EPA 2010 SCR System for Customer Demo Vehicles

Transcription

1 EPA 2010 SCR System for Customer Demo Vehicles

2 Training Center Introduction 1

3 Training Center Operation - Daily Schedule Class Starts Break Class Resumes Lunch Class Resumes Break Class Resumes Class Ends 8:00 AM 9:30 AM 9:45 AM 11:15 AM 12:15 PM 2:15 PM 2:30 PM 4:00 PM 2

4 Training Center Introduction Conduct - Detroit Diesel prohibits the use of jokes, cartoons or pictures that are directly or indirectly derogatory toward race, religion, national origin, gender, age, disability, height, weight or marital status. All employees, visitors, vendors or trainees must be sensitive to the diversity of all employees within our workforce and treat each other with dignity and mutual respect at all times. Undermining the dignity of others through inappropriate use of printed material, comments or conduct and utilizing such available communication methods such as , facsimile and copier will not be tolerated. 3

5 EPA 2010 SCR System Objectives / Outline This course has been designed to provide students with the best information available on Detroit Diesel s implementation of the EPA 2010 SCR system allowing them to provide service to the fleets participating in the Customer Demo program. 1) SCR System Introduction 2) DD15 Engine Changes for ) The Single Box Aftertreatment System 4) Individual SCR System Components 5) Electronic Service Tools for ) 2010 Vehicle Walk-around 4

6 EPA 2010 SCR System Course Objectives / Outline (continued) 7) Overview of OBD for Heavy Duty Vehicles 8) 2010 Special Tools 9) Common Issues / System Diagnostics 10) Final Review Questions 5

7 Reimbursements Please keep all documentation for the following - Airfare receipts and boarding passes - Hotel receipts - Does not include mini-bar, phone usage, movies, games - Turn in gasoline receipts if driving from your location - All the above information needs to be invoiced to Detroit Diesel - Meals (including lunch) will not be reimbursed - Please include your name and location - to: john.evanoff@daimler.com Mail to: Detroit Diesel Corporation Attention: Jack Evanoff (A14) Outer Drive West Detroit, MI

8 Introduction to 7

9 Common Terms SCR = Selective Catalytic Reduction A vehicle emissions control technology to reduce diesel engine emissions for passenger cars, light & heavy duty trucks. Reduces NO x using a reducing agent by converting NO x into nitrogen, water and tiny amounts of carbon dioxide. BlueTec Daimler s branded SCR emissions solution DEF = Diesel Exhaust Fluid AdBlue A solution of 67.5% purified water and 32.5% automotive-grade urea are used in the SCR process; also referred to as AUS32 Registered trademark for DEF in Europe; North America will use the term DEF 32.5% Urea 100% DEF Diesel 67.5% Exhaust Water Fluid The website is an excellent source of information about the SCR system. It contains information from many different companies. 8

10 22 Years of Truck Emission Changes Particulate Matter - PM (g/bhp-hr) 2002/ Nitrogen Oxides - NO x (g/bhp-hr) Over time the trucking industry has been asked to continually improve the Nitrogen Oxide and Particulate Matter output levels of diesel engines. Particulate Matter output guidelines were satisfied with the addition of the aftertreatment device in Nitrogen Oxide levels are being dropped though the introduction of a second device, the SCR catalyst. Note that both Particulate Matter and Nitrogen Oxides are both measured in Grams per Brake Horse Power Hour. 9

11 BlueTec offers better economics with better fuel economy than equivalent 2007 engines BlueTec is the first emissions change to provide a cost benefit to the customer. BlueTec is cleaner SCR is the only technology that is able to meet NOx levels of 0.2g/bhp-hr at the tailpipe. Customers will be proud to support environmental improvements. BlueTec is convenient Fewer active regenerations. DEF supply will not be an issue and will become second nature to drivers when operating their vehicles. BlueTec is proven With over 200,000 SCR vehicles operating in Europe and over 15 Million BlueTec test miles run in the United States, customers can be confident in BlueTec. Engines using the SCR system are more fuel efficient and cleaner than those using the extreme EGR flow strategy! EGR Flow Rate Fuel Efficiency 10

12 How Does BlueTec Help Improve Fuel Economy? It allows Detroit Diesel to focus its 2010 NOx reduction efforts on the exhaust gas after it has traveled downstream of the particulate filter. This allows Detroit Diesel to improve and optimize the performance efficiency of the engine under the hood by actually reversing some of its operational parameters, including NOx levels emitted before the aftertreatment device. Detroit Diesel s 2010 engines will actually have better fuel economy than their EPA2007 compliant predecessors! Effects of BlueTec on engine operation 11

13 DEF Calculator 12

14 What is Diesel Exhaust Fluid (DEF)? DEF will be heated in cold climates. The EPA will allow the engine to run for a short period of time without standard system monitors while the DEF thaws out. DEF will be readily available through our Dealers and Distributors, and independent truck stops. DEF to Diesel Fuel Consumption Ratio will be ~2% DTNA has a dedicated person working with other OEM s to establish infrastructure. Arrangements are being worked out with Pilot and T/A truck stops to carry DEF as well as all service locations of DEF equipped vehicles. 13

15 What is Diesel Exhaust Fluid (DEF)? > 32.5% urea concentration in water > Clear liquid > Non-toxic and biodegradable > Weight = 9.2lbs/gallon > Freezing point = 12 F (-11 C) 1 gallon jug, 2.5 gallon jug, 55 gallon drum and 275 gallon IBC > The 32.5% concentration is important. Urea is used in a variety of chemical compounds that have many uses. That s why it should be referred to as DEF whenever possible and not just urea. > Urea % by weight > Although DEF is heavier than water it will not separate out in the tank. DEF needs high heat to break down it s chemical bond. > DEF has a shelf life of approximately 12 months provided certain storage conditions are met. > Prolonged storage above 86 F (30 C) will reduce shelf life. > Avoid prolonged exposure to direct sunlight (to avoid growth of algae). > After expiration of the shelf life the batch should be tested for a decision about further use. > Further studies are being conducted on DEF shelf life 14

16 Which warning label refers to DEF? Sheet A Sheet B There has been a considerable amount of erroneous information being circulated about the chemical properties of DEF. Studies done by several industry trade publications have concluded that these claims have been highly exaggerated. In fact, DEF is considerably less toxic than many fluids used on a daily basis in the trucking industry. Sheet A is the warning label that comes with common windshield washer fluid with sheet B is the label for DEF. 15

17 Customer Terminal IBCs, Jugs Truck Stop IBC, 55-gallon drum, 2 gallon jug Dealer / Distributor Fuel island filling Jugs Oil / Fuel Jobber Fuel truck, IBCs, Drums Urban / City > The American Petroleum Institute will certify manufacturers of DEF, customers should look for the API logo shown below when purchasing DEF. > Certified suppliers shall demonstrate capabilities of producing DEF to the ISO standard > Certified suppliers will be able to sell their product with the API DEF logo > It is recommended that only API certified DEF be utilized. > One IBC will support 82,500 (275 x 300 miles) miles of truck utilization 16

18 DEF Infrastructure Progress continues in creating a distribution network to ensure a smooth transition into Pilot Travel Centers, TA Travel Centers of America, and Petro Stopping Centers have already committed to supplying DEF. - Other partners are expected to make announcements throughout

19 Driving Range of DEF Approximately 300 miles driven per gallon of DEF consumed. 3 gallons 6 gallons 9 gallons 12 gallons Driving range of the EPA 2010 vehicles with DEF is quite impressive. A 13 gallon DEF tank will get drivers from Los Angeles to somewhere in the middle of the Atlantic Ocean. 18

