Modern Diesel Handout For Class PDF

Welcome to Modern Diesel
1
Welcome to Modern Diesel
2
3
4
Class Goals
Emissions
Emission Standards
The Systems and Sub-Systems manufactures use
to reduce emissions
On both sides of the fire
5
Modern Diesel Outline
Emissions Introduction
Diagnostics
Modern Fuel System
Modern Turbochargers
Computer Inputs and Outputs
HD OBD Monitors
OBD-II Monitors
Emission control
6
Automotive Training Authority
7
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Emissions
12
Highway Diesel Emissions
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Off Road Diesel emissions
16
Where do emission standards come
from?
All emissions standards are a part of a federal
law named the Clean Air Act
The purpose of this law is to reduce air pollution
because of its hazards to human health and the
environment
17
Emission Time Line
In 1948 for five days pollution overtakes the
industrial town of Donora, Pennsylvania killing
20 people
In 1952 London's Killer Fog - a toxic mix of fog
and coal smoke - kills several thousand citizens
over a four-day span
18
What is Tier 4?
Tier 4 standards will require significant emission
reductions of Particulate Matter (PM) and
Nitrogen Oxides (NOx)
PM is defined as the black smoke/soot found in
diesel engine exhaust
NOx is defined as nitrogen monoxide and
nitrogen dioxide
19
Timeline
The schedule is consistent for all manufacturers,
however, each manufacturer has the ability to
use “flex credits” on individual product lines
20
Each must be addressed differently
NOx occurs at high temperatures
PM occurs at low temperatures
21
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23
Aftertreatment
Technology doesn’t allow

combustion temperature to reduce
NOx and PM at the same time
Because NOx occurs at high
temperatures and PM occurs at low
temperatures
24
25
STAR
EnviroTech
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Fuel System Technology
High pressure fuel pumps
Modified fuel-injector nozzles so that they
atomize fuel at higher pressure
Computer controlled
29
Fuel System Technology Benefits
The high pressure generates a fuel mist of

microscopic particles that burns;
Quickly and practically soot-free
30
31
Common rail advantages and benefits
Fuel pressure on demand
Higher pressure for atomization
Multiple injections for each combustion event
Overall exhaust emissions
Reduced particulate emissions
Reduced engine noise
Improved fuel economy
Better performance
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34
35
Pressure Control
Pressure Control
Pressure Control
Pressure Control
Pressure Control
41
42
Low Pressure Circuit
Fuel tank
Lift pump optional
Primary and Secondary fuel filters
Water in fuel sensor
Water in fuel separator
Fuel heater
43
Low Pressure Circuit
With a lift pump we test PRESSURE
No lift pump we test VACUUM
44
High Pressure Circuit
High pressure pump
High pressure fuel lines
High pressure Common rail
High pressure fuel injectors
45
Fuel Return Circuit
Un-used fuel is returned from
The high pressure pump
The common rail
Each injector
46
Closed loop system
Common rail fuel systems are a
closed-loop high pressure control-systems
that stabilizes the rail pressure within tight
specifications by the electronic control unit
for a given engine operating condition
47
48
Closed-loop high pressure
control-systems
49
AAP
TPS
50
51
CNK
CAM
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53
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55
56
57
58
59
MAF
60
61
IAT
ECT
EGT
EGR
62
63
64
I = V / R (Current = Voltage
Divided by Resistance)
65
Voltage?
66
6.3V
67
Voltage?
68
0.011V
69
70
71
Voltage?
72
4.2V
(6.3V)
73
Voltage?
74
0.006V
75
4.2V
76
4.2V
77
4.2V
78
0.525V
79
2.5V
80
0.82V
81
0.82V
82
0.82V
83
V = I x R (Voltage = Current multiplied by
Resistance)
R = V / I (Resistance = Voltage divided by
Current)
I = V / R (Current = Voltage Divided by
Resistance)
84
Turbo position sensor
Battery Voltage
DPF Pressure sensors
DPF Temperature sensors
85
Not just for fuel
MAP controls VGT
MAF controls EGR flow
86
Fuel Control Solenoid
Injector
Lift Pump
EGR Valve
87
Fuel Control Solenoid
VGT Control Solenoid
VGT Control Motor
88
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90
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92
93
94
95
96
Common Rail System
The common rail stores pressurized fuel (It is a
high pressure accumulator)
The high pressure fuel pump supplies fuel to the
common rail
Fuel is distributed to the injectors from the rail
The common rail functions as a reservoir
The fluctuation of fuel from the fuel pump is
stabilized in the common rail, so the disturbance
between injectors firings is greatly reduced
98
All injectors must deliver the same
amount and have a normal pattern
99
For this to happen
All of the following must be normal
100
Common Rail
The rail dampens pressure vibrations caused by
high pressure pump and the injector process
Rail pressure ranges to approximately from
400psi to 30,000psi
High pressure can and will penetrate the skin
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102
103
The rail holds approximately .5 to 2.5 Oz. of fuel
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105
106
107
108
5.0 5.0 4.0 6.0 4.5
mS mS mS mS mS
109
1500 1500 1200 1600 1400
PSI PSI PSI PSI PSI
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115
Fuel Pressure Examples
Bosch Generation 1 19,845 psi
Generation 2 23.520 psi
Generation 3 30,000 psi
Denso Generation 1 21,315 psi
Generation 2 26,460 psi
Delphi 30,000 psi
116
Something I have noticed
Fuel pressure specifications are all across the spectrum
Electric Lift Pump 9.0 to 15 psi
Low pressure 80-180 psi

