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septembre 2005PPT 00000/0 - F - 04/2006 - DEFI
Date :
Instructor:
Location:
Duration: 7Hrs30
TECHNOLOGY
THE PARTICLE FILTER
2 / 116PARTICLE FILTER TECHNOLOGY
All the values and information given in this presentation are as an indication only.
They are subject to modification and have no contractual value.
For all checking of or working on the Particle Filter systems, refer to the manufacturer's document.
3 / 116PARTICLE FILTER TECHNOLOGY
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
4 / 116PARTICLE FILTER TECHNOLOGY
THE COURSE OBJECTIVES
Classroom
• The trainees acquire theoretical knowledge on the functioning principles of the particle filterPractical work in the workshop:
• Discovering the PF parameters with the diagnostic tool,• Discovering the particle filter air circuits, Particle filter diagnostic by simulated faults on the vehiclesAt the end of the course, the trainee is capable of identifying and carrying out a diagnostic on the particle filter system components, using the diagnostic and test tools in order to return the vehicle to conformity.
5 / 116PARTICLE FILTER TECHNOLOGY
COURSE PROGRAM
TIMES:
8.30am – 11.30am
1.00pm – 5.30pm7H30
G1 POSTE A POSTE B POSTE C
G2 POSTE B POSTE C POSTE A
G3
QU
IZ
PRESENTATION FAP
PA
US
E
PRESENTATION FAP
RE
PA
S
POSTE C
PA
US
E
POSTE A POSTE B
8H30 9H00 10H00 11H00 12H00 13H00 14H00 15H00 16H00 17H00
6 / 116PARTICLE FILTER TECHNOLOGY
PRACTICAL WORK ORGANISATION
WORKSTATION A on a 607 EDC15C2
Discovering the PF parameters with the diagnostic tool
Discovering the air circuit
Diagnostic on the EDC15C2 PF system
7 / 116PARTICLE FILTER TECHNOLOGY
PRACTICAL WORK ORGANISATION
WORKSTATION B on 407 EDC16C3
Discovering the PF parameters with the diagnostic tool
Discovering the air circuit
Diagnostic on the EDC15C3 PF system
8 / 116PARTICLE FILTER TECHNOLOGY
PRACTICAL WORK ORGANISATION
WORKSTATION C on 407 SID 803
Discovering the PF parameters with the diagnostic tool
Discovering the air circuit
Diagnostic on the SID803 PF system
9 / 116PARTICLE FILTER TECHNOLOGY
QUIZ
1 2 3
Start of course column
End of course column
Correction with the instructor
10 / 116PARTICLE FILTER TECHNOLOGY
1 2 3Which of these five types of engine may be fitted with a particle
filter?
Petrol engine, indirect multipoint injection
Diesel engine "Ricardo" type indirect injection.
Petrol engine, direct multipoint injection
Diesel engine, direct injection, common rail.
Diesel engine, direct injection, "EPIC" managed injection pump
QUESTION 1
11 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 The particle filter is used to?
Increase engine torque
Increase engine power
Increase the engine capacity
Minimise emission of soot particles in order to optimise the emission control standards.
To reduce fuel consumption
QUESTION 2
12 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 Which of these photos shows a particle filter?
QUESTION 3
13 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 Which of these photos shows a differential pressure sensor?
QUESTION 4
14 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 What are the second generation additive system components?
QUESTION 5
15 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 What is the role of the particle filter?
Filter and trap the exhaust gas CO and CO2.
Filter the CO and the CO2 then mix them with the exhaust gases.
Filter and trap the exhaust gas NOx.
Filter and trap the exhaust gas particles.
Filter the particles to separate them from the hydrocarbons.
QUESTION 6
16 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 What is the role of the catalyser?
Obtain additional heat for particle filter regeneration.
To reduce the CO2 emissions in the exhaust.
To reduce the CO emissions in the exhaust.
To reduce the NOx emissions in the exhaust.
To reduce the HC emissions in the exhaust.
QUESTION 7
17 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 What are the roles of the particle filter system temperature sensors?
Monitor the engine running temperature
To determine if catalyser optional functioning has been reached
Monitor the engine oil temperature.
To determine if the particle filter regeneration point has been reached
Monitor the exhaust gas temperature to protect the turbo.