20 BlueTec is already in use all over the world Daimler has over 200,000 BlueTec units on the road today Daimler has over 15 MILLION miles of BlueTec validation testing in North America Nobody comes close to Daimler s SCR experience 19

21 How Does BlueTec Work? 20

22 Intake Throttle Valve Particulate Matter (PM) is trapped in the Diesel Particulate Filter (DPF) = Exhaust = Diesel Exhaust Fluid (DEF) DEF injected into the exhaust stream NOx PM HC Doser Diesel Oxidation Catalyst (DOC) NOx PM Diesel Particulate Filter (DPF) DEF solution hydrolyzes into ammonia gas (NH3) which mixes with the exhaust NH3 HSCR 2 O Device N 2 DEF Ammonia (NH3) and Nitrogen Oxides (NOx) react in the catalyst to form Nitrogen and Water The catalysts used in the SCR after-treatment system consist of catalytically active transition metal compounds, which are fixed onto ceramic carriers. The ability of the SCR after-treatment system to convert NOx into N2 and H2O depends to a large extent on the actual activity of these active centers, and on the width of the pores in the ceramic carrier. Pore size influences the diffusion rate of the exhaust gases into the catalyst. To ensure a high activity of the SCR after-treatment system over a long period of time the quality of DEF has to be controlled very strictly, as many of the components with limit values in ISO /9 irreversibly harm the catalyst system by physical blocking of the pores, or deactivation of the reactive centers. Poor activity of the SCR aftertreatment system due to inactive catalysts may 1) result in an increase in NOx emission, and 2) cause secondary damage in the engine itself due to an exhaust gas pressure increase. 21

23 1. Exhaust from engine 2. Hydrolysis segment 3. SCR catalytic converter 4. Exhaust after reduction 5. DEF injection The process begins when the DPF out temperature reaches 180 degrees C (356 degrees F) 22

24 SCR Video BlueTec_Animation_E.exe 23

25 2010 Regeneration Frequency > The use of SCR will allow engineers to recalibrate the performance of the DOC / DPF portion of the aftertreatment system. > Intervals between regenerations will be extended leading to longer life for these components and improved fuel economy. + + SOLID FLASHING FLASHING FLASHING Zone 1 Trigger Zone 2 Trigger Zone 3 Trigger Zone 4 Trigger Zone 5 Trigger (Auto Regen) (Auto Regen) (Auto Regen) (Parked Regen) (Parked Regen) DD NAFTA 8 Hrs 14 Hrs 15 Hrs 15.5 Hrs 20 Hrs Customer Demo:DD15 initial release 45 Hrs 58 Hrs 60 Hrs 61 Hrs 64 Hrs Current 2010 demo calibration s active regeneration interval will be 45 to 90 hrs 90 hrs is max interval (typical for over-the-road, long haul) 45 hrs is min interval (typical for P&D, stop & go) Active regeneration temperature will be lowered to 752 F/400 C Duration 3 hrs High Exhaust System Temperature (HEST) lamp is not lit Regeneration event is transparent to the driver Every 5 th regeneration will be at high temp 1112 F/600 C Duration 2 hrs / HEST lamp lit at vehicle speeds below 5 mph only Occurs every 11,250 22,500 average speeds of 50 mph Hydrocarbon storage protection (auto-elevate feature) will still be needed in 2010 Used in applications with extended periods of idle time Engineering is working on improvements, but times will be no worse than today for EPA 07 engines 24

26 DD15 Engine Changes for

27 DD15 ISO LEFT VIEW

28 CYLINDER HEAD COVER Changes from EPA07 DTNA Impact Actions/Solutions Modified Design (shape) None 27

29 CAM SHAFT HOUSING Changes from EPA07 Attachment Point Modified Hole Dimensions Manufacturing Process allows 1.5xD DTNA Impact Air Suction Pipe for Air Compressor Actions/Solutions 28

30 CRANKCASE HOT ENGINE SIDE relocated added Changes from EPA07 Added Bosses DTNA Impact Vehicle Wiring Harness Actions/Solutions Elimination of Bosses None New Boss Location None 29

31 CRANKCASE COLD ENGINE SIDE added relocated Changes from EPA07 New Boss Location Added Boss DTNA Impact None (only for 2cyl Air compressor bracket) None (only for 2cyl Air compressor bracket) Actions/Solutions 30

32 FLYWHEEL HOUSING Changes from EPA07 DTNA Impact Actions/Solutions Added variant w/ PSP & w/o PTO Added Attachment Points PSP Requested for Module: 125, 286, 290, undefined 31

33 CRANKCASE BREATHER Changes from EPA07 DTNA Impact Actions/Solutions Added Bracket and Sensor None 32

34 MCM ENGINE CONTROL UNIT Changes from EPA07 Modification electrical characteristics DTNA Impact Actions/Solutions 33

35 WIRING HARNESS Changes from EPA07 Changed Type of Connector EPA07: 31PIN EPA10: 10PIN Elimination of 31PIN Connector bracket Added speed sensor for Crankcase breather Misc. Wiring & Bracket Updates DTNA Impact Vehicle Wiring Harness Air line for fan clutch None None Actions/Solutions 34

36 AIR COMPRESSOR SINGLE SINGLE Changes from EPA07 Remove governor mounting pad. Air inlet port diameter decreases from 44mm to 35mm. New (common) air compressor to engine flange. New air compressor governor port faces forward instead of down. New plumbing required. Redesign of air compressor inlet tube. None. DTNA Impact Actions/Solutions 35

37 AIR COMPRESSOR DUAL NOT AVAILABLE FOR 2007 DUAL 2010 Changes from EPA07 New component. DTNA Impact Packaging investigation required. Actions/Solutions Compressor does not have a provision for a safety valve. Power steering pump and plumbing different compared to single cylinder compressor. Governor port is in different location compared to single cylinder compressor. Implementation of air compressor support bracket. New (common) air compressor to engine flange. DTNA to install safety valve on discharge plumbing. DTNA to define new plumbing and investigate packaging. DTNA to define governor plumbing. Potential rerouting of vehicle harness necessary. None.. 36

38 AIR COMPRESSOR COOLANT LINE 2010 ADDITIONAL COOLANT RETURN PORTS DUAL COMPRESSOR Changes from EPA07 DTNA Impact Actions/Solutions New component. Packaging investigation required in combination with packaging of compressor. 37

39 ACCESSORY BRACKET Changes from EPA07 DTNA Impact Actions/Solutions Mounting for A/C compressor moved outboard and down in order to accommodate 160mm A/C compressor pulley. New A/C compressor, compressor plumbing and new belt necessary. 38

40 TURBOCHARGER Changes from EPA07 DTNA Impact Actions/Solutions Minor Casting Updates Minimal or None. 39

41 OIL-COOLANT FILTER MODULE Changes from EPA07 Removed Coolant Filter. DTNA Impact No Engine Mounted Coolant Filter. Provision for Penray Need Release Element still available. Actions/Solutions 40

42 FRONT MOUNTING EYE Changes from EPA07 Relocated Radiator Bias Strut Mounting Point. Designed new Front Lifting Eye Strategy. DTNA Impact New Bias Strut Rod required. New Lift Eye Access. Actions/Solutions 41

43 REAR MOUNTING EYE Changes from EPA07 Changed Bracket Mounting location from side to rear Minimal or None DTNA Impact Actions/Solutions Changed Bent Bracket the Flat Bracket design (same as DD13) Minimal or None 42

44 43

45 Cascadia Sleeper w/ 1 box ATS Additional notes on mounting the ATS: > There must be a 7 inch gap between the fuel tank and ATS so a cover can be placed over the DEF dosing unit and injection tube. > The U shaped exhaust from the engine into the ATS is configured to - Wrap around the vehicle frame - Maintain proper back pressure 44