(Pump in the high pressure Pump)
High Pressure Pump max 19,845 to 30,000 psi
117
Something else I have noticed
Some manufactures use a only an ECM,
while others use an ECM and a FICM
118
They have common function and operation
3 high pressure pumping chambers (120° apart)
4 opposed pumping chambers
119
High Pressure Pump
Pump pressure is controlled by the ECU
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125
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127
128
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130
Fuel control solenoid
ECM controlled
Normally open (Activated to close)
It’s open during cranking
Then ECM controlled
to control fuel
134
What is a Solenoid?
135
Solenoid
Electrical mechanical device that changes
electrical energy into mechanical energy
136
A solenoid is a type of
electromagnetic used for the
purpose of generating a controlled
uniform magnetic field
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Solenoid
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140
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147
148
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150
151
Pulsed Width Modulated
PWM @ 150Hz to 200Hz (duty cycled)
152
Diagnostics
Measure the duty cycle on the control side of the
solenoid
153
150Hz to 200Hz
154
Diagnostics
If it isn’t 150Hz to 200Hz what you do?
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157
158
159
Pulsed Width Modulated
PWM is accomplished by driving the supply
voltage high and low
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Pulse Width Modulated Signal (PWM)
Duty Cycle
163
Pulse Width Modulated Signal (PWM)
Duty Cycle
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Diagnostics Note
If fuel pressure in the fuel rail becomes too low,
the PCM will command a lower duty cycle
A lower than normal fuel rail pressure points to
A bad lift pump
A bad high pressure pump
An incorrect signal from the fuel rail pressure
sensor
178
Fuel Control
The PCM controls the fuel control solenoid
based of the input signal from the Fuel Rail
Pressure Sensor
179
183
Inputs and Outputs
In control terminology, the rail pressure is the
system output while the position of the actuator
used to control the rail pressure is the system
input
184
The resistive value of the sensor changes the 5V REF
on the signal circuit
185
186
Types of pressure measurements
Absolute pressure sensor
This sensor measures the pressure relative to a
perfect vacuum
187
Gauge Pressure
Gauge pressure sensor
Typical machine gauges do not measure
atmosphere, but pressures above atmosphere
A tire pressure gauge is an example of gauge
pressure measurement; zero is atmospheric
pressure
188
Two Categories
Absolute pressure sensor
Force collector types
These types of electronic pressure sensors
generally use a force collector
A diaphragm, piston, bourdon tube, or bellows
To measure strain (or deflection)
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Look Up Chart
1.5Volts 10psi
196
Piezoresistive (Voltage Dividing, Wheatstone
Bridge) (strain gauge)
Uses the piezoresistive effect a Strain Gauge to

detect strain from applied pressure
The strain gauges are connected to form a
Wheatstone Bridge circuit to maximize the
output of the sensor
This is the most commonly employed sensing
technology for dynamic pressure movement
197
The piezoresistive element forms a Wheatstone
Bridge
Pressure on the sensor causes a proportional
change in voltage
198
Sensor and It’s Signal
It generates a signal as a function of the pressure
imposed by the confined fuel in the rail
The sensor sends an electrical signal to the ECM
The ECM converts the analog or digital signal
into a pressure value
199
200
Look up Chart
0.00V 0psi
0.001V
0.002V
0.003V
0.004V
0.005V
0.006V
0.007V
0.008V
0.009V
1.00V 4175psi
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Fuel Pressure Sensor
Mounted to the fuel rail directly or remotely
Measures the pressure in the rail
205
ECM
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208
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210
211
212
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Key off
214
K-O-E-O
215
Idle
216
Throttle snap
217
High Idle
218
Idle
219
Engine shut
down
220
Key off
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224
0.00V
225
0.50V
226
3.50V
227
2.00V
3.00V
228
Cummins HPCR
Fuel rail pressures and voltage values from the Rail
Pressure sensor:
Idle 7k 1.5
1500 RPM 10k 2.1
2000 RPM 15.5k 2.8
2500 RPM 18.5k 3.25
WOT, power brake21k 3.50
Note- rail pressure will drop to zero within 10 seconds

