IMPACT 4.00.51.

00-SNAPSHOT 11/05/19

Chassis ID Path
25/Description, Design and function//Intake and exhaust system, system description

Model Identity
FH (4) 136593299

Publish date ID/Operation

16/01/16

Intake and exhaust system, system description

Inlet and exhaust system
Exhaust aftertreatment system EATS
Principle solution

Silencer
Sensors
DOC
DPF
SCR catalytic converter
ASC
Reactant, system
Reactant system, principle
Heating
Cooling
System errors
ADR approved vehicles

Pump unit reagent

Nozzle for reagent
Tank, fittings and hoses for reagent
Regeneration
Passive regeneration of the DPF
Active regeneration DPF
Active sulphur regeneration of SCR

AFI
Filling with reagent
Handling reagent
Measures is cases of spillage

EGR system
EGR valve
EGR mixing chamber
EGR mixing chamber

EGR throttle
EGR throttle

Exhaust manifold
Starter element

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Exhaust shutter
Exhaust shutter

AVU valve
Engine brake VEB+
Engine brake EPG
Engine brake EPG

VCB valve
VCB valve

Turbocharger
Turbocharger

Turbocharger bypass valve

Air inlet and air filter
Crankcase ventilation
Partially open crankcase ventilation

Inlet and exhaust system

Exhaust aftertreatment system EATS (Exhaust After Treatment System )
The following combination is used to meet Euro 6 exhaust emission controls:
● EGR (Exhaust Gas Recirculation)

● DOC (Diesel Oxidation Catalyst)

● DPF (Diesel Particulate Filter)

● SCR (Selective Catalytic Reduction) - together with reagent (AdBlue)

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The difference between requirements in Euro 6 and the earlier Euro 5 is that particulate emission
must now be reduced to 0.01 g/kWh and NOx (Nitrogen Oxide) emission to 0.4 g/kWh, and that a
limitation on the number of particulates is now included. EGR and SCR reduce the emission of
nitrogen oxide and the DOC and DPF reduce the emission of particulates.

EATS, components
1 Silencer with:

DOC

DPF

Nozzle for reagent (AdBlue)

Mixing chamber

SCR

ASC (Ammonia Slip Catalyst)

Sensor

2 Tank for reagent (AdBlue)

3 Pump unit for reagent (AdBlue)

4 ACM (Aftertreatment Control Module)

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

– ECM (Engine Control Module) (not shown)

– EGR (not shown)

– Fuel injector for regeneration (not shown)

Principle solution

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

To increase the efficiency of the exhaust aftertreatment by raising the temperature of the exhaust at
low loads, some exhaust is returned to the combustion chamber through the EGR system.
Before the exhaust is emitted, it passes through the silencer (1) that first contains a DOC(2) . The
DOC oxidises carbon monoxide and hydrocarbon, generates heat for active regeneration and creates
a suitable mixture of gases for the SCR catalytic converter.
The exhaust passes on through the DPF(3) , which removes particulates from the exhaust.
Finely atomised reagent (AdBlue) is then injected via the nozzle (4) and is mixed with the exhaust in
the mixing chamber (5) .
Once the mixture passes through the SCR catalytic converter (6) , nitrogen oxide in the exhaust is
reduced with the help of ammonia produced from the injected reactant (AdBlue).
Before the exhaust leaves the silencer (1) , it passes through the ASC(7) where any remaining
ammonia is oxidised.
The ECM makes all the strategic calculations concerning the injection of reagent (AdBlue) and sends
a request to the ACM, which controls the pump, coolant valve and air valve (in the pump unit) to
ensure precise injection timing and optimum reduction of emission under all operating conditions.

Silencer
The silencer contains all the exhaust aftertreatment filters and catalytic converters that clean the
exhaust and reduce the emission of nitrogen oxide and particulates. There are a number of sensors
on the outside of the silencer to control the EATS. The silencer also reduces the noise level of the
engine combustion to legal levels.
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Silencer (one unit), components

1 Silencer

2 DOC

3 DPF

4 Nozzle for reagent (AdBlue)

5 Mixing chamber

6 SCR

7 ASC

8 Mixing chamber

– Sensor (not shown in illustration)

Sensors
A number of sensors are required for the exhaust aftertreatment system to meet Euro 6
requirements. These sensors provide the ECM with information on temperature, pressure and
concentration of NOx in the exhaust. This information forms the basis for dosing the reagent (AdBlue)
and controlling the regeneration of the DPF and SCR.