46 DEF Tank / Mounting Weight 23 gal 13 gal 6 gal Tank Component Weight (in lbs.) Component 13 Gallon 23 Gallon Frame Castings Hilite Pump Pump Bracket Cage Weldment Retainer Header Unit Tank Assembly DEF Fill Total

47 Vehicle mounted DEF tank The 23 gallon DEF tank from a customer demo vehicle. 46

48 2010 ATS Weight Component Upper Castings (2) LWR Fwd Casting LWR Aft Casting 1-Box Total 1-Box & Casting Total Weight (lbs.) Component 1-Box & Casting 2007 ATD Increase over 2007 ATD 13 Gallon DEF tank (empty) 13 Gallon DEF (liquid) Total Weight (lbs.) Weight Increase over

49 1-Box design details Flat Band > Twin DPF s in 1-box design - On top row for serviceability > Solid machined V-band halves (identical to EPA 07 design) on DOC to DPF joint > Torca flat band with integrated gasket on lower-pressure DPF outlet Note: The clamps and gaskets pictured here are undergoing some revisions. The DPF filters are serviceable. The side-by-side filter design allows for approximately the same volume of exhaust to flow in a more compact setup. Exhaust pressures / temperatures with the 2010 one box system are also approximately the same as those with the 2007 aftertreatment system. 48

50 DD15/DD16 1US ATS Top Inlet Mounting Plate Sensor Box DEF Metering Unit In-board Outlet Rear-face Outlet Front-face Inlet Outer Heat Shield DEF Injection Nozzle On the training center C1 ATS we have: 6 temp sensors 1 x DOC inlet 2 x DOC out 1 x DPF out 1 x SCR inlet 1 x SCR outlet 2 NOx sensors NOx raw inlet NOx outlet 2 Pressure sensors DOC in DPF out Note: C2 and later versions of the ATS (the ones on the customer demo units) will contain only 1 DOC out temperature sensor. The C1 sensor box has a single 31 pin connector. The C2 model has two 14 pin connectors. 49

51 Single box ATS mounted on vehicle The single box ATS from a Customer Demo truck. 50

52 1-Box Flow Part 1 Step 1 Step 2 Step 3 Step 4 Step 1 Engine exhaust enters the system Step 2 The exhaust travels through the DOC/DPF filters toward the rear of the system Step 3 The exhaust is routed downward to the DEF injector Step 4 point DEF /compressed air is sprayed into exhaust stream at this 51

53 1-Box Flow Part 2 Step 6 Step 7 Step 5 Step 5 The treated exhaust travels through the hydrolysis tube toward the front of the system Step 6 Treated exhaust enters the SCR catalyst filters where it undergoes a chemical reaction while moving toward the rear of the system once more Step 7 Water and Nitrogen by-products pass out of the SCR catalyst and into the exhaust 52

54 Current training engine sensor box has a single 31 pin connector to the vehicle harness. The next generation of sensor boxes will have two 14 pin connectors. The sensor box mounted on top of the 1 box ATS houses: > DOC / DPF aftertreatment sensors associated with 2007 engine > SCR in and SCR out temperature sensors > NOx in (or raw) and out sensors. The box has reflective tape in spots to cut down on heat. 53

55 NOx in sensor The NOx in (or raw) sensor measures the NOx concentration prior to the exhaust gas entering the SCR catalyst while the NOx out sensor takes a similar measurement as the exhaust gas leaves the SCR catalyst. The reduction of NOx will fall within a known range on a properly operating system. The NOx sensors operate on 12 volts. This sensor is considered a smart sensor. Operation Electro-chemical pumps adjust the oxygen concentration in the cavities of the sensing element. The NOx concentration in the exhaust gas is proportional to the electrical current controlling the pumps. Based upon the physical measurement, the electronic control unit generates 3 output signals (NOx, binary, linear). The signals are transmitted digitally to the ACM. 54

56 ATS Single Box Worksheet At this point we will go to the engine room and perform 3 exercises: 1) The identification worksheet of sensors 2) Remove sensor pack 3) Remove DPF filter 55

57 Quick Check #1 1) There are main methods being used to meet EPA 2010 emission standards. 2) Give two reasons for an expected increase in fuel economy for 2010 SCR equipped vehicles. 3) A 2010 SCR equipped vehicle with a full 13 gallon DEF tank would weigh approximately how much more than a vehicle with a 2007 aftertreatment system? lbs. 4) What is the freezing point of DEF? degrees F. 5) With the single box ATS design how many DPF filters are in use? 56

58 SCR System Components 57

59 The coolant valve and the DEF pump are both attached to the DEF tank with the coolant from the engine first flowing through the DEF pump. The heated DEF lines in the schematic are represented by the gray border around the blue DEF lines. 58

60 Aftertreatment Control Module 59

61 Aftertreatment Control Module (ACM) 1 2 Note: Cover not shown > The ACM is the primary controller for both DPF and SCR aftertreatment components. > It has the same overall dimensions as the MCM2 engine control module. > The module s labels will be color coded for easy identification. All power supply lines from the vehicle and powertrain CAN are connected with the 21 pin connector (1). The sensors and actuators use the 120 pin connector (2). 60

62 Cascadia ACM Location ACM mounting behind driver s fender ACM Mounting The ACM is mounted with four bolts and requires ISO mount damping elements. When mounting the ACM keep the following points in mind: > Headers or harness bundles should not point up to prevent potential water pooling. > Protect the plastic cover against mechanical damage to the maximum extent possible. > Isolator mounts are required for electrical, thermal, and vibration isolation from the chassis. > Harness bundle strain relief must be provided via the housing bosses. > Do NOT ground the ACM housing. This can result in false codes being logged. Cooling The ACM does not use a liquid cooler so the cover of the cooler has been removed. 61

63 ACM Communications > The ACM communicates with the MCM2 and CPC2+ via a dedicated CAN line > Like DDEC VI modules it transmits data messages via the Unified Diagnostics Services protocol. > Electronic diagnostics will be done using the DDDL / DDRS / Drumroll family of tools > Programming the ACM will follow procedures similar to MCM programming 62

64 Preliminary ACM2 /CPC2+ Wiring Diagram Review 63

65 DEF Tank 64

66 13 Gallon DEF Tank Components DEF fill neck (will be molded into production tank) Line fitting for DEF (return line) Line fitting for DEF (feed line) DEF temperature and fill level combination sensor Line fitting for coolant (outlet) Line fitting for coolant (inlet) DEF tank Tank heater Note: Tank connections may vary depending upon the tank being used. The DEF Tank > DEF tanks are made of plastic > Heating takes place by the engine coolant flowing through the tank > A screen is installed on the DEF intake side > Tank neck is sized so diesel fuel cannot be added by mistake. 65

67 Integrated Header DEF Urea return return Coolant Coolant supply supply Coolant valve Coolant Coolant return return DEF Urea supply supply Coolant valve > D-level designs of urea tank headers with integrated coolant valve finalized > Reduced complexity and coolant connection points > Same system is used for both 13 and 23 gallon DEF tank sizes 66

68 DEF tank level and temperature combination sensor along with heater DEF tank level sensor float A negative temperature coefficient resistor is used to measure the temperature of the DEF in the tank. DEF filter elements Coolant circulates through the bottom of the tank 67

69 DEF Tank Filling and Freezing > Installed on left side of vehicle > Integrated heater using engine coolant to heat DEF in cold ambient conditions > DEF will freeze when the vehicle is parked in temperatures below 12ºF (- 11ºC). > Vehicle is fully operational when DEF is frozen Upon starting the engine, coolant will thaw the DEF to allow the SCR system to operate 68