of shutdown
230
231
If Lower Volts
232
Check for another
pulling the voltage down
233
234
If Lower Volts
235
Check computer’s power
and ground
236
237
Blown
fuse
238
239
This represents an electrical open
circuit
No continuity
Transient voltage
(Floating around)
0.017
240
An open circuit
No continuity
Transient voltage
(Floating around)
00.17
Blown fuse
241
0.00 volts indicates a
direct short between
the DMM test leads
0.00
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Fuel Rail Pressure Limiting Valve
The valve is normally held closed by a calibrated
spring
When fuel exceeds the pressure setting the
spring begins to collapse and releases fuel into
the return circuit
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Fuel pressure limiting Valve test
Connect the fitting, place the hose in a container
Start and run the engine at idle
No fuel should flow
Raise engine speed-No fuel should flow
Or use a scan-tool and the Bi-directional controls
to raise pressure
Use manufacture’s specification's
259
Fuel pressure limiting events DTC
If the PCM has set a limiting events DTC
It indicates that the PCM has seen fuel pressure
drop suddenly
Different manufactures have different
specifications
An example is 50 events
260
Fuel pressure limiting events DTC
If the PCM has set a limiting events DTC
Check Fuel control solenoid
Check the computer’s control for the solenoid
(150 to 200Hz.)
Check the fuel rail pressure sensor operation
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Injectors
Solenoid Style
Piezo Style
Controlled by an ECM
264
Injection Timing
The ECU precisely controls the amount of time
the injector is supplying fuel
The ECM also controls the injectors to allow
multiple fuel injections during each combustion
cycle
The benefit is better combustion
265
Computers control the injectors
An electronic pulse is sent to the solenoid to

create a magnetic field that will lift the injector’s
needle from it’s seat
There can be a pilot, main, and post injection
pulse
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268
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Pilot, Main, and Post Injection
The pilot injection events contributes

To a quitter engine and a smooth idle
The main injection event
develops power
272
Pilot, Main, and Post Injection
The post injection events

only occur during the DPF
regeneration process and
heats the catalyst to burn
off soot in the particulate
filter
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285
Smart driver technology
286
Minute Fluctuations
287
Minute Fluctuations
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Smart Driver are the diagnostics
When the injector is opened current flows
This creates a magnetic field
The magnetic field pulses the smart driver
The smart driver sends a signal to the computer
indicating that an injector event happened
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Pilot Injection Event
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300
Piezo Injectors
Piezo injectors are much faster than the solenoid
type injector
Piezo injectors can fire as many a seven times
for one intake cycle; five times seems to be the
most common
301
Piezo Injectors
Piezo injectors have hundreds of little piezo
slices stacked on top of each other so that the
combined expansion increases the total motion
The stack produces 0.004 inch of movement—
enough to move the pintle far enough to inject
fuel
At turn off, the piezo stack shrinks, a spring
closes the pintle
302
Piezo injectors key benefits
They open and close much faster than
conventional injectors
That allows a more precise control of the
injection Which determines how much fuel is
sprayed
They also provide feedback by producing minute
fluctuations in the electricity used to activate
them
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Switching the polarity
(Sometimes)
When the Engine Control Module (ECM)

determines that the correct injector on time has
been reached it switches the polarity of the piezo
actuator which causes the piezo discs to return to
stop fuel flow
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Fuel return flow test
317
Fuel not used for power is routed to
lubricate the pintle and then through to
the return circuit
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Fuel Return
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321
Injector return flow test (Engine Running)
322
Some manufacturers have a scan tool
based test for
Fuel/Injector return flow test
Actuate the fuel override test with the scan

tool
Measure the amount of fuel in the graduated
cylinder
Fuel flow must be less than 180 ml / minute
323
Injector return flow test (Engine Running)
Start the engine and allow it to idle for 30

seconds
Activate fuel pressure override test with a scan
tool
Rail pressure should increase to 26107 psi
Run test for 30 seconds (Scan tool will time out)
Fuel flow should be less than 210 ml in 30 sec
Repeat test three times and take the average
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Example of Specification
If more than 210 ml in 30 seconds
Re-torque all the high pressure fittings

Repeat tests
If there is still too much flow
Cap off each injector one at a time
Repeat the test to determine which injector(s) are
failing; worn injectors will have high return
rates.
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# 2 Diesel Fuel with correct API rating (above
65°F) (Don’t test under 65°F)
J 38641-B Diesel Fuel Quality Tester to measure
the fuel specific gravity (API Rating)
30-34 = 3 ml - 12 ml
35-39 = 4 ml - 16 ml
40-44 = 5 ml - 20 ml
Unless you know the exact API
rating the above values are
only an approximate
332
J 38641-B Diesel Fuel Quality Tester
to measure the fuel specific gravity
(API Rating)
333
If your not going measure the fuel specific
gravity
30-34 = 3 ml - 12 ml
35-39 = 4 ml - 16 ml
40-44 = 5 ml - 20 ml
334
Too much return flow
Decide which injector is the problem
335
Capping off injectors
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This Sucks on with some manufactures
(maybe all)
We have never replaced a Dodge Cummins

injector where the truck wasn’t back within a
short time with the same problem
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Injector Correction Code
Each injector has a alphanumeric correction code
This code relates to the calibrated fuel flow of
the injector (compensation amount)
If replacing any or all of the injectors the new
code must be programed into the PCM
If the PCM is replaced the correction codes for
each injector must be programed into the new
PCM
339
Injector Quality Control Code
The codes relates to the calibrated flow rate of
the injector
This allows the ECM to correct the injection
quantity to compensate for manufacturing
tolerances
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Example of
Wrong Correction Codes
P268C Cylinder 1 injector data incompatible
P268D Cylinder 2 injector data incompatible
P268E Cylinder 3 injector data incompatible
P268F Cylinder 4 injector data incompatible
P2690 Cylinder 5 injector data incompatible
P2691 Cylinder 6 injector data incompatible
342
Example of
Wrong Correction Codes
P060? Something
The fuel injectors MUST be reinstalled into the

