power Take Off, Presa di forza
EOL Programmazione End of Line
PWM Pulse Width Modulation
EPA Environmental Protection Agency
RAM Random Access Memory
ESC Electronic Stability Control
RET Retarder
ESP Electronic Stability Program
ROM Read Only Memory, Memoria a sola lettura
ETC Electronic Transmission Control Unit

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 G21 “Diagnosis of selective catalytic reduction process/AdBlueTM” - Automotive Training Courses

SAE Society of Automotive Engineers

SCR Selective Catalytic Reduction

TC Traction Control

TGC Iveco elettronic battery disconnecting device

UDS Urea Dosing System

VGT Variable geometry turbocharger

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VIN Vehicle Identifier Number

W Segnale numero di giri alternatore

XPI eXtra-high Pressure Injection

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 1. SPECIAL CODE, WEB SPECIAL CODE IDC4 FUNCTIONS
TEXA, with IDC4, provided a complete software which the tool’s serial number, the date and time of when the user
allows you to thoroughly diagnose an electronic system. In performs an adjustment are stored in a server that allows
fact, it gives you the possibility to read/delete errors, read TEXA to know at any time which operations have been
parameters and perform actuator tests. Sometimes these carried out on a specific vehicle. This type of setting can be
operations are not enough to complete a job so another recognized by an icon situated on the side.
step forward is necessary. This step is represented by
the possibility to replace a component, edit parameters
and configure a new control unit. With TEXA software,

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Figure 2:  Internet settings icon
this opportunity is available in various systems and the
configurations have different levels of difficulty. For this
reason, the user must accept some conditions and take
responsibility for any changes made using the installed
software. In particular, there are three protection levels:
•  the first one is represented by standard configurations
(for example maintenance reset) for which you only

ie have to accept an electronic agreement that appears

the first time the user launches the software and
every time this software is updated;
•  the second level concerns the safety adjustments,
that is all the settings that can cause damages or
dangerous situations mistakes are made;
•  the third level refers to the possibility to edit some
configurations or to perform some procedures in
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accordance with legal obligations.

For the second and third levels, the owner of the tool must
sign an agreement and will afterwards receive an unlocking
code, called Special Code. The code is strictly connected to
the device’s serial number, so that it can be used only with
that specific tool. Once the software has been unlocked,
the user is informed by a pop- up message each time
communication begins with a control unit.
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Figure 1:  Warning message related to the Special Code

Furthermore, the third level also allows the tool to connect

to Internet, because the information related to the vehicle,

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 G21 “Diagnosis of selective catalytic reduction process/AdBlueTM” - Automotive Training Courses

2. INTRODUCTION
2.1 EUROPEAN ANTI-POLLUTION Vehicles manufactured before the introduction of
REGULATIONS Euro I are usually called Euro 0.

At the end of the 80s, the problem of the emission of 2.2 POLLUTANTS FROM DIESEL ENGINES
pollutants in the atmosphere by combustion engines began
to be considered. Each combustion process produces
Like all internal combustion engines, even the functioning
a series of gases which are harmful for the environment.
and the efficiency of diesel engines are based on the

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Medical studies demonstrated that most part of the
conversion of chemical energy, produced by the fuel, into
emission of these substances come form diesel or petrol
mechanical energy.
engine vehicles. In particular, diesel engines are liable
Theoretically, the combustion of fuel should only produce
for the emission of big quantities of particulate (PM) and
carbon dioxide (CO2) and water vapour (H2O).
nitrogen oxides (NOx), while petrol engines produce many
In reality, not all the fuel is burnt and there is an interaction
hydrocarbons (HC) and carbon monoxide (CO).
of other substances (like lubricant oil, sulphur and other
The European Commission, in agreement with the Member
impurities contained in diesel, additives contained in oil and

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Countries, has developed and released during the years a
reduction programme for these polluting emissions, called
“Euro x”, where x is an increasing number at every later
update of the regulation, always more restrictive.