Sensor, location

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

1 Temperature sensor - located in the silencer inlet pipe before the DOC

2 Temperature sensor - located between DPF and DOC

3 Differential pressure sensor - for pressure difference before and after the DPF

4 Temperature sensor - located before SCR

5 NOx sensor 1 - located before SCR

6 NOx sensor 2 - located after SCR

DOC

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The DOC (2) creates heat for active regeneration of the DPF by oxidising the diesel fuel that is
injected in via the fuel injector (11) and which is mixed with exhaust in the mixing chamber (8) .
The DOC also oxidises hydrocarbons and carbon monoxide from the engine and creates a suitable
gas combination for SCR.
The DOC cannot be repaired or replaced as an individual unit. The entire silencer unit must be
replaced if this is necessary.

DPF

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The DPF (3) removes particulates from the exhaust before it is emitted. A DPF with wall flow normally
removes 85 to 100% of particulates.
It is due to the DPF that no visible black smoke is emitted from the exhaust pipe.
The carbon that collects in the DPF cannot be removed through oxidation, so the DPF must be
cleaned manually at a service workshop. Refer to the service literature for service intervals.

SCR catalytic converter

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The exhaust is led into the SCR catalytic converter (6) , which is integrated in the silencer (1) . The
catalytic converter is a ceramic structure with many small channels that are covered with an active
substance.
Atomised reagent (AdBlue) is injected into the exhaust pipe via the nozzle (4) and mixes with the hot
exhaust gas in the mixing chamber (5) . The heat from the exhaust gas rapidly converts the reagent
(AdBlue) to ammonia and carbon dioxide.
When the exhaust passes the SCR catalytic converter, the reaction between the ammonia and the
nitrogen oxides (NOx) in the exhaust is accelerated with the final product being nitrogen and water
vapour.
Ammonia is the active substance and the most important ingredient in the chemical process that
takes place in the catalytic converter. This chemical reaction takes place at a temperature above
about 200°C.
The SCR catalytic converter cannot be repaired or replaced as an individual unit. The entire silencer
unit must be replaced if this is necessary.

ASC

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

ASC(7) is used to remove (oxidise) any remaining ammonia that has not reacted in order to prevent
the exhaust from smelling of ammonia.

Reactant (AdBlue), system

Reactant (AdBlue) is added to the exhaust in the silencer before it passes through the SCR catalytic
converter. This additive coverts the nitrogen oxides to nitrogen and water vapour, both of which exist
naturally.

Reagent (AdBlue) system, components

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

1 Tank, reagent (AdBlue)

2 Combined temperature and level sensor in the reagent (AdBlue) tank

3 Filter, reagent (AdBlue)

4 ACM

5 ECM

6 Pump unit, reagent (AdBlue)

7 Silencer (with DPF, SCR and DOC)

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

8 Air line, (from vehicle pneumatic system)

9 Line, reagent (AdBlue)

10 Coolant line (from engine coolant system)

11 Air valve (in the pump unit's combination valve)

12 Pump, reagent (AdBlue) (in the pump unit)

13 Coolant valve (in the pump unit)

14 Filter, reagent (AdBlue) (in the pump unit)

15 Air filter, (in the pump unit)

16 Non-return valve, air pressure (in the pump unit)

17 Air pressure sensor (in the pump unit)

18 Temperature sensor (in the pump unit's combination valve)

19 Pressure sensor reagent (reagent (AdBlue) )

20 Electric hose heater for reagent (AdBlue)

21 NOx sensor - located after the SCR catalytic converter.

22 NOx sensor - located before the SCR catalytic converter.

23 Temperature sensor - located after the DPF

24 Differential pressure sensor - for pressure difference before and after DPF

25 Differential pressure sensor - for pressure difference before and after DPF

26 Temperature sensor - located between the DPF and the DOC

27 Temperature sensor - located in the silencer inlet pipe before the DOC

28 Nozzle, reagent (AdBlue)

The entire exhaust aftertreatment system is controlled by the ECM and the ACM.
ECM
● The ECM calculates the amount of reagent (AdBlue).