original (same) cylinder due to the fuel injector
correction code
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Example
Injector # 1: 6ZRYAC
Injector # 2: 8AZYBC
Injector # 3: 7Z8YA3
Injector # 4: 7Y8PBY
Injector # 5: 46ZWAC
Injector # 6: 5X85BC
Exit
346
Example
Exit
347
Example
Exit
348
Example
Exit
349
Example
Exit
350
Example
Exit
351
Example
Exit
352
Example
353
Example
Injector # 1: 2RLN38
354
Example
Exit
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Pressure and Volume
Compare to the manufactures specification
1 pint in 15 seconds (Compare to the
manufactures specification)
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Fuel pressure and Current relationship
Fuel pressure Waveform
Fuel pressure Waveform
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First, measure the average current
Compare the current draw to specifications
Near 5 A is indicated
Average current is under 4 A
The spec is 4 to 8
Normal Fuel Pump Current
Low Pressure systems
9-15 PSI 2-4 amps
High Pressure systems

30-45 PSI 4-6 amps
Extremely High Pressure systems

50-70 PSI 8-12 amps
Highest
Lowest
Next look at the difference between the highest

and lowest amps
shouldn’t amps exceed 15 % of the current draw
Highest
Lowest
Check for large drop outs in the ripple
voltage
Excessive Drop out
8 Segment Motor
10 Segment Motor
Look for a
signature
Measure one revolution of the fuel pump to
calculate the pump’s RPM
Divide 60,000 (mS in a minute) by Time to get RPM
60,000 ÷ 9.12 = 6578

9.12ms
381
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Pump RPM
384
Pump RPM
385
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Diagnostics
First things first
Sufficient fuel in fuel tank?
Is the fuel contaminated
Battery state of charge
Normal low side pressure/vacuum
Any diagnostic trouble codes stored
390
Diagnostics
Normal fuel pressure
Normal fuel pressure during engine cranking
Engine at idle warmed up
Engine at fast idle
391
Diagnostics
Is fuel return volume correct
Normally there isn’t any fuel being returned
during engine cranking
Can’t find the specification
Approximately 20mL (5 oz. for a 6 cylinder) per
injector over a 2 minute period (Manufacturers
specification is a better choice if you can find it)
392
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Diagnostics
Are the injectors firing
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Standard Turbocharger
The compressor geometry is fixed and the boost
pressure is entirely determined by the exhaust flow
The turbocharger is optimized for a particular
operating condition
Turbocharger turbine size and/or A/R ratio tend to
be relatively large for a given application because of
the need to size the turbocharger so that at the
highest flow conditions, the turbocharger does not
over-speed or provide excessive boost pressure
398
A/R (Area/Radius) describes a geometric
characteristic of all compressor and turbine
housing
399
A smaller A/R turbine housing is biased more
towards low-end torque and optimal boost
response (Quicker Response)
A larger A/R turbine housing is biased towards
peak horsepower, while sacrificing a quick
response and torque at low engine speeds
400
Variable-geometry turbochargers
(VGTs)
VGTs maximize and control the boost pressure
over a wide range of engine operations
401
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403
Vanes direct exhaust gas flow
Computer controlled
Open vanes are for High Speed/Load
Closed vanes are for Low Speed/Load
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406
407
408
409
410
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3 VGT Actuators
Hydraulic
Electrical
412
The Hydraulic VGT control valve
The VGT control valve is commanded by the
PCM, based on:
Engine speed (CKP sensor)
Engine load at a specified RPM)
Manifold Absolute Pressure Sensor (MAP)
The PCM uses Exhaust Pressure sensor (EP) to
monitor the turbo’s performance
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Scan Data for VGT Control
A low duty cycle % opens the vanes
A high duty cycle % closes the vanes
Open vanes are for High Speed/Load
Closed vanes are for Low Speed/Load
423
Scan Data
Engine RPM 1500 RPM
VGT Duty Cycle 21%
VGT Duty Cycle Desired 20%
Exhaust Back Pressure 28psi
424
Scan Data
Engine RPM 2000 RPM
VGT Duty Cycle 17%
425
Scan Data
Engine RPM 3000 RPM
VGT Duty Cycle 13%
426
Test Drive
If the VGT duty cycle sticks at 85% (high) or
15% (Low) for more than a few seconds;
The VGT vanes might be sticking
427
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431
432
Electronically Controlled
Turbocharger Actuator
The VGT Actuator is liquid cooled
438
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441
NOx
Nitrogen Oxides are a family of poisonous,
highly reactive gases
These gases form when fuel is burned at high
temperatures
It is a strong oxidizing agent and has a strong
atmospheric reactions with volatile organic
compounds (VOC) that produce ozone (smog)
on hot summer days
442
443
444
445
x
Ӽ = Variable Un-Known
Molar Concentration
446
x
[Ӽ] [2X = 4]
then Ӽ = 2
447
NOx
Nitric Oxide and Nitrogen Dioxide (NOx)
NOx is a generic term for the mono-nitrogen
oxides NO and NO2
They are produced from the reaction of nitrogen
and oxygen gases in the air during combustion,
at high temperatures
448
NOx
Exhaust Gas Recirculation (EGR) reduces NOx