70 Heated DEF Lines Quick connect/disconnect. Lines are fixed length. Not repairable, must be replaced. Connector is also heated. Air gap between cover and line. Blue marking to identify from electrical harnesses. Lines receive 12 volts > Heated lines 1 and 2 go from DEF tank to DEF pump > Heated line 3 goes from DEF pump to DEF dosing unit > Heated line 4 is used for configurations other than the one box ATS 69

71 DEF Pump 70

72 Line to DEF dosing unit Line to DEF tank Compressed air from air supply unit DEF pickup tube Electrical connector Coolant in Coolant out Filter cap (behind reservoir cover) DEF pump module is mounted to the DEF tank. It will have a protective cover. The DEF pump module: > Filters the DEF > Supplies the DEF dosing unit with DEF and pressure. > The DEF pump module consists of a plastic housing and a bolted-on aluminum block. > The plastic housing contains the electrical pump for the DEF. > The aluminum block contains an air bladder, a fill valve, and the DEF filter. > DEF Filter has a 300,000 mile change interval. 71

73 Inside the DEF Pump Module DEF intake line DEF pump Pump pressure filter DEF feed line (to dosing unit) DEF return line (to DEF tank) Pneumatically controlled switching valve Compressed air connection Pressure reservoir Electrical connector Note: Items in red are the only ones the may be serviced. Coolant inlet Pressure reservoir filling valve and connection Coolant outlet Note: The pressure at the compressed air connection should be about 80 PSI (5.5 bar). Operation: The DEF pump draws the DEF from the DEF tank. The DEF is prefiltered via the intake filter which is integrated in the DEF line fitting. The pump brings the DEF up to the operating pressure of approximately 5 bar (72 PSI) and pumps it on to the pressure filter and pressure reservoir housing. In order to eliminate any finer remaining dirt particles, the DEF passes through the integral pressure filter before being pumped to the metering device. The pressure reservoir is basically a rubber bladder filled with gas, which compensates for pressure fluctuations, reduces the cut-in frequency of the DEF pump and protects against bursting if the DEF freezes. It is factory-filled with nitrogen (N2). To prevent frozen DEF from damaging the DEF pump module, after the ignition is switched off the valve opens allowing DEF to flow back to the tank. 72

74 DEF Dosing Unit 73

75 DEF Dosing Unit The DEF dosing unit is mounted to the ATS. The unit mixes DEF with compressed air and meters this mixture into the exhaust flow via the DEF nozzle also mounted on the ATS. DEF dosing unit with cover The ACM uses data from all the ATS sensors and engine operating conditions to calculate the mixture of DEF and compressed air. It also determines if the components are working properly within the DEF dosing unit. 74

76 Compressed air connection Compressed air pressure sensor DEF pressure sensor DEF temperature sensor PTC heating element location Diffuser heating element DEF connection DEF filter screen Calibrating screw DO NOT ADJUST DEF / Air mix output DEF dosing valve The DEF dosing unit is attached to the 1 box ATS. One side accommodates the DEF components, the other the compressed air components. On the DEF side is a filter screen, a pressure and a temperature sensor, a calibration screw, and the electrically controlled dosing valve. The compressed air side is equipped with a filter screen, a check valve, a diffuser and a mixing zone beneath the diffuser, where DEF is added to the compressed air. In the mixing chamber the pressure is detected via an air pressure sensor. Pressure at the entry point of the compressed air connection is about 5.5 bar (80 PSI). The diffuser heater and DEF heating element removes crystal deposits from the dosing unit and prevents them from building up. 75

77 3 1 Air diffuser heating element 2 4 Functionality 1) The pump module sends DEF to the DEF Dosing Unit. From the DEF connection it passes the DEF filter screen and becomes available at the closed DEF dosing valve at operating pressure. 2) The DEF dosing valve is controlled via signals from the ACM. Upon opening the DEF flows through dosing valve. 3) Once the engine is started compressed air continually enters the dosing unit from the air supply control unit. The compressed air passes through the diffuser heater toward the mixing chamber. (note the change in color of the flowing air) 4) The calculated amount of DEF mixes with the compressed air and is carried along towards the DEF nozzle. Because of the continuous flow of compressed air through the dosing unit no DEF deposits will build up in unit. 76

78 Inspecting the DEF Pump Module 77

79 Plastic housing side of the DEF pump module. When the engine reaches SCR operating conditions (DPF Out Temp180 degrees C / 356 degrees F) the pump will become enabled until DEF pressure reaches 72 PSI. Compressed air from the system s air control unit keeps the pneumatic valve closed sending DEF to the dosing unit. The pump builds up operating pressure quickly. It will then turn off and only get turned on again when DEF pressure drops sufficiently (approximately 65 PSI). It will then turn back just long enough to build sufficient operating pressure. 78

80 Aluminum housing side of the DEF pump module. 3 points of interest: 1) Filter element 2) Reservoir bladder 3) Air pressure switching valve mechanism Please follow these guidelines regarding bladder pressure: 1) Pressure needs to be checked in the pump after installing it on the truck. If pressure is low then bleed off the pressure and fill with clean, oil free, water free air pressure. 2) Bladders are empty and need to be pressurized after installing them in the pump housing. 3) Use a pressure regulator on the air line to avoid over charging the bladder. 4) Bladder pressure needs to be check every 3 years. 5) Bladder pressure is 3.0 bar (about 44 PSI) + or 2% 79

81 DEF Pump Module Worksheet 80

82 Inspecting the DEF Dosing Unit 81

83 The DEF Dosing Unit Components 82

84 DEF pressure sensor Air pressure sensor DEF temperature sensor DEF Dosing Unit Sensors 1) Normal operating pressure at the DEF pressure sensor would be approximately 5 bar (72.5 PSI). 2) A proper range of operating pressure read by the compressed air pressure sensor is 1.23 bar to 2.5 bar (18 PSI to 36 PSI). 3) Both pressure sensors are standard 3 wire pressure sensors with a 5 volt operating range. 4) The DEF temperature sensor is a standard 2 wire sensor with a 3 volt range. 83

85 DEF heating element on dosing unit PWM actuated DEF dosing valve on dosing unit Diffuser heating element on dosing unit 1) The 2 heating elements of the dosing unit are activated via the ACM based readings from the DEF temperature sensor, the ambient air temperature sensor, and other factors. The initial temperature is about 200 degrees C (392 degrees F) but gradually settles in to a temperature just above the melting point of DEF crystals (about 135 degrees C / 275 degrees F). 2) The DEF dosing valve is a PWM controlled unit that receives it s instructions from the ACM. The amount of DEF allowed to flow into the mixing chamber is a calculation based on values from the dosing unit sensors, DEF tank conditions, and engine operation conditions. 84

86 DEF Dosing Unit Worksheet 85

87 DEF Nozzle 86

88 DEF Nozzle The DEF / air mix coming from the dosing unit is sprayed through the nozzle as uniformly as possible into the exhaust flow. The DEF nozzle is made of stainless steel. The nozzle tip faces towards the flow direction. DEF flows through a single hole in the center of the tip 87

89 DEF Nozzle Note that the length of the DEF nozzle and dosing connection will change depending upon the type of SCR catalyst being used. The DEF in the exhaust flow requires a certain amount of time for the chemical process that converts DEF to ammonia (NH3). For this reason it is mounted at a precisely-defined distance upstream of the SCR catalyst. 88

90 DEF Flow 89

91 Step Step 2 DEF Driver Side Passenger Side Step Step 4 DEF FLOW Step 1. DEF is fed from the DEF tank and transferred to the DEF pump Step 2. DEF Pump draws DEF from the DEF tank where it passes through a filter to remove any particles. The operating pressure of the pump is approximately 72 psi and it consumes 12 volts as it cycles on / off to build operating pressure as required. Step 3. DEF is mixed with compressed air in the DEF metering unit to create a fine mist of DEF and air. Step 4. DEF/compressed air mixture enters the BlueTec 1-Box at the DEF nozzle where it meets the exhaust flow. 90