● requests injection of reactant (AdBlue) via the ACM.

● controls regeneration.

ACM:
● monitors sensors

● controls the pump for reagent (AdBlue) and valves

● doses reagent (AdBlue) when requested by the ECM.

Reactant (AdBlue) system, principle

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

When the key is turned to pre-running, the ACM(4) controls:

● air valve (11)

● air pressure sensor (17)

● non-return valve (16)

● pressure sensor for reagent (AdBlue)(19)

The air circuit and the circuit for the reagent (AdBlue) between the pump unit (6) and nozzle (28) are
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

also checked for blockage and leakage.

At the same time, the temperature of the reagent (AdBlue) in the pump unit and the tank as well as
the outside temperature are monitored.
Once the engine is started, the dosage system can be in one of four different phases.
1 Standby phase
■ The system is waiting for a dosage command from the ECM(5)

2 Filling phase
■ The system is being filled with reagent (AdBlue). This can take from 10 seconds to 20
minutes (normally around 2 minutes when the hoses are empty). Any air in the reagent
(AdBlue) hose between the pump unit and the nozzle is evacuated by injecting a small
amount of reagent (AdBlue).

3 Dosage phase
■ The pump (12) injects reagent (AdBlue) into the silencer via the nozzle (28) .

4 Draining phase
■ When the starter key is turned off, the system between the pump unit (6) and the nozzle (
28) is drained of reagent (AdBlue) by increasing the air pressure to over 4 bar for about 15
seconds. The non-return valve(16) opens and reagent (AdBlue) is forced back into the
silencer. This is to protect the hoses, nozzle, pressure sensor and temperature sensor. On
certain vehicles, such as distribution vehicles, the system waits 15 minutes before
draining. However, the system is always drained when the outside temperature is below a
certain value. The system also has an adjustable delay between turning off the starter key
and starting the draining phase. This is so that the system can rapidly return to the dosage
phase if the key is turned to pre-running position again relatively quickly.

Heating
At low temperatures when the system is frozen, the components and the reagent (AdBlue) must be
heated up. An electric hose heater heats the reagent (AdBlue). A coil with coolant from the engine
cooling system heats the tank and the pump unit.
When the engine is started and the temperature of the pump unit, tank or outside temperature is too
low (the low temperature limit varies between different vehicle applications and engine sizes), the
control unit opens the coolant valve (13). At the same time, the hose heater (20) heats the reagent
(AdBlue).
To prevent battery discharge and obtain maximum effect, the system only activates heating when the
engine is running. Once the engine has been started, there is a delay before the heating function
starts to allow all the conditions time to stabilise.
If the engine is turned off before the first heating phase (i.e. before any pressure builds up in the
pump unit), heating ceases and the system shuts down.
In order to prevent the coolant valve sticking when seldom used, it is activated each time the engine
is started irrespective of the outside temperature.

Cooling
If the temperature in the tank is too high, the system activates drainage phase to prevent damage to
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

the pump. When the temperature in the tank has dropped sufficiently, the dosage phase restarts.
The reagent (AdBlue) nozzle is also cooled. This is done by dosing reagent (AdBlue) and/or air even
when dosing is not requested for emission control purposes. It occurs under driving conditions when
the exhaust temperature is high, for example, during long periods of engine braking.

System errors
The system monitors the air pressure via its air pressure sensor in order to detect low air pressure in
the vehicle pneumatic system. If the pressure is too low, the system is drained and then shut down.
This is to avoid using air from the vehicle's pneumatic system if there are any problems (the brake
system is prioritised).
The pressure in the reagent (AdBlue) lines is monitored in order to detect air in the lines, blocked
suction lines or leakage. Abnormally low pressure indicates clogged lines or leakage before the pump
unit.