formation
Selective Catalysis Reduction (SCR) removes

the oxygen from NOx
449
Exhaust Gas Recirculation (EGR)
450
Exhaust Gas Recirculation (EGR)
Computer Controlled
451
EGR reduces the Air Fuel mixture
EGR reduces the formation of NOx by reducing
the amount of air and fuel in the combustion
chamber
EGR is off at engine idle
EGR flows into the cylinder as engine speed and
load increases
EGR is delayed during gear change
452
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Electric EGR Valves
Electric EGR Valves with Cooler Modules
DC Motor EGR Valve with Hall Sensor Response
455
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460
461
462
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EGR
EGR control system is an integral part of the air
management system
The inlet air passes through an air filter and mass
airflow sensor before it enters the turbocharger
compressor
The compressed air is then cooled by the charge
air cooler, and mixed with the cooled EGR gases
465
466
Air management is controlled by the
ECM
The ECM manages both incoming air and out
going exhaust gasses
467
Inlet Air
The state of this compressed and heated (Turbo)

air is sensed by the Manifold Air Temperature
(MAT) and Manifold Absolute Pressure (MAP)
sensors before it enters the cylinders
468
Out Let Exhaust Gas
The exhaust gas pressure is measured by the
exhaust backpressure (EBP) sensor before it
exits through the turbocharger
The ECM uses an electronic control valve to
control the position of the vanes in the VGT to
determine the effective size of the turbine
housing to meet backpressure requirements
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Drawing Board
During the engine design stage, an EGR control
strategy has to be developed to meet not just
NOx reduction targets, but to ensure PM
emissions meet targets, that fuel consumption
does not increase excessively and that vehicle
performance meets customer expectations
473
Drawing Board
In most modern diesel engines, it is not sufficient
to simply control the amount of EGR flowing to
the combustion chamber
474
Drawing Board
It is also critical that the air-to-fuel (A/F) ratio to
account for the oxygen in the recirculated
exhaust gas
At all engine operating conditions are controlled
to prevent excess particulate and smoke
emissions
Thus the EGR control system is an integral part
of the air management system
475
EGR Rate
The PCM calculates the EGR flow rate based
from:
MAF Sensor
Intake air temperature sensor
Oxygen Sensor
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479
480
481
482
483
Exhaust Gas Recirculation Valve (EGR)
EGR control solenoid (PWM)

PID in % of open
A vent solenoid releases vacuum

PID reports NO or YES
Vacuum Sensor (there isn’t a

Sensor to determine EGR position
The PID represents vacuum
IE; (PID Value) A value of 11 psi is really:
BARO 14.7 psi
Subtract -10.6 psi
Equals 4.1 inches of vacuum

Exhaust Gas Recirculation Valve (EGR)
EGR control solenoid (PWM)

PID in % of open
A vent solenoid releases vacuum

PID reports NO or YES
Vacuum Sensor (there isn’t a

Sensor to determine EGR position
The PID represents vacuum
IE; (PID Value) A value of 11 psi is really:
BARO 14.7 psi
Subtract -10.6 psi
Equals 4.1 inches of vacuum

487
EGR Cooler
Diesel exhaust gas must be cooled prior to
directing into the intake manifold
488
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490
EGR Cooler
491
492
493
494
EGR
495
Cooler
496
Type
Type A
B
497
498
499
500
501
Exhaust gas and
coolant passages
502
EGR Temp
Sensor
503
Symptom of leaking EGR cooler
1. White smoke
2. Missing Coolant
3. Wet, gooey EGR valve
504
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507
508
509
510
511
512
EGR By Pass
EGR By Pass
513
EGR By Pass
514
EGR Valve Operation on Common
Rail
A throttle plate or intake manifold flap is utilized
to create a greater pressure difference between
the exhaust and inlet manifolds to allow the EGR
to flow
515
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Scan Data
Engine RPM 950 RPM
EGR Duty Cycle 00%
EGR Duty Cycle Desired 00%
518
Scan Data
Engine RPM 2200 RPM
EGR Duty Cycle 35%
EGR Duty Cycle Desired 35%
519
Diesel Fuel
Diesel emits very small amounts of carbon
monoxide, hydrocarbons and carbon dioxide
520
521
The DOC (Diesel Oxidation Catalyst)
The DOC is a special catalyst that reacts with
engine exhaust upon contact
Oxidation catalysts can reduce more than 90% of