QUESTION 8
18 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 The differential pressure sensor is used to monitor:
To measure the difference in pressure between the catalyser inlet and outlet.
The degree of clogging of the particle filter.
The pressure difference between the particle filter inlet and outlet.
Whether the catalyser optimum functioning point has been reached.
The pressure difference between the catalyser inlet and the particle filter outlet.
QUESTION 9
19 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 The Eolys® additive is injected into:
The particle filter
The engine
The exhaust manifold
The diesel fuel tank
The air inlet system
QUESTION 10
20 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 The additive ECU manages?
The particle filter regeneration
The quantity of additive to be injected into the diesel fuel tank
The additive injection into the diesel fuel tank.
the quantity of additive remaining in the additive tank,
The quantity of additive in the particle filter.
QUESTION 11
21 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 When functioning normally, PF regeneration occurs:
Exactly every 1500 km, naturally.
By injecting a special additive into the exhaust pipes.
When the PF is full (from 80,000 to 240,000 km depending on the version).
By a sufficient increase in the exhaust gases temperature.
When optimum conditions triggered by the engine ECU are met.
QUESTION 12
22 / 116PARTICLE FILTER TECHNOLOGY
1 2 3The Eolys® DPX 42 and Eolys® 176 additives may be mixed
together:
True
False
Only if the vehicle DAM number is subsequent to 9491 (24/10/2003).
Only if the vehicle has been upgraded from first to second generation.
QUESTION 13
23 / 116PARTICLE FILTER TECHNOLOGY
1 2 3 The role of the Eolys® additive is:
To reduce fuel consumption by improved combustion.
To reduce the PF regeneration time.
To clean the filter by diluting the particles.
To lower the natural combustion temperature of the particles.
To cool the exhaust line when the particles are burning.
QUESTION 14
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1 2 3 When servicing a particle filter system, one must:
Plug the clogged filter, put it in the plastic bag supplied with the new filter and return it in the same carton as the new filter.
Throw the waste into the rubbish bin.
Use the diagnostic tool to re-initialise certain functions depending on the part replaced.
Store the additive left-overs in special containers for recycling.
Return the left-over additive to spare parts department for use elsewhere.
QUESTION 15
25 / 116PARTICLE FILTER TECHNOLOGY
26 / 116PARTICLE FILTER TECHNOLOGY
REMINDER ON POLLUTING EMISSIONS
Reduction of NOx :
= > EGR = risk of
formation of particles
AIR DIESEL
Injection pressure management
(high pressure)
Injection time management
Load
Air T°Altitude
Fuel T°
Engine T°
POLLUTANTS :
CO (0.5%)
HC (0.2%)
NOX (1.9%)
Soot
NON-POLLUTANTS :
Nitrogen (73%)
CO2 (19%)
H2O (7.2%)
ENGINE
27 / 116PARTICLE FILTER TECHNOLOGY
REMINDER ON POLLUTING EMISSIONS
Composition of the particles
"Pure" carbon
Polycyclic aromatic hydrocarbon particles romatiques
Sulfates (SO4) + water
Metal swarf
Ash Toxicity
0.1 and 1 micron
0.01 to 0.05 μ
28 / 116PARTICLE FILTER TECHNOLOGY
Maximum emission (in g/km)
Euro 1(01/01/93)
Euro 2(01.01.96
)
Euro 3(01.01.00)
Euro 4(01.01.06
)
OC 3,16 1 0,64 0,5
NOx - - 0,5 0,25
HC + NOx 1,13 0,7 (0,9) 0,56 0,3
Particles 0,16 0,08 (0,1) 0,05 0,025
STANDARDS
Limit of the standards
29 / 116PARTICLE FILTER TECHNOLOGY
SYSTEM COMPOSITION
30 / 116PARTICLE FILTER TECHNOLOGY
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° > 140°C, catalytic conversion
32 / 116PARTICLE FILTER TECHNOLOGY
THE TEMPERATURE SENSORS
Inform the ECU of the exhaust gases temperature to :
determine if the catalyser conversion maximum level is reached for efficient regeneration.
UPLINE
DOWNLINE
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THE FILTER
Exhaust outlet with particles removed
Gas inlet carrying particles
SD 991
OS2 Two generations of filter
Filtration rate:
0.1 micron
34 / 116PARTICLE FILTER TECHNOLOGY
Residue from the engine oil and wear.