ADR (European Agreement Concerning the International Carriage of Dangerous

Goods by Road) approved vehicles
Vehicles with ADR permits transport hazardous goods and for safety reasons have a main switch for
the electrical system in the cab. The main switch also cuts power to the aftertreatment system control
unit ACM and so must not be used in connection with service or repair work without first draining the
reagent (AdBlue) system. This is done by turning off the ignition. The system must be drained
correctly, since any remaining reagent (AdBlue) can damage sensors and hoses.

CAUTION
Risk of corroding injury.
Urea solution (AdBlue) may splash up if the system is pressurised.

▶ Switch off the ignition. Wait at least two minutes before the hoses are removed in order to allow
the automatic draining of the exhaust aftertreatment system.

▶ Do not use the ADR switch until the exhaust aftertreatment system has been emptied.

Pump unit reagent (AdBlue)

Pump unit reagent (AdBlue), components

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

1 Pump reagent (AdBlue)

2 Combination valve, with temperature sensor for reagent (AdBlue) and air valve

3 Coolant valve

4 Air pressure sensor

5 Pressure sensor for reagent (AdBlue)

Pump unit reagent (AdBlue), connections

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

1 Compressed air inlet

2 Compressed air outlet, to nozzle for reagent (AdBlue) (AdBlue)

3 Coolant inlet

4 Coolant outlet

5 Inlet reagent (AdBlue), from tank

6 Outlet reagent (AdBlue), to nozzle for reagent (AdBlue)

A strainer (5) in the reagent (AdBlue) inlet line removes dirt particles from the reagent (AdBlue). A
strainer in the compressed air inlet line (1) removes dirt particles from the pneumatic circuit.

CAUTION
Risk of material damage.
Reagent (AdBlue) oxidises metal and the capillary action creeps through lines at a speed of approx.
0.6 metres per hour.

▶ Do not spill reagent (AdBlue) on disassembled connectors. If this occurs, the connectors must
be replaced immediately. Do not try to clean with water or compressed air.

Nozzle for reagent (AdBlue)

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Reagent (AdBlue) is dosed via a nozzle that injects it (AdBlue) into the exhaust before the exhaust
reaches the DPF in the silencer.
The nozzle is supplied with reagent (AdBlue)(1) and air (2) from the pump unit. Air pressure
determines the fineness of the injected mist. The amount of reagent (AdBlue) depends on engine rpm
and load. The amount of air and reactant (AdBlue) injected is controlled electronically via the ECM.
No injection occurs if the temperature of the reagent (AdBlue) is below -7°C or above 70°C.

Tank, fittings and hoses for reagent (AdBlue)

The reagent (AdBlue) is kept in a separate tank. It is located on the side of the vehicle next to the
diesel tank.
The tank is plastic and is available in several sizes and designs.
It is vented to equalise pressure changes.
There is a drain plug on the underside of the tank for draining the reagent (AdBlue), for example, for
tank cleaning or level sensor replacement.

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Inside the tank, there is a combined tank unit comprising a suction pipe for drawing up reagent
(AdBlue). The suction pipe has a strainer (1) to prevent any particles from circulating in the system
and causing disturbances. The strainer must be inspected and cleaned as necessary. The combined
unit contains a level sensor and temperature sensor (2) .

reagent (AdBlue) tank connections

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

1 Coolant inlet from the pump unit

2 Coolant outlet to the engine cooling system

3 Outlet reagent (AdBlue) to the pump unit

4 Back flow

5 Venting

6 Electrical connection to level and temperature sensors

Note
The plug in the fitting (6) must not be removed as dirt could then enter the tank.

The combined tank unit also contains a coolant coil (coupled to the engine cooling system) which
heats the reagent (AdBlue). Furthermore, the hoses between the tank, pump unit and reagent
(AdBlue) nozzle are heated electrically.