92 DEF Pressure Line Routing Urea line routing over frame rail > Be aware of incorrect DEF line routing when making vehicle repairs. Do not route DEF lines over the frame rail. There must be consistent line routing with a trap. > DEF could drain back into metering unit after vehicle shut down potentially causing problems. (crystallization, freezing) 91

93 Integrated Coolant Valve 92

94 1 2 3 Integrated Coolant Valve 1 Electrical connector 2 Line fitting (coolant supply line) 3 Line fitting (coolant working line) Coolant is branched off from the engine coolant circuit via the Integrated Coolant Valve to heat the DEF line circuit and the DEF tank. The valve is controlled by the ACM. Activation conditions for opening the coolant valve: The coolant valve will open allowing engine coolant to flow and heat the system when the following conditions are met: 1 The DEF in tank temperature is less than 36 F (2 C). 2 The engine coolant temperature is greater than least 32 F (0 C). 93

95 Coolant Line Plumbing Coolant IN Coolant OUT 94

96 SCR Coolant Flow 95

97 Step 1 Step 2 1 Step 3 CLT 4 2 Passenger Side Step 4 Driver Side Step 1. Coolant from the engine flows through the DEF pump Step 2. Coolant travels through the DEF pump to heat the DEF and pump components. Step 3. Coolant will flow through the integrated coolant valve when the system requires. When not needed coolant will stop at the valve inlet. Step 4. Coolant travels through the DEF tank to heat the DEF. The amount of coolant flow is based on the temperature sensor in the DEF tank. 96

98 SCR Air Supply 97

99 Air Control Unit > The DEF air pressure regulation valve is actuated via ACM control unit. > The initial air pressure comes from the engine at about 8 bar (116 PSI) and is reduced in the air control unit to about 5.5 bar (80 PSI) > Compressed air flows through the DEF air pressure regulation valve, through a check valve and the pressure limiting valve before moving on to the DEF pump and DEF doser. > The compressed air ensures that the DEF is transported from the DEF dosing unit to the DEF nozzle and that the DEF is sent back from the DEF pump to the DEF tank. 98

100 Air System Preliminary Data 140 Purge Cycles Air Tanks Delivered Pressure at Regulator Pressure (psi) Volume = 5,600 cu. in Time (min.) When ignition is off the air system purges DEF from the lines to prevent DEF from freezing within the lines during cold ambient conditions. Psi drop is 9 12 psi, so drivers need to know this is not a leak. 99

101 SCR Air System Flow 100

102 Step 1 1 Step 2 AIR 2 AIR 3 Step 3-1: Passenger Side Driver Side Step Step 1. Compressed air from the air tanks flows to the air control unit engine at about 8 bar (116 psi). The air control unit reduces air pressure to about 5.5 bar (80 psi) Step 2. This frame mounted, 12 volt unit also ensures DEF is transported from the DEF metering unit to the DEF nozzle and that DEF is sent back from the DEF Pump to the DEF tank Step 3-1. Compressed air travels to the compressed air connection on the DEF pump, during operation the valve keeps the pneumatically controlled switching valve closed Step 3-2. Compressed air travels through the DEF metering unit where it mixes with DEF to create a DEF/air mixture that is metered into the BlueTec 1-Box. 101

103 Quick Check #2 1) Identify three methods used to heat DEF in the 2010 system. A. B. C. 2) The new electronic control unit on the 2010 system is called the. 3) The new electronic control unit on the 2010 system is cab mounted. True False 4) The DEF nozzle is made of. 102

104 Quick Check #2 (continued) 5) When the compressed air pressure is reduced to the pneumatic switching valve on the DEF pump module DEF will flow back to the DEF tank. True False 6) How many sensors are located on the DEF dosing unit? 7) What 2 temperatures are necessary for the integrated coolant valve to begin operation to heat the SCR system? and. 8) The air control unit reduces the air pressure from Bar (PSI) to Bar (PSI). 9) The air control unit of the SCR system sends air to the and the. 103

105 Quick Check #2 (continued) 10) 70 PSI is a valid operating pressure for the DEF pressure sensor on the dosing unit to read. True False 11) The DEF dosing valve is controlled by the. MCM2 CPC2+ ACM 12) The engine coolant temp is 40 C. The DEF tank temperature is 0 C. Would you expect the coolant valve to be open? Yes No 104

106 Electronics and Diagnostic Software 105

107 Electronic Control Modules 1) Aftertreatment Control Module (ACM) shown in e-tools as ACM02T 3 2) Motor Control Module 2 (MCM2) shown in e-tools as MCM02T 3) Common Powertrain Controller 2+ (CPC2+) shown in e-tools as CPC02T 1) The ACM is a completely new module to the system. It will control and monitor all the 2010 engine s aftertreatment related sensors, actuators, and general operations. It is mounted to the vehicle frame enclosed in a box. 2) The MCM2 is the next generation of engine controller. It will control and monitor all the engine functions it has in the past with the exception of aftertreatment components. It is mounted on the engine. 3) The CPC2+ will oversee all vehicle related activity. It will interact with the MCM2 and ACM via a dedicated CAN connection and interface with all the other electronic control modules on the vehicle using J-1939 communications. The CPC2+ is mounted in the cab. 106

108 The diagnostic software for the customer demo vehicles will be either the production release of DDDL or DDRS There will be a second service pack introduced in the 3rd Q. of

109 DDDL / DDRS 7.04 Functionality Review for 2010 units 108

110 Panel Name Trip Data All Instruments Chart Cruise Control EGR Engine Brake Mechanical Switches User Defined EPA07 EPA 2010 Instrument Panels S60 MBE HDEP HDEP n/a Appears in Application Functional Not functional at this time For version 7.04 SP1 > All instrumentation panels for 2007 DDEC VI engine applications are functioning properly. > For 2010 engines the green blocks indicate the panels are functioning properly while the red blocks indicate there are issues with that panel. 109

111 Panel Name EPA07 All Parameters Compare Parameters Compare Server Data Fuel Economy Transfer Accumulators Cruise Control Engine Brake Config Engine Protection Idle and PTO Shutdown EPA 2010 Parameter Panels S60 MBE HDEP HDEP tbd Inputs and Outputs Optimized Idle Progressive Shift PTO Speed Limiter For version 7.04 SP1 The tbd blocks for the 2010 engines have not been implemented yet 110

112 Service Routine Panels (1/2) Panel Name EPA07 EPA 2010 S60 MBE HDEP HDEP ATD Maximum Sensor Value Reset ATD Test Pipe Compression Test DPF Ash Accumulation HC Doser Injector Codes Leak Detection Pressure Limiting Valve (PLV) Change Rating Real Time Clock Replace Quantity Control Valve n/a n/a n/a n/a n/a n/a tbd tbd *** Set Engine Serial Number Turbo Actuator n/a n/a n/a *** - Special 2010 Service Routine For version 7.04 SP1 Notes on the current production DD15 service routines when used on 2010 engines: > The rating function returns values of all zeros on the 2010 engines. > All the routines previously discussed work fine with all DDEC VI current production engines. 111

113 Service Routine Panels (2/2) Panel Name EPA07 Activate Outputs Air Mass Adaptation DPF System Idle Speed Balance Intake Throttle Valve Voltages Cylinder Cutout (Automatic) Cylinder Cutout (Manual) EPA 2010 S60 MBE HDEP HDEP n/a tbd n/a tbd n/a tbd For version 7.04 SP1 Notes on 2010 engines the DPF system service routines: > The stationary regen works properly > The HC doser purge routine works properly > The ability to set a driving regen flag is not working at this time 112