the CO and HC emissions and more than 70% of
the toxic HC emissions in diesel exhaust
522
Diesel Oxidation Catalysts (DOC)
A Diesel Oxidation Catalyst (DOC) utilizes a
chemical process to react with the added fuel in
the exhaust to create heat for active regeneration.
They are normally a honeycomb shaped
configuration coated in a catalyst designed to
trigger a chemical reaction to react with the extra
fuel.
523
Diesel Oxidation Catalysts (DOC)
Oxidation catalysts work by oxidizing CO, HC
and the soluble organic fraction of the PM to
CO2 and H2O in the oxygen rich exhaust stream
of the diesel engine and creating heat to improve
performance of the diesel particulate filter
524
Passive Regeneration
The oxidation catalyst increases the temperature
of the exhaust that results from catalytic action
with the raw fuel added to the exhaust
Engine load increases exhaust temperature
525
Diesel particulate filter (DPF)
Engine DPF
Pressure
B+ Ignition
526
527
Exhaust flows through the DPF
529
Diesel particulate is trapped
530
531
532
533
534
Regeneration (Cleaning the Filter)
535
Regeneration (Cleaning the Filter)
536
Dirty Diesel particulate filter (DPF)
537
Fourth Level is manufacturer specific
Regeneration cannot be performed, and the
engine
ECU will begin a shutdown sequence
538
Forced Regeneration
539
540
541
542
543
544
545
546
547
Passive Regeneration
Passive regeneration takes place automatically at
highway speeds when exhaust temperature is
high
If a truck doesn’t see highway speeds
The ECM will perform an “active” regeneration
process
548
Why won’t the DPF Regenerate
Frequent short journeys where the engine does
not reach normal operating temperature
Wrong oil type - DPF equipped trucks require
low ash, low Sulphur engine oils
A problem with the Air Inlet, Fuel or Exhaust
Gas Recirculation (EGR) system causing
incomplete combustion
Certain diagnostic trouble codes may prevent
regeneration (EGT, Pressure, Dosing injector)
549
Why won’t the DPF Regenerate
Low fuel level will prevent active regeneration
taking place, as a general rule ¼ tank is required
EGR has a fault set
Oil interval counter - exceeding the service
interval may prevent regeneration
A fuel additive containing Eolys™ fluid may
prevent regeneration
550
Active (Parked) Regeneration
When the soot loading reaches a set limit (about
45%) the vehicle's ECU will initiate Post
Combustion Fuel Injection to increase the
exhaust temperature and trigger regeneration
551
552
553
Active Regeneration
If the trip is too short while the regeneration is in
progress, it may not complete and the warning
light will come on to show that the filter is
partially blocked
It should be possible to complete a regeneration
cycle and clear the warning light by driving for
10 minutes or so at speeds greater than 40mph
554
555
Symptoms of active regeneration
During active regeneration you may notice the
following symptoms:
Cooling fans running
Increased idle speed
A slight increase in fuel consumption
A hot, acrid smell from the exhaust
Engine sound change
556
Manual Regeneration
557
558
559
560
Forced Regeneration
Performed with a scan tool by a technician
If the MIL comes on first, followed by the DPF
light, it indicates an issue within the DPF system,
for example temperature, pressure, sensors etc.
Pull diagnostic trouble codes first
561
Forced Regeneration
Ensure the vehicle is parked outside in
park/neutral, the parking brake is set
Engine warmed up
There must be at least a quarter tank of fuel
562
563
564
565
566
567
568
569
Fuel Additive for DPF
570
571
572
573
574
PAT Fluid Injection
Some applications use a special DPF
fluid that is injected into the exhaust
to lower the temperature for
regeneration
PAT fluid is an example used on some
vehicles that do not generate sufficient
exhaust heat for regeneration
575
576
577
578
579
580
581
Cleaning
DPF ISUZU DPF
Before Cleaning After Cleaning