Regeneration
Under normal operating conditions, by-products from the engine's combustion are collected in the
aftertreatment system (soot and carbon in the DPF and sulphur in the SCR) unit. With time, these
by-products build up in the system, which increases the back pressure and increasingly impairs the
aftertreatment system's ability to clean the exhaust. This increases wear on the engine as well as the
risk of damaging the engine and the aftertreatment system.
To prevent this, soot and carbon must be removed regularly from the DPF and sulphur from the SCR
catalytic converter. The particles of soot and sulphur are oxidised through regeneration, which raises
the exhaust temperature. The ECM calculates levels and driving conditions, and when a specific level
is reached, it initiates regeneration.
Regeneration can take place in three ways:
● Passive regeneration of the DPF

● Active soot regeneration of the DPF

● Active sulphur regeneration of the SCR unit.

Note
Sulphur in the fuel inhibits regeneration, so a low sulphur content in the fuel (EN590 or
equivalent) is important for effective exhaust aftertreatment.

Note
The carbon that collects in the DPF cannot be oxidised away through regeneration, so the
DPF must be cleaned manually at a service workshop. Refer to the service literature for
service intervals.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Passive regeneration of the DPF

Particles of soot that fasten in the DPF oxidise continuously by the DOC forming nitrogen oxide.
Nitrogen oxide in turn oxidises the particles at the relatively low temperature created by engine
combustion. This is called passive regeneration. The aftertreatment system attempts to use passive
regeneration as much as possible. Passive regeneration is not something the driver notices or which
affects engine operation.

Active regeneration DPF

Active regeneration can start if passive regeneration is not sufficient to raise the exhaust temperature
to the level required to remove soot particles from DPF
Active regeneration is achieved by running a special engine mode while injecting fuel (called AFI
(Aftertreatment Fuel Injector)) into the exhaust pipe before the DPF where it mixes with the exhaust.
Diesel fuel oxidises in the DOC and the temperature rises causing the soot in the DPF to be burnt off.
Active regeneration is done in two ways:
● Rolling regeneration

● Stationary forced regeneration

Rolling regeneration occurs when the vehicle is running normally and continues until the soot level is
correct. It may cease at low exhaust temperatures and low vehicle speed.
Stationary forced regeneration can only take place when the vehicle is stationary.
For some vehicles with special driving conditions, the function is available as an accessory in the
form of an application. The application comprises a button on the instrument panel and software. A
warning light flashes and a message is shown on the instrument panel when regeneration is
necessary.
The driver uses the button to start stationary regeneration. However, the driver can refrain from
starting stationary forced regeneration if it is not convenient just then.
For vehicles that do not have the accessory with the button on the instrument panel, stationary forced
regeneration can only be done at a workshop by using the diagnostic tool (Volvo Tech Tool).
It takes about 45 minutes for the regeneration process to fully oxidise away the accumulated carbon
particles.
The ECM controls active regeneration with information from the ACM based on the calculated soot
level and driving conditions and determines:
● When to start regeneration.

● How much fuel to inject into the exhaust pipe and how often to attain the lowest temperature at
which active regeneration is possible.

● When to stop regeneration.

Active sulphur regeneration of SCR

Sulphur from fuel and oil accumulates in the SCR unit and causes a drop in the efficiency of the SCR
process. When the NOx sensors indicate that the SCR process is insufficient, active sulphur
regeneration is started. This process is similar to the active soot regeneration of the DPF but with
different time and temperature goals. The same components and conditions apply. Active sulphur
regeneration can also be carried out as both rolling and stationary regeneration.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

AFI
The AFI system injects fuel into the exhaust system to raise the temperature of the exhaust to the
level needed for regeneration (oxidation) DPF and SCR, so called active regeneration. This is done to
reduce soot levels in the filters and to ensure good NOx conversion over SCR. Active regeneration
occurs when passive regeneration is not sufficient (exhaust temperature is too low during normal
operation).
The AFI system is controlled by the ECM.