Cerine.
Carbon particles.
Ash*
Compounds trapped in the filter :
35 / 116PARTICLE FILTER TECHNOLOGY
PARTICLE COMBUSTION
Exhaust gas temperature
Regeneration
Natural regeneration temperature Natural regeneration temperature of the particlesof the particles
Additive addedAdditive added
Temperature of gases Temperature of gases after catalytic post-combustionafter catalytic post-combustion
Temperature of gases with assistanceTemperature of gases with assistanceafter post-injectionafter post-injection
Temperature of gases without assistanceTemperature of gases without assistance150°C
350°C
450°C
550°C
+200°C
+100°C
-100°C
600°C
Regeneration range
36 / 116PARTICLE FILTER TECHNOLOGY
THE ADDITIVE: CERINE
AdditiveTwo types of additive :
Eolys® DPX 42
Eolys® 176 (DPX 10)
The cerine attaches itselfto the soot particles
Important :
The additives must not be mixed together, and are not interchangeable.
37 / 116PARTICLE FILTER TECHNOLOGY
additiveParticle
O2
Without additive
Regeneration : 30 min at 550°C for 30g of soot
With additive lowering of the soot combustion
temperature reduction of the PF regeneration time.
Regeneration : 5 min 450°C for 30g of soot
The role of the additive:
38 / 116PARTICLE FILTER TECHNOLOGY
THE ADDITIVE RESERVOIR
Filling
ValvePump
Capacity 5 litres (on 607, 406, 807).
EAS 100 first generation
39 / 116PARTICLE FILTER TECHNOLOGY
Low sensorInjector
THE PUMP AND INJECTOR
80 l/hr at 3 bars
EAS 100 first generation
40 / 116PARTICLE FILTER TECHNOLOGY
THE ADDITIVE RESERVOIR
Metering pump
Safety valve.
Filling
Breather:
Maximum capacity: 4 litres or 5 litres
Second generation EAS 200
White, Eolys® DPX 42 Green,
Eolys® 176 (DPX 10)
41 / 116PARTICLE FILTER TECHNOLOGY
No longer
fitted
THE PUMP AND THE DIFFUSER
Diffuser
6.45 mm3 / stroke
Second generation EAS 200
42 / 116PARTICLE FILTER TECHNOLOGY
THE POUCHES
No additive handling in the dealership.
No contact between the additive and air ( evaporation, chemical transfer.. )
No need for a breather system air ( collapses)
Is fitted with a rapid and self-sealing connection hardware.
No contact with the additive when changing the pouch.
1
2 3
4
5
6
2
43 / 116PARTICLE FILTER TECHNOLOGY
THE INJECTION PUMP
The built-in electronics main functions are:
Controlling the power side of the pump.
Receiving from the engine ECU via the BSI the additive quantity and giving of the additive injection order.
Transmission of the quantity of additive injection to the engine ECU via the BSI.
Rotary piston pump with built-in electronics
44 / 116PARTICLE FILTER TECHNOLOGY
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.
45 / 116PARTICLE FILTER TECHNOLOGY
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.
46 / 116PARTICLE FILTER TECHNOLOGY
THE TANK FILLER CAP SENSOR
Informs the additive ECU
of the cap positions.
Two magnets at 180°
47 / 116PARTICLE FILTER TECHNOLOGY
THE INLET AIR HEATER
Regeneration assistance.
Cold starting.
This function uses:
The outside temperature.
Engine load
The inlet air temperature
The coolant temperature
Function
48 / 116PARTICLE FILTER TECHNOLOGY
Operating principle
Inlet air
Cooled air functioning:
49 / 116PARTICLE FILTER TECHNOLOGY
Operating principle
Non-cooled inlet air.
Request for warm air :
50 / 116PARTICLE FILTER TECHNOLOGY
Operating principle
Partially cooled inlet air.
Mixing :
51 / 116PARTICLE FILTER TECHNOLOGY
• on the air circuit.
THE INLET AIR HEATER
Two possible air heater versions (2):
With coolant type air heater
• in the air filter.