The European regulations define different emission

values according to the vehicle approval class: cars and
light commercial vehicles or heavy industrial vehicles. In
in fuel, etc.) that create pollutants at a high temperature and
pressure. The elements that are harmful for both health and
the environment, monitored and regulated in Europe and in
the rest of the world, are:
•  carbon monoxide (CO);
•  hydrocarbons (HC);
•  nitrogen oxides (NOx);
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•  particulate (PM).
order to differentiate the regulations, Arabic numbers have
been used for cars (Euro 1, Euro 2, Euro 3, …) and Roman
A quick analysis and description of these essential pollutants
numbers for trucks (Euro I, Euro II, Euro III,…).
follows.

NOx reduction PM reduction 2.2.1 Carbon monoxide

Regulation Date CO HC NOx PM
(from Euro I) (from Euro I)
Euro I 1992 4,5 1,1 8,0 0,612 - (-) - (-)
Carbon monoxide is a toxic odourless and colourless gas
Euro II 1996 4,0 1,1 7,0 0,25 -13 % (-13 %) -59 % (-59 %)
which becomes inflammable at high concentrations. It is
Euro III 2000 2,1 0,66 5,0 0,13 -29 % (-38 %) -48 % (-79 %)
produced in a combustion chamber, but in diesel engines
Euro IV 2006 1,5 0,46 3,5 0,02 -30 % (-59 %) -85 % (-97 %)
the quantity of gas emitted is not particularly high, as it
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Euro V 2009 1,5 0,46 2,0 0,02 -43 % (-75 %) -0 % (-97 %)

Euro VI 2014 1,5 0,13 0,4 0,01 -80 % (-95 %) -50 % (-98 %)
oxidises easily (at high temperatures or with the help of a
Table 1:  Diesel heavy vehicle emission values catalyst) according to the chemical formula:
2CO + O2 → 2CO2

thus generating carbon dioxide. The oxidation process

continues until exhaust gas temperature goes below a
certain value during the expansion phase.

Figure 3:  NOx/PM emission value chart for diesel heavy vehicles

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 2.2.2 Hydrocarbons composition is nor what effects it may have on health and
in the environment. In any case, the particulate is perceived
The term hydrocarbons refers to all those chemical and considered, along with nitrogen oxides (NOx), the most
compounds made of various molecules of carbon and important pollutant emitted from diesel engines and it the
hydrogen (HXCY) which come from fuel and lubricant oil. cause of the black smoke from the exhaust.
They are formed in the combustion chamber when the flame There are two types of particulate particles:
“freezes” to the walls (phenomenon also called quenching), •  nucleus particles;
when the flame crosses areas with excessive air and that •  accumulation particles.

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are near the injector at the end of the fuel injection phase.
The hydrocarbons can be irritating and some of them, like
benzene, are toxic and carcinogenic. In the atmosphere,
hydrocarbons are subject to photochemical reactions with
nitrogen oxides (NOx) thus generating smog and an increase
of the ozone level (O3).
The first ones are the “elementary” particles, made of
various hydrocarbons and condensed sulphuric acid and
are created in the exhaust pipes when they meet colder air.
These particles (which can sometimes be made of carbon
residuals, metal ash and oil additive residuals) are very
small, between 0.007 and 0.04 μm and are about 90% of

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2.2.3 Nitrogen oxides

Nitrogen oxides are both nitrogen monoxide (NO) and

dioxide (NO2). The second one, in particular, is a red/grey
toxic gas with strong oxidative properties and an irritating
smell. These gasses generate in the combustion chamber,
but they are not directly produced from the combustion,
but from the heating of the air used, thanks to the following
the particulate, even if only a small part of the total mass of
the emitted particulate.
The accumulation particles are, instead, agglomerations
of carbon and other heavy solid materials (like sulphur
compounds, metal ashes, ...), with absorbed gases and
vapours. The size of these particles is over 0.04 μm and
they are 10% of the particulate (for number of molecules)
but they are the most important part as total mass of the
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chemical reactions: emitted particulate
N2 + O2 → 2NO
N2 + 2O2 → 2NO2