AFI, components

1 Dosing unit

2 Injector

3 Air/fuel line to injector

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

4 Fuel line

5 Air line

6 Connector

7 Fuel valve

8 Air valve

9 Fuel dosage valve

10 Fuel pressure and air pressure sensor

11 Safety valve

The dosage unit (1) comprises a connector (6), fuel valve (7), air valve (8) and dosage valve (9). The
dosage unit also has a pressure sensor (10) to control the fuel and air pressures.
The air passes from the compressed air system to the dosage unit (1) via the air line (5). The air
pressure is controlled via the air valve (8) and a choke. To prevent the injectors from becoming
blocked, air is only supplied while the engine is running. During regeneration, only fuel is supplied.
This means that the air valve (8) is then closed.
The dosage unit is supplied with filtered fuel via the fuel line (4).
The pressure sensor (10) measures the fuel pressure or air pressure in the dosage unit (1), and the
ECM uses these values to make sure the system is working correctly.
Before the fuel can be injected, the engine control unit must ensure that the fuel pressure in the
dosage unit is correct. This means that the fuel valve (7) must be open and active at the same time
as the air valve (8) and the dosage valve (9) are closed. The dosage valve (9) then receives a signal
from the ECM to open and dose the amount of fuel needed to increase the temperature in the DPF.
On engine start, the pressure sensor (10) is used to control the fuel pressure in the low pressure
system. The fuel pressure in the low pressure part is then checked every four hours. This means that
the fuel valve (7) must also be active before and during engine start.
The ECM controls the sequence that sets when and how much fuel is injected into the exhaust pipe.
The information is provided by the EATS system.
The ECM controls the amount of fuel sent from the dosage unit (1) to the injector (2) via the air/fuel
line (3). This is done by opening and closing the dosage valve (9).
The system shuts down if a fault arises in it, which in turn means that no regeneration is carried out.
A safety valve (11) prevents over-pressure forming in the duct between the fuel valve (7) and the
dosage valve (9). Over-pressure can occur if the area around the dosage unit becomes to hot.
There are also two non-return valves in the dosage unit to prevent air or fuel from entering the wrong
system.

Filling with reagent (AdBlue)

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The reagent (AdBlue) tank nozzle and hole are designed for use only with this type of filler
equipment. This is to prevent anything but reagent (AdBlue) being filled by mistake.
The tank has a blue cap and a special decal.

The tank filler pipe has a magnetic coil (1). The filler nozzle opens only when it detects this magnetic
coil. There is also a filter (2) in the filler pipe to prevent dirt entering the tank.
Reagent (AdBlue) must not be filled into the fuel tank. This would contaminate the fuel, and reagent
(AdBlue) would enter the injection system and combustion chambers, which could damage the
engine.
Take great care when filling reagent (AdBlue) from an open container. Reagent (AdBlue) will corrode
many materials.

CAUTION
Risk of material damage.
Deficient urea solution (AdBlue) can cause failure in the exhaust aftertreatment system.

▶ Only use urea solution (AdBlue) approved by the manufacturer.

Handling reagent (AdBlue)

When handling reagent (AdBlue), it is essential that all electric connectors are plugged in and well
encapsulated. Reagent (AdBlue) can cause oxidation that cannot be removed. Water and
compressed air will not help as reagent (AdBlue) rapidly oxidises metal.
If a connector is affected by reagent (AdBlue), it must be replaced immediately to prevent the reagent
(AdBlue) from "creeping" onto the copper conductor, which happens at a speed of around 0.6 metres
an hour.

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

It is essential that tools and clothing are thoroughly cleaned of reagent (AdBlue) so that fluid or
crystals are not transferred to other components, which could become damaged.

Measures is cases of spillage

In cases of contact with skin - rinse the affected area thoroughly and remove contaminated clothing.
In cases of contact with eyes - rinse thoroughly for several minutes and seek medical advice if
necessary.
In cases of inhalation - inhale fresh air and seek medical advice if necessary.
Do not allow reagent (AdBlue) to come into contact with other chemicals. Reagent (AdBlue) is not
combustible. If reagent (AdBlue) is exposed to high temperatures, it will be reduced to ammonia and
carbon dioxide.
Reagent (AdBlue) corrodes certain types of metal, among them copper and aluminium. Spilt
concentrated reagent (AdBlue) can form white crystals. Wipe away the crystals and reagent (AdBlue).
Then rinse with water.

Note
Reagent (AdBlue) must not enter drains.

WARNING
Risk of corroding injury.
Reagent (AdBlue) can cause personal injury and damage to equipment.