114 DDDL / DDRS Software Tips 113

115 Tips for using the 2010 diagnostic software When you successfully connect to the 2010 modules you will see this message appear under the identification window. If this message appears when connected to production vehicles it alerts you to check the version numbers of your MCM and CPC software for an incompatibility. The application is reading from a production compatibility table of software versions and displays the message when necessary. When connected to pre-production software this message will always appear because none of the versions we are using are in the compatibility table. 114

116 Tips for using the 2010 diagnostic software > The fault code window in the 2010 will work in much the same way as with production software. There will be a description of the code, the number will be the J-1939 SPN, the mode will refer to the J-1939 FMI for that code. > Because of the pre-production nature of the software faults may occur that have not been officially assigned a description or J-1939 values. Technical support will be able to help you identify these faults. > Pending faults will be discussed in the OBD section. 115

117 Tips for using the 2010 diagnostic software Special diagnostics panels for viewing ACM instrumentation have not yet been developed. We will create our own custom panel of key SCR system parameters that can be recalled whenever necessary. To create your own user selection: > Open the Instrumentation window and click on the User tab. All the parameters from the CPC2, MCM2 and ACM will appear in a list on the left. 116

118 Tips for using the 2010 diagnostic software As you check off values you want from the list they will automatically appear in the blank white area. The amount of screen space used to display a value will be automatically configured as new values are selected. 117

119 Tips for using the 2010 diagnostic software When you have made all the selections you want save your panel by clicking on the floppy disk icon, type in a file name in the dialog box that appears, and then save the selection. Your selection now may be retrieved if you are in the User tab or the Chart tab of the Instrumentation window. 118

120 Using a 2010 Routine from the All Services Panel There is only two validated service routine specifically for SCR diagnostics as of release 7.04 service pack 1. These routines do not have their own user panels and must be accessed under the All Services tab in the Service Routines window. In this section we ll review how to run these routines. 119

121 Proposed Service Routines for SCR System: > SCR Efficiency Test proposal to create a test similar to high idle regen; bring system up to dosing conditions, measure NOx in and NOx out. > Voltages Service Routine create new SCR related sensor panel to display voltage outputs > SCR Heater Operation proposal to control heating elements to determine proper operation > SCR Dosing Quantity Check take over control of DEF dosing unit for a given amount of time and measure the actual DEF flow > Key Off DEF Bleed Test proposal to monitor DEF pressure and air pressure with key off > System Pressure Check routine to activate / turn off air valve > User ACM Switch Control allows the user to control digital outputs > User ACM PWM Control allows the user to control PWM outputs These are example of routines that have been requested. While some are currently under development the release schedule for all these routines is not known at this time. The routines in bold are available in version 7.04 of the electronic tools service pack1 120

122 SCR System Pressure Check After making your initial connection with the vehicle select Service Routines from the main function menu on the left of the screen. 121

123 SCR System Pressure Check > Click on the All Services tab. > The tab will open will display routines for all 3 modules. Click on the minus sign to close the routine list for the CPC02T and MCM02Tleaving the ACM02T list open. 122

124 SCR System Pressure Check > Scroll through the ACM02T routines until you come to the SCR Pressure System Check: Start routine and leave it highlighted. > Once highlighted you ll notice controls for running the routine will appear in the lower half of the window. 123

125 SCR System Pressure Check This routine will pressurize the system as if it were under fully operational conditions: 1) The compressed air control will be enabled 2) The DEF pump will be enabled till its pressure builds to its operational limit 3) DEF pressure and compressed air pressure will build to operating pressures > To start the routine type in the amount of time you wish to run the routine for in the Value column on the Operation Time line. > Click on the Execute box in the lower right of the screen. You will be able the hear the system become pressurized for the time designated and then shut back off. 124

126 SCR System Pressure Check To best analyze the results of the test we ll look at the log file that was created. > Disconnect all the modules when the test is complete. > Go to the Open Log item in the File drop-down menu, select the log you ve just created, and open it up. 125

127 SCR System Pressure Check Go into the Instrumentation window and select the Chart tab. Select the parameters shown above to examine the test results. 126

128 SCR Pressure System Check > Pump is only enabled long enough to build up proper DEF operating pressure. > Compressed air remains on the entire length of the routine. > The key values to observe are DEF pressure and compressed air pressure. Are their readings within the proper range? You may now use the chart controls to adjust the size and scaling of the parameters to analyze the results. We will now open up the log file and look at it live. Was this this system functioning correctly? Why or why not? 127

129 SCR Pressure System Check How do the key values in this service routine differ from the previous slide? Enable DEF pump? DEF Pressure? Enable compressed air? Compressed air pressure? 128

130 SCR Dosing Quantity Check The SCR Dosing Quantity Check allows you to command the DEF dosing unit to flow DEF for a specific amount of time. The DEF is collected and then measured to see if the expected amount has flowed through the dosing unit. Important note: In order for this routine to work we must also activate the SCR pressure system check routine at the same time. Our test assumptions: A) DEF flow is measured by g/hr B) The suggested values to set for the routine are: > Desired dosing quantity 2,000 g/hr > Desired time 2 minutes (120 seconds) 129

131 SCR Dosing Quantity Check ) Before the routine can begin you ll to get disconnect the tube from the bottom of the DEF dosing unit and the DEF nozzle. You ll need to set up a graduated container to collect the DEF as it flows from the dosing unit. 2) From the All Services tab select the SCR Dosing Quantity Check: Start Status item 3) Once selected the desired values will be input in the lower half of the screen. 130

132 SCR Dosing Quantity Check 4 4) Per our test assumptions enter the values in the appropriate boxes. Do not choose to execute the routine at point. 131

133 SCR Dosing Quantity Check ) Go back up the All Services list and find the SCR Pressure System Check: Start Status item and highlight it. 6) We need to have the SCR system working at operating pressure to flow DEF from the dosing unit so we ll activate this routine first. Set the desired time in the lower half of the screen to 140 seconds. The additional twenty second will allow us plenty of time to go back up the list and activate the DEF quantity check routine for the full 120 seconds. 7) After filling in the time click on the Execute Service box in the lower left of the screen. 132

134 SCR Dosing Quantity Check 8 8) You ll hear the SCR air system activated. Return to the SCR Dosing Quantity Check: Start Status panel and click on the Execute Service box in the lower right of the screen. 9) The DEF / air mixture will now begin to spray into your container and continue to do so for 2 minutes. You will be able to hear the DEF dosing valve in the DEF dosing unit working as it measures the DEF and sends it to the mixing chamber. 10) When the 2 minutes is up check the amount of DEF collected. Given our initial assumptions of flow rate and time we should have a collected about 52 milliliters (1.75 oz.) of DEF. Note that there may be a + - variance with the amount of DEF collected. The final variance is still undergoing evaluation but will be part of the production troubleshooting material. For our test purposes it should be approximately + or 15%. 133

135 SCR Dosing Quantity Check Enable Compressed Air Pressure Enable DEF Pump DEF Pressure DEF Air Pressure Actual DEF Dosing Quantity Requested DEF Dosing Quantity Here is a look at the chart screen created from a log file of the SCR Dosing Quantity Check Test. This routine will become automated and have its own service routine panel for the production version of 2010 diagnostic software. 134