52 / 116PARTICLE FILTER TECHNOLOGY
THE INLET AIR HEATER
By-pass type
Mixer valve module EGR flap valve (A) and by-pass valve (B)
A
B
53 / 116PARTICLE FILTER TECHNOLOGY
Limits the quantity of new air into the engine,
increases the fuel mixture combustion richness,
facilitates heating of the exhaust gases,
increases the engine load.
The DT17TED4 stepper motor flap valve module
THE INLET AIR HEATER
a
The inlet air flow
54 / 116PARTICLE FILTER TECHNOLOGY
Know the air temperature to calculate the injection fill and correct turbocharging. This information is used: for particle filter regeneration, exhaust gas recirculation management.
The temperature sensor
THE INLET AIR HEATER
DW12BTED4 example
DT17TED4 example
55 / 116PARTICLE FILTER TECHNOLOGY
ADDITIVE INJECTION
56 / 116PARTICLE FILTER TECHNOLOGY
CERINE ADDITIVE INJECTION
First generation DPX 42
57 / 116PARTICLE FILTER TECHNOLOGY
CERINE ADDITIVE INJECTION
Second generation DPX 10
CAN / VAN example
CAN example
58 / 116PARTICLE FILTER TECHNOLOGY
THE ADDITIVE ECU
Additive ECU Type Actuators Network
EAS 100 1st generation Pump and injector VAN
EAS 200 2nd generation Mixer pump VAN
EAS 300 Ditto EAS 200
Mixer pump CAN
Management incorporated into the engine ECU
Controlled by the engine ECU
Hard-wired mixer pump
CAN
Management incorporated into the engine ECU
Controlled by the engine ECU via the BSI
MUX pump LIN
Types of additive ECU:
59 / 116PARTICLE FILTER TECHNOLOGY
THE ADDITIVE ECU
CONFIGURING THE ECU AFTER SERVICING
It manages:
• fuel additive injection.
• the quantity of additive injected as from when the PF is in operation.
• the fallback strategies.
• diagnostic with fault memorisation.
• dialog with the engine ECU and the BSI.
• It activates the injection pump.
• It activates the injector (depending on the system).
60 / 116PARTICLE FILTER TECHNOLOGY
ADDITIVE MANAGEMENT
Based on the following information, the additive ECU (1282):
• detects addition of fuel
• calculates the quantity of additive to inject
• activates additive injection
• initialises the additive counters
• calculates the additive reservoir level
Ignition key
61 / 116PARTICLE FILTER TECHNOLOGY
Events
Stopping the Engine
Cut off of +VAN
Cap closed
Re-start engine
Diesel additive ECU to standby
ECU wake-up. Cap open memorised
Diesel additive ECU to standby
Wake up of BSI +VAN and Diesel additive ECU
Acquisition of Diesel fuel level L2 Checks filler cap
Acquisition of Diesel level L1
Cap opened
Actions
Δ L > 0
+ cap procedure
Δ L > 0
+ cap procedure fault or no procedure
Δ L = 0
+ cap procedure
Δ L = 0
+ cap procedure fault or no procedure
Fuel additive injection Nothing
Normal functioning Cap faultyGauge 7 litre minimum
levelNormal functioning
Fuel additive injection Fuel additive injection
Detect :First generation
62 / 116PARTICLE FILTER TECHNOLOGY
Events
Ignition cut off
Cap opened
Filtered level loaded
Filtered level stored in memory
Actions
Waiting for cap to close
Li – Lf > 5 L
+ cap closed
Li – Lf < 5 L
+ cap closed
Li – Lf > 10 L
+ cap not closed
Li – Lf < 10 L
+ cap not closed
Fuel additive injectionNo additive
injection
Normal functioning Filler cap sensor fault
Additive for 0.5 litres Fuel additive injection
Normal functioning
Filler cap sensor fault
Detect : Second generation
Special case:
DRAINING THE TANK
• Turn on the ignition tank empty and filler cap fitted.
• Turn on the ignition.
• Cap opened.