In aspirated diesel engines, 95% of nitrogen oxides is

composed of NO, while in turbocharged diesel engines,
the nitrogen dioxide (NO2) reaches 15%. Along with the
particulate (PM), nitrogen oxides are the critical pollutants
of diesel engines.
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2.2.4 Particulate

Particulate includes all the substances suspended in the Figure 4:  Composition of the particulate
air (fibres, carbonaceous particles, metals, silica, liquid
or solid pollutants) with a diameter which goes from a few Legend:
A) nucleus particles
nanometres (a billionth of a metre) to 500 microns (half a B) accumulation particles
millimetre) and above. 1) Simple carbonaceous residuals (carbon, ashes, powders, ...)
2) Hydrocarbons
Despite the continuous researches, it is still not clear how
3) Sulphate
it forms in the combustion chamber, what its chemical 4) Complex carbonaceous residuals (carbon and ashes agglomerated

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 G21 “Diagnosis of selective catalytic reduction process/AdBlueTM” - Automotive Training Courses

with other substances) These regulations, in addition to fixing exhaust gas emission
limits and detection modes (ESC and ETC cycles), also
define some rules and methods, for example:
•  reduction of driving torque when the emission level is
severely exceeded;
•  two-level implementation of the OBD system so both
service personnel and public authorities can check
the emission values;

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•  indication to the driver that the emission level has
Figure 5:  Particulate at the electronic microscope been exceeded through a warning light on the
instrument panel which stays on according to a
Ultimately we can consider the particulate as all those precise regulation reference;
substances which have a solid mass (even if tiny). The •  long-time storage of the malfunctions regarding the
particulate is indicated with PM, followed by a number anti-pollution system.
which refers to the maximum size detected:

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•  PM10 = particulate particles with a maximum
diameter of 10 μm (micron)
•  PM2.5 = particulate particles with a maximum
diameter of 2.5 μm (micron)

Particulate detection systems are still being studied

and experimented, in fact, the size of the PM varies a lot
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according to the detection method used. The reference
standard is the one specified by the EPA (Environmental
Protection Agency).

2.3 EURO IV AND EURO V

Since Euro IV and Euro V anti-pollution regulations became

law, all manufacturers of industrial vehicles must comply
with said laws with regard to the exhaust emission value, as
well as the diagnosis standard (OBD system) and the type
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of warning that is indicated to the driver/service personnel.

All these regulations have been defined and unified by the
European Commission and the respective CEE laws have
been issued.

The current referential Community regulation for

measures against the emission of pollutants and for on-
board diagnostic systems (OBD, On Board Diagnosis),
including the strategies that must be implemented in case
the allowed emissions are exceeded, is 2005/55/EC,
enforced by the directive 2005/78/EC dated November 14th
2005, as modified by 2006/51/EC dated June 6th 2006 and
by the following modifications and integrations.

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 3. AFTER-TREATMENT TECHNOLOGIES
3.1 ENGINE TECHNOLOGICAL LIMITS vehicles is the first, while the second is mainly used for light
commercial vehicles and medium/small trucks
AND DEVELOPMENT
3.2 SYSTEMS WITH PARTICULATE
The laws concerning the reduction of pollutants in exhaust
gases for industrial vehicles have become so strict that FILTER
exhaust gas treatment solutions must be implemented
as it is “virtually” no longer possible to comply with legal The emission reduction system, with the use of a

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requirements by optimising combustion alone. In fact, in particulate filter, is not the subject of this course. In any
engines with spontaneous combustion there is a technical case, we will give you a quick description of the main
conflict: particulate systems for a complete overview.