136 OBD Diagnostics A Preliminary 2010 Overview 135

137 What is OBD? > We have always had service diagnostics - Open circuit, short circuit, invalid signals > We have also had protection diagnostics - Oil temperature high / oil pressure low / exhaust temperature high > Logic codes were introduced in 2002 with the EGR system and expanded with the 2007 aftertreatment system - Faults appeared when values for certain parameters fell outside the expected operating range - Faults would become inactive if the conditions were no longer present > Now the regulators require threshold diagnostics for all emissions related systems - Example: NOx conversion efficiency is too low and emissions limits are being exceeded - For any emissions related component (sensor, actuator), an assessment must be made of the impact on emissions resulting from a failed or improperly functioning component. Regulators have identified certain failure modes that must be detected. Diagnostics must be developed to detect these conditions. 136

138 What is OBD? California s Air Resources Board (CARB) and the EPA legislated diagnostics - First step was Engine Manufacturer Diagnostics (EMD) in Second step is On-board Diagnostics (OBD) beginning in 2010, with phase-in across all engine platforms by 2013 Why is this being regulated? - Ensures emission control components are working in-use for the vehicle s life - Helps ensure that low emission standards are met - Assists technicians in diagnosis & repair by pointing to the faulty component - Can be (will be) a potential tool for fleet and road-side inspections 137

139 What vehicles have OBD today? > All passenger cars, SUVs, and small trucks - Started in 1996 for gasoline and 1997 for diesel > Over 120 million OBD II -equipped vehicles operating in the United States today 138

140 Elements of OBD 139

141 Elements of OBD 1) Emission Monitors 2) Certification 3) General requirements for diagnostic trouble codes (DTC) 4) Standardization 5) OBD/emissions service information disclosure 6) Penalties defined for non-compliance to OBD rules 1) Emission Monitors 2) Certification Monitoring demonstration requirements Certification documentation 3) General requirements for diagnostic trouble codes (DTC) MIL Some OBD related DTCs will cause mandatory vehicle / engine derates Fault code memory 4) Standardization 5) OBD/emissions service information disclosure Facilitates third party repair of emissions and OBD related problems 6) Penalties defined for non-compliance to OBD rules Per-engine $ penalties beginning 2013 for OBD deficiencies 140

142 Monitors 141

143 What is a Monitor? > A process used to detect when a component or system is no longer operating as expected. > Monitors are basically developed with the following considerations in mind: - What is the system or component expected to do or detect? - Under what conditions should the logic operate? - What should the actions be when it no longer meets that condition? 142

144 Three types of monitors > Service monitors - Assist in troubleshooting of defective components - What can fail in the system, how can it fail? > Protective monitors - To prevent damage to components - What condition can cause damage to a system > OBD monitors - As defined in regulation(s) - Can be threshold, functional, plausibility 143

145 OBD Monitors > EGR System > Boost Pressure Control System > Fuel System > Misfire > NMHC Converting Catalyst > NOx Converting Catalyst > Particulate Filter > Exhaust Gas Sensor Including NOx Sensor > Engine Cooling System > Crankcase Ventilation System > Comprehensive Components Circuit continuity, plausibility (drift/in range failure) 144

146 Malfunction Indicator Lamp and Diagnostic Trouble Codes 145

147 Malfunction Indicator Lamp > Dedicated, single lamp for all OBD faults - ISO engine symbol - Consistent with NHTSA proposal > MIL cannot be used for other purposes - e.g., maintenance, non-emission faults... > Manufacturer may only turn this light on or off based on government approval. 146

148 Drive Cycle > Generally an engine start, engine running, followed by engine off. > If engine is running for more than 4 hours without key-off, the ECU must start a new drive cycle. > All diagnostic monitors try to run at least once per drive cycle. 147

149 Pending DTC s > OBD diagnostic faults may use 1 or 2 drive cycle logic. > Driver is not notified unless the fault condition has been detected in two consecutive drive cycles. > 1 st detection results in a Pending DTC, no dash lights are illuminated > On next drive cycle (4 hours or ignition cycle) if the fault occurs again the result is an Active DTC (with appropriate light). > If the fault fails to appear in next cycle when monitoring occurs the pending code is cleared. > Vehicle displays generally do not show Pending DTC s > Diagnostic tools will display pending DTCs 148

150 Freeze Frame > Captures a set of parameter data at the time a DTC trips > Helpful for troubleshooting intermittent DTC s > Makes it easier to duplicate the conditions causing the problem > You ll be familiar with freeze frame data in the DDDL 7.x fault code window termed extended data 149

151 DTC Behavior for OBD > DTC s will no longer go inactive (turn off MIL and disappear from active DTC s list) when the problem goes away. > 3 passing drive cycles required to go inactive. > Active codes must be cleared by a diagnostic tool after the repair and re-run the monitor to confirm repair > Both the pending and active DTC s should be read by the diagnostic tool to see if any problems still exist 150

152 OBD Implementation 151

153 OBD Requirements will phased in over a period of years Family A B C Rating 2010 Engine Coverage Family A B C Rating 2013 Family A B C Rating 2016 Legend = Demonstrated OBD = OBD extrapolated = Non-OBD By 2013 all ratings in the first family and the lead ratings for each other engine family must be demonstrated. Thus the lead engine family will have been shown to set every possible fault code within the proper emissions threshold at each horsepower rating. The other families will have been fully compliance tested for one rating each. The remaining ratings will run OBD software but their compliance will be extrapolated from the tests done on the lead ratings. In 2016, the remaining ratings of the all engine families will need to be fully demonstrated and the rollout will be complete from a coverage standpoint. 152

154 Overall Summary > OBD rules add a significant amount of new regulation to the industry that will affect vehicle maintenance > Understanding how these diagnostic systems work will be critical to proper troubleshooting > Goal is to better maintain emission performance through the life of the product > OBD will bring many new DTCs and parameters for emission related failures - DTCs may trip without a customer complaint > DTCs are set and cleared differently than in the past - MIL will remain on until 3 consecutive drive cycles do not see the failure again or unless cleared by a diagnostic tool > Rules phase in over several years 153

155 Dash Gauge / Dash Lights Preliminary 2010 Behaviour 154

156 DEF tanks will need to be monitored and filled as required There will be a warning indicator as the tank gets low Engine may experience a slight de-rate at low DEF levels Engine will experience a heavy de-rate when tank is empty EPA is currently requesting a derate when DEF is found to be contaminated. Warning indicator requirements are under review Strategies are being developed jointly with commercial, automotive and engine manufacturers associations DTNA and the EPA are currently negotiating the de-rate level and the point of any de-rate. It is important to keep in mind that a 23 gallon DEF tank a truck will be able to travel thousands of mile prior to requiring a refill of DEF. 155

157 Fault Code and Dash Panel Reactions for Customer Demo Vehicles In this section we ll review a list of the fault codes associated with the MIL light in the initial customer demo vehicle calibration and what impact they ll have on engine performance. We ll also review the functionality of the Fuel / DEF gauge in the dash. 156

158 This is a partial listing of the SCR related faults turned on in the initial customer demo calibration. Note that while the major negative driver inducements have not been enabled there are slight de-rate involved for certain faults. 157

159 Representative example for new fuel gauge and driver warning LED lamp is bicolor amber / red Single, integrated Fuel and DEF Gauge Fuel level gauge with low level indicator 4 LED level indicator DEF gauge below w/ low level indicator F 4 th (low) LED bar is tricolor green / amber / red First 3 LED bars display green This gauge will be installed on the first 4 customer demo vehicles however in the initial release of the calibration the 55 MPH and 5 MPH negative inducements because of no DEF or contaminated DEF covered in the course will not be enforced. 158

160 DEF Issues / Driver Inducements > All driver inducements discussed are mandated by the EPA. > Discussions with the EPA have progressed significantly over the last several months to a point where agreement is essentially in place for the Driver Inducements to ensure that Diesel Exhaust Fluid (DEF) Levels are maintained. > Under no circumstances will the engine be shut down due to running the vehicle out of DEF or putting the improper fluid in the DEF tank Malfunction Indicator Lamp Dual Purpose Dash Gage 159