• Add fuel and close cap
63 / 116PARTICLE FILTER TECHNOLOGY
Calculate the quantity to inject :
Injection curve, (fuel Q)Injection coefficient, (pump)
Injection metering(DPX42 or DPX10)
Calculate the additive injection
Controls the Controls the actuatorsactuators
Counter Counter managementmanagement
Maintenance Maintenance with the toolwith the tool
64 / 116PARTICLE FILTER TECHNOLOGY
Calculation of the additive quantity to
inject Q= Li - Lf
Q < 0.5 litres
Q < 5 litres
Calculation of the number of pulses
Q > 5 litres
Activate the injection pump
If V > 20km
Inject the additive :
Li = instantaneous level Lf = filtered level
65 / 116PARTICLE FILTER TECHNOLOGY
Managing the quantity of additive injected
Memorisation of the quantity of additive injection in order to know the total quantity of cerine injection into the fuel in order to:
• measure the change in the filter content
"Quantity of cerine trapped in PF" counter
• manage the level of additive in the reservoir
"Quantity of cerine in the additive reservoir" counter.
Quantity of cerine already injected+
Quantity of cerine to inject
66 / 116PARTICLE FILTER TECHNOLOGY
ADDITIVE MANAGEMENT
Integration of the additive functions into the engine ECU
Example of the 407 Coupé DT17 system
67 / 116PARTICLE FILTER TECHNOLOGY
Integration of the additive functions into the engine ECU
Example of the 307 (T6) 207 version with MUX pump
68 / 116PARTICLE FILTER TECHNOLOGY
REGENERATION MANAGEMENT
69 / 116PARTICLE FILTER TECHNOLOGY
Specific gas flow
Pressure differential
Downline gas T°
Inlet air flow
Atmospheric pressure
DEGREE OF FILTER CLOGGING
REGENERATION MANAGEMENT
First generation supervisor
70 / 116PARTICLE FILTER TECHNOLOGY
EXHAUST GAS SPECIFIC FLOW (litres/hour)
a) hole in filter d) filter clogged
b) filter regenerated e) filter overloaded
c) filter in mid-way state f) filter clogged
Normal functioning
Regeneration request
SIX FILTER CLOGGING LEVELS m900 mbar
barDIFFERENTIAL PRESSURE
71 / 116PARTICLE FILTER TECHNOLOGY
DIFFERENTIAL PRESSURE
a) hole in filter d) filter clogged
b) filter regenerated e) filter overloaded
c) filter in mid-way state f) filter clogged
SPECIAL RANGES900 mbar
EXHAUST GAS SPECIFIC FLOW (litres/hour)
72 / 116PARTICLE FILTER TECHNOLOGY
EXHAUST GAS SPECIFIC FLOW (litres/hour)
DIFFERENTIAL PRESSURE
900 mbar
Δ Py) differential pressure
of PF 80000 km
g) filter new at 0 km
h) filter at 80 000 km
ax) functioning status if PF 0 km
ay) functioning status if PF 80000 km
* (regenerated state).
Change in the PF degree of clogging due to the accumulation of cerine*
ΔPx differential pressure
if PF 0 km
73 / 116PARTICLE FILTER TECHNOLOGY
EXHAUST GAS SPECIFIC FLOW (litres/hour)
DIFFERENTIAL PRESSURE
900 mbar
ΔPx) differential pressure if PF 0 km
Δ Py) differential pressure if PF 80000 km
g) filter new at 0 km
h) filter at 80 000 km
ax) functioning status if PF 0 km
ay) functioning status if PF 80000 km
ΔPx
Δ Py
Adaptation of the ECU mappings to the accumulation of cerine.
74 / 116PARTICLE FILTER TECHNOLOGY
a) filtered exhaust gases
b) cerine
town and open road driving. motorway driving
mbar mbar
L/h L/h
IMPORTANT : For the same quantity of cerine and for the same vehicle distance covered, the differential pressure may be different.In all cases, after regeneration, the cerine is heated and pushed to the end of the filter.
Effect of driving conditions on the differential pressure
75 / 116PARTICLE FILTER TECHNOLOGY
Distance covered
Upline gases T°
Additive qty
Filter monitoring
DEGREE OF FILTER CLOGGING
ASSISTANCE
REGENERATION MANAGEMENT
First generation supervisor
Efficiency monitoring
76 / 116PARTICLE FILTER TECHNOLOGY
The cerine in the fuel :
• is not burned with the soot
• accumulates on the walls of the particle filter.
• periodically burn off the particles to maintain the filter in optimum flow condition.