The particulate filter, as the name says itself, is a filter that is

applied along the passage of the exhaust gases to stop PM
particles contained in it.

ie Figure 6:  Diagram Consumptions/PM-NOx Emissions

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The technical measures that can be implemented (such
as designing a better combustion chamber, optimising
injection methods, times and pressures, using EGR circuits
for exhaust gas recirculation, etc...) can
improve the engine’s performance, hence lower
consumptions (C) and lower values of particulates (PM),
but this causes nitrogen oxide (NOx) emissions to increase.
On the other hand, an engine design and mapping that can
help lower the nitrogen oxides (NOx) inevitably increases the
consumptions (C) and the production of particulates (PM).
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Therefore, manufacturers have two possibilities:

1. An engine optimised to produce little PM and lower
NOx by treating exhaust gases with a selective Figure 7:  Diagram of an engine with particulate filter
catalyst (SCR);
2. An engine optimised to produce little NOx and lower Legend:
PM by treating exhaust gases with a muffler fitted 1) Engine
2) Exhaust pipe
with a particulate filter (FAP, DPF, …). 3) Particulate filter
4) Silencer
At the moment, the solution mostly used for industrial

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 G21 “Diagnosis of selective catalytic reduction process/AdBlueTM” - Automotive Training Courses
3.2.1 FAP
The first particulate filter system used on cars was FAP
system (from French Filtre À Particules) of the PSA group
since 2000.
This system allows the exhaust gas particulate to aggregate
without having to cause a chemical reaction, but thanks to
the addition of a diesel additive, called “ceria” (Cerium oxide,
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Ce2O3). The agglomeration of the particulate causes a big
(from a chemical point of view) formations of PM which can
be restrained by the filtering mass installed in the exhaust
muffler. Normally the additive is inside a specific tank in the
engine compartment and it guarantees a duration that can
vary from 120,000 to 200,000 km; afterwards it must be
replaced during the regular maintenances.
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Figure 8:  Internal structure of the muffler with particulate filter
As time goes by, the muffler clogs and it must be cleaned
from the accumulated particulate with a specific procedure
defined by the manufacturer of the vehicle.
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Figure 9:  Clogged particulate filter
This procedure, called particulate filter regeneration phase,
consists in increasing the exhaust gas temperature so
much to that it causes the combustion of the particulate
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accumulated in the muffler filter therefore eliminating all the
trapped PM. This increase of the exhaust gas temperature
is obtained by means of a post-injection of fuel and
of a different mapping of the engine that bring the gas
temperature from the 150°C to approximately 450°C. This
is still not enough to burn the particulate in the muffler, as
the combustion value of PM is approximately 550°C. The
additive is useful in this case also. In fact, ceria helps lower
the combustion temperature of PM to 450°C, thus making
the agglomerates burn in the muffler.
3.2.2 DPF
DPF is the acronym of Diesel Particulate Filter and it includes
all the alternative solutions to the FAP of the Peugeot-Citroen
group. The basic principle is the same. The difference is
given by its functioning without adding additive in the fuel.
The disadvantage of this kind of solution is the need for
higher temperatures during the regeneration phase (up to
600°C).
The efficiency of this devices (both FAP and DPF) has
been questioned by recent studies that do not completely
explain the benefits/disadvantages of these solutions,
especially during the filter regeneration phase. We must
specify, though, that other independent studies consider
the regeneration process as valid.
3.3 SYSTEMS WITH SELECTIVE
CATALYST
SCR is the acronym for Selective Catalytic Reduction and
it is the generic name used to identify the technology by
which nitrogen oxide (NOx) is reduced using a catalyst.
SCR systems are sometimes called De-NOx
The functioning is based on the chemical reactions of the
exhaust gases with a special ammonia-based additive
(Urea), which allows the nitrogen oxides to transform into
inert gases that are not harmful for the environment. SCR
 devices are used both in the industrial combustion and in
the engine vehicle applications.

Urea is the common name of the additive used for

SCR systems. It can be found on the market in Europe as
AdBlue™ and as DEF (Diesel Exhaust Fluid) in North
America.

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Figure 10:  Diagram of an engine with SCR filter

Legend:
1) Engine
2) Exhaust pipe
3) Additive tank
4) Additive dosing module
5) SCR filter (integrated in the silencer)
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