582
The DPF System’s Components
Temperature Sensors
Pressure Sensors
Fuel dosing injector (optional)
583
The DPF System’s Components
584
585
586
587
Pressure Differential
At some pressure differential value the computer
decides regeneration is needed
588
Pressure Sensors
Two Pressure offices with tubes
One in front of the DPF
One in the rear of the DPF
They are connected to a Delta Pressure Sensor
The sensor compares the inlet and outlet
pressures
The Sensor reports to the engine controller
589
590
591
592
593
594
595
596
Exhaust Gas Temperature Sensors
One Temperature sensor on the exhaust system
near the exhaust manifold
Two more Temperature Sensors
One in front of the DPF
One in the rear of the DPF
597
598
During Regeneration
The computer uses the temperature sensor to
control the amount of fuel injected into the
exhaust for regeneration
The fuel burns and creates heat for:
Active regeneration
Manual regeneration
Forced regeneration
599
Temperature Sensors
The computer monitors the temperatures during
normal vehicle operation to determine if Passive
Regeneration was enabled
These are measurements that indicate the
effectiveness of DPF filters
600
Post TDC Injection of Fuel
Fuel injected on the exhaust stroke introduces a
small amount of raw fuel in the exhaust gas
Fuel can also be injected into the exhaust pipe
with a special dosing injector
The raw fuel then oxidizes in the particulate
filter to burn accumulated particulate matter
601
Engine Power De-Rate Mode
If the ECM sees an over temperature condition
on the sensors (Over 1700°F) it will De-Rate the
engine’s power output, and possible shut it
down, and keep it from cranking for one hour
Also de-rate power if:
DTC set for EGT sensors
Low Fuel Pressure
Engine Oil Temperature over 275°F
602
603
604
NOX Reduction Science
NOx is very hard to get rid of once it is formed
It doesn't like to break apart
One way to get it to break apart is to introduce
something that will compete with the nitrogen for
the oxygen molecules
Urea, or (NH2)2CO, injected into the exhaust stream
will do exactly that (Exhaust Diesel Fluid [EDF])
In the presence of a catalyst (heat) it turns into
ammonia and reacts with the NOx to create nitrogen
and water vapor, or 2N2 + 3H2O
605
606
DEF
607
D E F608
609
610
611
612
Selective Catalysis Reduction (SCR)
When the vaporized DEF is injected into the
exhaust stream of a diesel engine
When the hot exhaust combines with the Diesel
Exhaust Fluid within the SCR catalyst, it is
broken down into two natural components of the
air we breathe
Pure nitrogen and water vapor
613
614
Selective Catalyst Reduction (SCR)
The SCR system uses a ceramic catalyst that has
been coated with copper and iron, and injects
DEF into the exhaust stream
615
616
617
618
619
620
621
622
623
624
12 Volts
Low side
control
12 Volts
Low side
control
PWM based
off of
temperature
sensors
4 to 6 amp
pump
628
629
631
632
DEF has four modes of operation
Standby; when the engine isn’t running
No Pressure Control; If ambient temperature is
below 16°F until the system heats up the DEF to
thaw
Pressure Control; The pump runs to refill the system
After run; When the engine is shut off, the DCU
opens the injector and cycles the pump to evacuate
the fluid from the lines and pump (20-30 seconds)
Heater based off of temperature sensors
634
May be on the glow plug circuit
635
636
637
638
639
640
641
642
643
Warning Messages
There are warning messages

Displayed when the fluid gets low, but before the
tank is empty and the engine will no longer start
645
646
Warning Messages
Low DEF Refill Soon – This message will
display when the low level is reached, during
vehicle start up, and with increased frequency
during vehicle operation. It will be
accompanied by a single chime. Approximately
6 gallons (23 Liters) of DEF is required
to refill the tank when this message is initially
displayed
647
Warning Messages
Refill DEF Engine Will Not Restart In XXX
Miles – This message will continuously
display starting when there is approximately 1
gallon of DEF left in the tank. The
frequency of the chimes will increase, and the
mileage counter will decrease, as the
vehicle is driven.
648
Warning Messages
Refill DEF Engine Will Not Start – This message
will continuously display when the
counter reaches zero, and will be accompanied by a
periodic chime. Although the
vehicle will continue to operate while this warning
message is initially displayed, the
engine will not restart the next time the vehicle is
shut off. NOTE: A minimum of 2
gallons (7.5 Liters) must be added to restart the
engine.
649
652
653
Message Example
Message Example
Message Example
Message Example
Message Example
Message Example
Message Example
DEF warning messages
Low DEF Refill Soon (1,000-600 miles left)
Refill DEF Engine Will Not Restart in Miles

(600-100 miles left)
Refill DEF Engine Will Not Start (100-0

miles left)
DEF Tank
The DEF tank filler is blue
662
663
Selective Catalytic Reduction
GM Part No. U.S. 88862659 or diesel exhaust fluid that meets ISO 22241-1 and
displays the API Diesel Exhaust Fluid certification mark
Selective Catalytic Reduction
667
668
NOx 1 And NOx 2
Modules and Sensors
There are two NOx sensors and a module
One upstream and one downstream of the SCR
Converter
Reports to the NOx module which communicates
with the PCM the actual NOx entering
and exiting the
SCR converter
NOx % O2 Sensors
Nox concentration
Binary Lambda
Liner Lambda Voltage
The connector has HS CAN Hi and HSCAN Lo
Two duty cycled heater wires controlled by the
NOx module
Two diffusion chambers wires
Ground
670
671
NOx Sensor Module
The NOx sensor module is mounted to the
vehicle frame under the body
It monitors the NOx % O2 sensors
It communicates to the PCM via the CAN to
report NOx and O2 concentrations as well as
sensor and controller errors
672
674
675
677
678
DEF Exhaust Mixer
There is an exhaust mixing system in the exhaust
stream to mix the DEF with the exhaust gas
The mixer is made up of an atomizer and a twist
mixer
The atomizer breaks up and vaporizes the
reductant droplets
The twist mixer evenly distributes the DEF in the
exhaust gases for maximum efficiency
679
680
Diesel Exhaust Fluid (DEF)
Reductant, also known as Diesel Exhaust Fluid
(DEF) is 32.5% urea and 67.5% water solution
Now called reductant
When injected into the exhaust, there is a chemical
reaction that converts NOx into N2 and H2O
The freezing point of reductant is 12°F Water 32°F
Reductant is caustic; don’t spill onto connectors,
wiring harnesses or the paint
681
DEF Shelf Life
Temperature °F Estimated Shelf
Life
32 Infinity
50 75 Years
68 11 Years
95 10 Months
104 4 Months
122 1 Month
140 1 Week
Oxides of Nitrogen in the exhaust
684
During combustion undesirable yet
unavoidable nitrogen oxides NOX are
produced 685
NO2 is created during combustion because of the heat
686
Ammonia (NH3) is introduced and metered to perfectly
balance the NO & NO2 to neutralize each other
687
Urea reacts the NOx and creates a watery solution
Urea
67.5% water
and 32.5%
automotive
grade urea
ISO 22241-1 688