REGENERATION ASSISTANCE FUNCTION
• manage the monitoring function requests,
• activate the functions necessary for regeneration,
• determine the assistance level necessary,
• monitor the effects of post-injection.
77 / 116PARTICLE FILTER TECHNOLOGY
ASSISTANCE
Engine speed ≥ a threshold
PD monitoring
Kms between each LA regeneration
OROR
Differential pressure ∆ Pn
Minimum distance covered since last
regeneration
Coolant temperature
≥ 60°C
REGENERATION ASSISTANCE ACTIVATION CONDITION
78 / 116PARTICLE FILTER TECHNOLOGY
ASSISTANCE
4. Post-injection
1. EGR inhibit2. Consuming equipment activation
3. Heating of inlet air
Turbo
Regulated mode
REGENERATION ASSISTANCE FUNCTION
79 / 116PARTICLE FILTER TECHNOLOGY
ASSISTANCE
LEVEL 1
LEVEL 2
Post-injection
EffectT° Upline
and T° Downline
Filter monitoring
REGENERATION ASSISTANCE FUNCTION
80 / 116PARTICLE FILTER TECHNOLOGY
heated rear screen, (depends on external air T°).
MFU slow speed imposed,
MFU medium speed
pre/post-heating plugs power imposed.
Consuming equipment activation order :
Function synoptic diagram
If auto box option:
• Pressure increase: 8 bar to 17 bar.
Activation of electrical power consuming equipment
Note :
Not with DT17TED4 engine
81 / 116PARTICLE FILTER TECHNOLOGY
Pilot injection
Main injection
Post-injection delay
Post-injection
LEVEL 1
FIRST GENERATION ASSISTANCE FUNCTION
82 / 116PARTICLE FILTER TECHNOLOGY
LEVEL 2
Post-injection delay
Increases catalytic
post-combustion
Maintaining the exhaust gas temperature
Pilot injection
Main injection Post-injection
Injection 20° to 120° after TDC
FIRST GENERATION ASSISTANCE FUNCTION
83 / 116PARTICLE FILTER TECHNOLOGY
Regeneration frequency (km)
Distance covered by the PF
N is the distance (km) covered by the PF.
N1 is the distance covered (km) since the last regeneration.
N2 is the distance covered (km) which triggers regeneration
Activation
Regeneration
Post-injection
Soot combustion
Post-injection time (T2)
N1 ≥ N2
Time
T2 post-injection moment.
Activation of regeneration assistance by the distance covered parameter
84 / 116PARTICLE FILTER TECHNOLOGY
Regeneration
Activation
Soot combustion (random duration)
ΔP ΔP
ΔPy ≥ ΔPn ΔPy = ΔPz
Qv QvPost-injection
Post-injection time (T1)
TimeΔPn is equal to the differential pressure which triggers
ΔPy is equal to the differential pressure read
ΔPz is equal to the differential pressure to be reached
IMPORTANT :
In both cases (ΔPn and N1) it is possible for post-injection to be interrupted (example: vehicle stopped),
in this case, regeneration assistance will recommence from the start.
Activation of regeneration assistance using the differential pressure parameter (ΔP)
Qv specific flow
85 / 116PARTICLE FILTER TECHNOLOGY
EAch monitoring point (N2 and ΔPn) has a lower monitoring level
called the economical level
ΔP
ΔPn
ΔPx
ΔPx equal to the differential pressure at which the economic monitoring range starts
N3 is equal to the distance covered at which the economic monitoring range starts.
Assistance with " ECOnomic" regeneration
• activated when the filter degree of clogging is low
• or distance covered point (N) is close.
86 / 116PARTICLE FILTER TECHNOLOGY
a) pre-injection
b) main injection
c) post-injection
CYLINDER PRESSURE
TIME
d) reduction in the main injection time
e) excess torque due to post-injection
f) reduction in cylinder pressure
Effect of activation of artificial regeneration.
87 / 116PARTICLE FILTER TECHNOLOGY
The first generation supervisor:
distance steps,
differential pressure,
REFRESHERS
88 / 116PARTICLE FILTER TECHNOLOGY
THE SECOND GENERATION SUPERVISOR
89 / 116PARTICLE FILTER TECHNOLOGY
• filter degree of clogging with soot,
• driving conditions, (current and future to take advantage of opportunities).