161 DEF Level Display Sensor has 5% Resolution Notes 7 DEF Tank % No lamps lit & Level Solid 6 DEF Tank % No lamps lit & Level Solid 5 DEF Tank % No lamps lit & Level Solid 4 DEF Tank % No lamps lit & Level Solid DEF Light Solid 3 DEF Tank % DEF Light & Level Solid DTNA Dash Displays SPN/FMI Level Yellow Solid 2 DEF Light Flashing Level Red Flashing DEF Tank % DEF Light & Level Flashing AWL - Solid On 25% Derate Veh. Speed Limit = 55mph DTNA Dash Displays SPN/FMI 1 0 DEF Light Flashing Level Red Flashing DEF Tank 0-2.5% Empty DEF Light Flashing DEF Tank 0-2.5% Empty & Ignored Criteria Met Level Red Flashing DEF Light & Level Flashing AWL & MIL - Solid On 25% Derate Veh. Speed Limit = 55mph DTNA Dash Displays SPN/FMI DEF Light and Level Flashing AWL, RSL, & MIL Solid On 25% Derate Veh. Speed Limit = 5mph DTNA Dash Displays SPN/FMI This slide shows full production level set of lights, faults, and negative inducements (derates and road speed limits) for running without DEF. 160

162 DEF Level Display Sensor has 5% Resolution Notes 7 DEF Tank % No lamps lit & Level Solid 6 DEF Tank % No lamps lit & Level Solid 5 DEF Tank % No lamps lit & Level Solid 4 DEF Tank % No lamps lit & Level Solid DEF Light Solid 3 DEF Tank % DEF Light & Level Solid DTNA Dash Displays SPN/FMI Level Yellow Solid 2 DEF Light Flashing DEF Tank % DEF Light & Level Flashing AWL - Solid On DTNA Dash Displays SPN/FMI Level Red Flashing 1 DEF Light Flashing DEF Tank 0-2.5% Empty DEF Light & Level Flashing AWL & MIL - Solid On DTNA Dash Displays SPN/FMI 0 Level Red Flashing DEF Light Flashing DEF Tank 0-2.5% Empty & Ignored Criteria Met Level Red Flashing DEF Light and Level Flashing AWL, RSL, & MIL Solid On DTNA Dash Displays SPN/FMI The customer demo vehicles will display the same lights and faults in the dash when the vehicle runs out of DEF but the vehicle will not experience any of the negative inducements (derates and road speed limits) that will be part of the production software. 161

163 Driving with Contaminated DEF Production Intent Strategy > When the system detects that the improper fluid has been put in the Diesel Exhaust Fluid tank the NOx sensors in the SCR system will detect this condition and turn on the MIL light. > The following action will be employed once this condition is detected. - 25% engine derate - 55 mph speed limit imposed > After 1000 miles or 20 hours of operation without remedy a more significant action will be initiated. Vehicle speed will be limited to 5 mph provided the vehicle is in a safe situation. A safe situation will be inferred by recent activities such as fuel tanks just refilled, truck just started, or extended idle time. Note: These negative inducements will not be part of the initial V6/V7 Calibration package on the first 4 customer demo units 162

164 Customer Demo Online Engine Documentation Documentation on the EPA 2010 customer demo engines is available through the DDCSN website. This site may be accessed by going to with your ID and password or by choosing a link to the site from the G2 website or Access Freightliner. Note to get more information on getting a DDCSN ID contact Detroit Diesel Customer Support at

165 Type ESN Click here After logging into the main screen of DDCSN type in the complete engine serial number of your EPA 2010 customer demo engine and click in the radio button for Engine Serial Number. 164

166 2010 Information on DDCSN as of A new window will be appear on your screen with information on your EPA 2010 customer demo engine. The information on this screen is latest available with updates occurring frequently. Check this location frequently to make sure your information is up to date. To open a selection from this site click on the link. 165

167 Once you re selection is opened up scroll through the table of contents to find the information you ll need. 166

168 EPA 2010 SCR Parts List 2010Inter.BOM.exe 167

169 Here is a preliminary sample from the 2010 troubleshooting guide. Some new graphics are being evaluated. 168

170 Quick Check #3 1) The Flash function is only available with which diagnostic software? DDDL DDRS DDDE 2) With the introduction of OBD for heavy duty engines diagnostic systems must be by the EPA for the first time. 3) When did the auto industry begin to adopt OBD II standards? About how many cars use OBD II diagnostics? 4) A pending fault will turn on the MIL light. True False 5) A drive cycle will reset itself after hours of continuous driving. 6) Degrees of de-rate and engine shutdown are negative inducements for driving without DEF. True False 7) To view 2010 service documentation you need access to the DDCSN web site and the ESN of the customer demo vehicle. True False 169

171 2010 Vehicle Walk-around Worksheet 170

172 Special Tools for 2010 SCR System 171

173 DEF Test Kit (W ) > Refractometer used to check the mixture of DEF > Graduated cylinder used to check the pump flow > Fluid extraction cylinder used for taking DEF samples > Sample bottle Refractometer view with good DEF mix. 172

174 DEF Quality Test Worksheet 173

175 Lifting Jack (W ) > A new adaptor plate has been validated for the 2007 DPF lifting device (TLZ00785) to remove the 1-box 2010 SCR aftertreatment device. New 2010 adaptor plate > Because the 1-box ATD is outboard of the frame rail, removal procedure is improved over EPA 07 The DEF quality test kit and lifting jack adapter are now available at the Canton Parts Warehouse. 174

176 Field Issues 175

177 Top Field Issues Based on European Operation > Dosing units clogging > Tips clogging > Improper filling of DEF tank > Running out of DEF on the road > Pump fails > DEF Corrosion 176

178 Dosing unit clogging DEF pressure sensor DEF temperature sensor PTC heating element location Compressed air pressure sensor Compressed air connection Diffuser heating element DEF connection DEF filter screen Calibrating screw DO NOT ADJUST DEF / Air mix output DEF dosing valve DEF clogs in the mixing area and passage just off this area have been an issue. Crystallization can occur for a variety of reasons but a malfunctioning purge of DEF from this passage will this cause problems. If this section becomes clogged with DEF you will see a low air pressure code from the compressed air pressure sensor. 177

179 DEF nozzle tip clogging In this case high temperatures within the can where the exhaust flows can crystallize the DEF and clog the tips of the nozzle. If the nozzle is spraying insufficient fluid to reduce the NOx you would expect to see a fault from the NOx out sensor. 178

180 DEF Tank Filled Improperly 2 types of problems > Wrong type or mixture of DEF fluid > Diesel fuel put in DEF tank Studies are currently underway to determine how to handle particular situations. In general diesel fuel is likely to cause damage. If DEF contamination is suspected gather as much information as possible and contact customer support. Running out of DEF on the road Inducements we ve previously discussed will take effect. 179

181 DEF Pump failures Sources of failures vary: > Electrical issues > Parts in the pump seize > Damage from diesel in DEF tank > Damage from contaminated DEF 180

182 DEF Tank Contamination > Contamination in DEF tank can lead to issues of DEF pump (like flow restriction in diaphragm housing). > Improved header seals should eliminate harmful contamination BUT: Certain amounts of DEF contamination must be expected for trucks operated in typical automotive environment 181

183 DEF Creep and Corrosion DEF creeps up copper lines Experimental setup: Three lines of copper wire at the end of approx. 1 cm stripped and placed in DEF, a cut was made approximately a 1-2 mm in the wire. Different voltages applied to the lines. 182