Urea reacts the NOx and creates a watery solution
Urea
Urea is a
compound of
nitrogen that
turns to
ammonia when
heated
ISO 22241-1 689

Fuel
Power Balance
Relative compression
Transmission
OBD Test modes
functions
Service Functions Reset/clear specific functions
SCR System SCR system emptying
DPF Regeneration system System Refill activation
Parameter Reset
Visual Leak Check
Dosing measurement test
690
This procedure
Fuel
Power Balance
depressurizes and
Transmission
empties the line
OBD Test modes
functions
SCR System SCRSystem
SCR system emptying
emptying
Parameter Reset
Visual Leak Check
691
Perform this procedure
Fuel
Power Balance
after replacing the tank to
Transmission
reset the refill strategy
OBD Test modes
functions
DPF Regeneration system SystemRefill
System Refill activation
activation
Parameter Reset
Visual Leak Check
692
This procedure
Fuel pressurizes the system for
Power Balance
Transmission
a visual inspection
OBD Test modes
functions
Parameter Reset
VisualLeak
Visual Leak
testCheck
693
This procedure
Fuel pressurizes the system for
Power Balance
Transmission
a visual inspection
OBD Test modes
functions
Parameter Reset
VisualLeak
Visual Leak
testCheck
694
Look up the specification for the amount
injected in the service manual
This procedure will inject
Fuel
a commanded amount of
Power Balance
DEF to be collected and
Transmission
OBD Test modes measured
functions
Parameter Reset
Visual Leak Check
Dosingmeasurement
Dosing measurement
test test
695
Glow Plugs
Some manufactures use glow plugs while other s
use grid heaters
\We will discuss glow plugs first.
The glow plug system is used to warm the
air in the cylinders to enhance cold weather
startability and reduce start up smoke
The glow plug system is ECM controlled,
and powered by the GPCM
696
697
698
699
700
Glow Plug Control Module (GPCM)
On time is dependent on oil temperature and
altitude
The GPCM commands the glow plugs on for 1
to 120 seconds
The GPCM does not operate if the oil
temperature is above 131°F
701
702
Glow Plug Control Module(GPCM)
The GPCM controls the current to the glow
plugs
The GPCM has diagnostics and sends a signal to
the PCM
It also has the ability to turn off one glow plug if
a short is detected in that circuit
The glow plug harness has four connectors that
supply power to the glow plugs and seal oil from
escaping through the glow plug access holes
703
704
705
Glow Plug Test
The glow plugs can be tested with the Bi-
directional function of a scan tool
The test commands the glow plug on and looks
for opens (no current flowing) or shorts (too
much current flow)
If too much flows for too long, it can get high
enough to blow the fuse, creating an open circuit
706
707
708
709
710
711
712
713
Intake Air Heater(s)
One or two air intake air heaters are used to pre-
heat the intake air for starting
The heaters are simple grid type heaters
The amount of time the heaters are on, is based
from the inlet air temperature sensor
714
715
716
717
718
719
720
721

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Welcome to Modern Diesel

NOx occurs at high temperatures

PM occurs at low temperatures

Technology doesn’t allow

The high pressure generates a fuel mist of

With a lift pump we test PRESSURE

No lift pump we test VACUUM

VGT Control Solenoid

VGT Control Motor

Electric Lift Pump 9.0 to 15 psi

Low pressure 80-180 psi

High Pressure Pump max 19,845 to 30,000 psi

Uses the piezoresistive effect a Strain Gauge to

Note- rail pressure will drop to zero within 10 seconds

An electronic pulse is sent to the solenoid to

The pilot injection events contributes

The post injection events

When the Engine Control Module (ECM)

Actuate the fuel override test with the scan

Start the engine and allow it to idle for 30

Re-torque all the high pressure fittings

We have never replaced a Dodge Cummins

The fuel injectors MUST be reinstalled into the

High Pressure systems

Extremely High Pressure systems

Next look at the difference between the highest

60,000 ÷ 9.12 = 6578

Exhaust Gas Recirculation (EGR) reduces NOx

Selective Catalysis Reduction (SCR) removes

Electric EGR Valves with Cooler Modules

DC Motor EGR Valve with Hall Sensor Response

The state of this compressed and heated (Turbo)

EGR control solenoid (PWM)

A vent solenoid releases vacuum

Vacuum Sensor (there isn’t a

Equals 4.1 inches of vacuum

EGR control solenoid (PWM)

A vent solenoid releases vacuum

Vacuum Sensor (there isn’t a

Equals 4.1 inches of vacuum

Oxidation catalysts can reduce more than 90% of

Before Cleaning After Cleaning

There are warning messages

Low DEF Refill Soon (1,000-600 miles left)

Refill DEF Engine Will Not Restart in Miles

Refill DEF Engine Will Not Start (100-0

ISO 22241-1 688

ISO 22241-1 689

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