• optimised decision-making, (clog filter less),
• minimise over-consumption,
• engine protection,
PF back-pressure,
oil dilution by the diesel fuel.
FUEL SAVINGS
OPTIMISE SUCCESS RATE
IMPROVEMENTS
THE SECOND GENERATION SUPERVISOR
90 / 116PARTICLE FILTER TECHNOLOGY
OPTIMISATION OF GENERATION ASSISTANCE
Calculate the quantity of soot
SUPERVISOR
Decides to assist
ASSISTANCE
Efficiency monitoring
2 CONSUMPTION
• Future driving conditions
• Frequencies
CURRENT DRIVING CONDITIONS Town, Open road…
=> success rate
=> Opportunities
1
CAPACITY
91 / 116PARTICLE FILTER TECHNOLOGY
REGENERATION STRATEGIES
Filter degree of clogging
module
Fuel consumption
module
Current driving
conditions module
Future driving
conditions module
Functions module
Need to regenerate
Carbon quantity
Regeneration possibility
Regeneration request cut-off
PF status, degree of clogging
DIAGNOSTIC module
Decision module
Decide, check
Downgraded modes
92 / 116PARTICLE FILTER TECHNOLOGY
Filter degree of clogging
Pressure differential
Downline gas T°
Inlet air flow
Atmospheric pressure
Soot volume
Specific gas
flow
MONITORING THE DEGREE OF CLOGGING
NEED TO REGENERATE MODULE
Filter soot content module
93 / 116PARTICLE FILTER TECHNOLOGY
NEED TO REGENERATE MODULE
Soot quantity in the particle filter (g/mn)
Type of driving conditions
0,015 "a" difficult traffic
0,027 "b" free-flowing traffic
0,045 "c" very free flowing traffic
0,044 "d" open road
0,053 "e" motorway
Soot quantity calculation :
DETERMINE THE QUANTITY OF SOOT IN RELATION TO THE TYPE OF DRIVING
94 / 116PARTICLE FILTER TECHNOLOGY
Fuel consumption module
Calculation of the optimum distance covered for regeneration based on the driving conditions…
… bearing in mind that the levels given for specific profiles are only examples:
• Motorway: 1,700 km• Mountains: 1,200 km• Open road: 1500 km• City: 950 km• Intensive urban: 850 km
The term « optimum » is to be understood in the sense of an optimum fuel consumption.
CALCULATION OF AN OPTIMUM DISTANCE (KM) IN ORDER TO REGENERATE
NEED TO REGENERATE MODULE
Calculate an optimum
period
Compare
Optimum consumption
positionDistance since
last regeneration
95 / 116PARTICLE FILTER TECHNOLOGY
REGENERATION POSSIBILITY MODULE
Modelisation of the driving profile:
•Motorway•Mountains•Open road•Town Intensive town
Current driving conditions module
CALCULATION OF A REGENERATION SUCCESS PROBABILITY
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Future driving conditions module
DEDUCING THE PROBABILITY OF FUTURE DRIVING CONDITIONS
Driving conditions over the last five regenerations,
( updated once an hour).
Define the vehicle driving profile.
Plan for the most favourable moment to activate particle filter regeneration, based on the vehicle usage history.
REGENERATION POSSIBILITY MODULE
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2
Functions module
Regeneration request cut-off
PF status, degree of clogging
3
DIAGNOSTIC module
1
Decision module
Decide / check
Downgraded modes
REGENERATION DECISION MODULE
Filter degree of clogging
module
Fuel consumption
module
Current driving
conditions module
Future driving
conditions module
Decide / check module
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Six indicators:
1. filter load,
2. consumption
3. driving,
4. history,
5. functions,
6. state of PF.
The decision module incorporates data from the other modules and defines a regeneration strategy
REGENERATION DECISION MODULE
Five decision-making rules:
1. consumption,
2. ensure regeneration,
3. PF and engine protection,
4. management of assistance time,
5. downgraded modes: standard distance.
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Degree of clogging 61 %
or 20 gr
785 km
Degree of clogging96 % or 33 gr
1235 km
URBAN DRIVING
MOTORWAY
Degree of clogging 81 %
or 23 gr
1043 km
61 % or 20 gr1,227 km
96 % or 33 gr1,931 km
70 % 26 gr 1,396 km
61 % or 20 gr1316 km
70 % 26 gr 1657 km
96 % or 33 gr2071 km
ROAD
500 1000 1500 2000
500 1000 1500 2000
500 1000 1500 2000 km
km
km
Very favourable eventMountain or motorway type
Favourable event. Type of road mountain
or motorway
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SECURITY
FUNCTIONING SAFETY :
DEGREE OF FILTER CLOGGING
Specific gas flow
Maximum clogging limit Example at 80 000 Km
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ESSENTIAL : If a "filter clogged" fault is present, the reason for clogging must be found, as the filter may become damaged.
PARTICLE FILTER DEGREE OF CLOGGING:
filter holed
intermediate state
filter overloaded
filter clogged
specific air flow (l/hr).
differential pressure (mbar).
NOTE:Theses states are read with the diagnostic tool, under parameter measurement.
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ASSISTANCE
LEVEL 1
Triggering of
catalytic conversion
T° < 250 C° LEVEL 2 T°: > 250°C < 480°C
Effect on
Post-injection
T° Upline Downline
Filter status
LEVEL 3 T° > 480°C
REGENERATION ASSISTANCE FUNCTION
Filter monitoring
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(BY THE MONITORING FUNCTION)
Parameters Regeneration assistance.
Volume of soot in the particle filter (calculation)
Activation Volume of soot in the particle filter since last regeneration (above a certain level) (*)
De-activation Effective post-injection time (above a certain level) (*)
Differential pressure (measurement)
Activation Differential pressure (above a certain level)
De-activation Effective post-injection time (above a fixed level)
REGENERATION ASSISTANCE ACTIVATION CONDITIONS
(*) depending on driving conditions.
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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
downgraded
modes
Downgraded mode
Functioning
Memorise
the information in downgraded
mode
Inform the driver
Help service department
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FILLER CAP FAULT PICTOGRAM
ENGINE DIAGNOSTIC LIGHT
PF OVERLOAD PICTOGRAM
SERVICE LIGHT
DRIVER INFORMATION
DIAGNOSTIC
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• exhaust gas temperature
• lighting of the engine diagnostic light.
• pressure• particle filter clogged or holed
reduced flow
DONWGRADED FUNCTIONING MODE
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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
Gauge fault
Network 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 Additive ECU (1282) Notes
Two generations :
First generation particle filter: SD991
Second generation particle filter:
(octosquare OS2)
Three generations: M.Marelli (Marwall) EAS_100
M.Marelli (Marwall) EAS_200
M.Marelli (Marwall) EAS_300
ECUs fitted to VAN CAR 2DPX 42 up to 9491 (24/10/2003)EOLYS 176 as from 9492 Fuel additive injector on fuel tank (1284) Only one ECU available from Spares Department (with possibility of configuring DPX42 or EOLYS 176)IMPORTANT : It is impossible to retrofit an old model vehicle equipped with the DPX 42 additive system with the new EOLYS 176 additive system.
ECU fitted on VAN CAR 2 EOLYS 176 or DPX 42 are configurable Additive low level sensor discontinued Fuel additive injector discontinued (1284) New metering pump with injector valve
ECU fitted to CAN CAR Pin allocation changed
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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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CHANGING THE PF
ADDITIVE FILLING
ADDITIVE FILLING
YES NO
Quantity of cerine in the PF
Quantity of cerine used
Quantity of cerine in the PF
Quantity of cerine used
YES NO YES
Counter resetting
RReeSSeett
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Thank you for your attention.
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GLOSSARY
FAP : Filtre A Particules (Particle Filter)
CAN : Controller Area Network
LIN : Local Interconnect Network
VAN : Vehicule Area Network
CAN : Controler Area Network.
BSI : Boîtier de Servitude Intelligent. (Built-in Systems Interface)
BSM : Boîtier de Servitude Moteur (PSF1). (Engine Ancillaries ECU (PSF1))
CMM Calculateur Moteur Multifonctions (Engine ECU)
CTN : Coefficient de Température Négatif. (Negative Temperature Coefficient)
HDi : Haute pression Directe Injection. (High Pressure Direct Injection)
PSF1 : Platine de Servitude boîte à Fusible compartiment moteur (BSM).(Engine compartment Ancillaries Fuse panel (Engine ancillaries ECU))
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