▶ Use the appropriate protective equipment.

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

▶ Reagent (AdBlue) that is spilled on hot parts can vaporise quickly. Turn away your face!

▶ If reagent (AdBlue) comes into contact with skin or eyes, rinse thoroughly with water.

▶ If reagent (AdBlue) is inhaled, breathe in fresh air.

▶ When work is finished, clean the equipment and tools that have come into contact with reagent
(AdBlue). Discard used gloves in the container for recycling.

EGR system

EGR system, components

1 EGR valve

2 EGR pipe
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

3 Mixing chamber/throttle

4 Charge air pressure sensor

The main task of the EGR system is to recycle exhaust, mix it with inlet air and return it to the
combustion chamber. Raising the temperature of the exhaust at low loads increases the efficiency of
the exhaust aftertreatment system.
Some of the exhaust is diverted from the exhaust manifold into the mixing chamber (3) via the valve (
1) and pipe (2). In the mixing chamber, exhaust gas is mixed with inlet air that has been cooled in the
charge air cooler. The mixture flows from the mixing chamber into the inlet pipe.
The amount of recirculated exhaust is controlled by the EGR valve via the ECM and depends on the
engine's charge air pressure, rpm, load and coolant temperature.
Maximum flow occurs at maximum engine load.

CAUTION
Risk of material damage.
Any damage or deformation to the EGR pipes can affect their function and lifetime. The corrugated
steel bellows are particularly sensitive to dents.

▶ Exercise caution when working on or near the EGR pipes.

▶ Do not try to force the pipe into place by bending, twisting or stretching the bellows.

EGR valve

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The EGR valve controls the amount of recirculated exhaust. The valve returns some of the exhaust
from the exhaust manifold to the inlet pipe.
The EGR valve is controlled with oil pressure from the engine oil system. The oil is supplied from the
oil filter housing to the valve via the pipe (1) and returned via the pipe (2) to the cylinder block and
down to the oil sump. The oil pressure is controlled by a solenoid inside the EGR valve, which in turn
is controlled by the ECM.
The EGR valve is located on the front of the exhaust manifold.

EGR mixing chamber

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

EGR mixing chamber

In the mixing chamber, recirculated exhaust meets and is mixed with inlet air cooled by the charge air
cooler. From here, the gas mixture is led through the inlet pipe into the combustion chamber.

EGR throttle

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

EGR throttle
The engine is equipped with a throttle valve in conjunction with the mixing chamber and the EGR
pipe.
The two main functions of the throttle valve are:
● Control of the mixture between cooled charge air and the exhaust in the EGR system using a
throttle (shutter) fitted to the mixing chamber.

● Help to regulate the exhaust temperature for regenerating the exhaust aftertreatment system.

The throttle results in smooth and even engine shut-down with less vibration.

Exhaust manifold

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The exhaust manifold is manufactured in three parts in heat resistant cast iron. The joints are slip
joints with sleeve sealing. There are graphite coated gaskets between the cylinder head and the
manifold flanges.

Starter element

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

On markets with cold winter environments, there is an electric starter element (1) available as an
optional extra. The starter element preheats the inlet air and makes it easier to start the engine while
reducing the amount of white smoke in the exhaust. The element is activated when the key is turned
to preheating position if the engine coolant temperature is below +10°C. Pre and after heating times
are regulated by the engine control unit. An element symbol is displayed on the instrument panel
when the element is active.
The diagram shows the activation time in seconds in relation to the coolant temperature.
The starter element relay (2) is located on the left-hand side of the engine below the inlet pipe behind
the separator. The relay has the designation K48.

Exhaust shutter

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Exhaust shutter
The engine has a compressed air operated exhaust shutter (2) located in the throttle housing (1).
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Among other things, the exhaust shutter is used for keeping the engine warm when idling in order to
increase exhaust gas temperature when regenerating the exhaust aftertreatment system and as an
EPG (Exhaust Pressure Governor).
The shutter can be steplessly regulated using a compressed air cylinder (3), which is supplied with
compressed air via the AVU (Air Valve Unit) valve (4), which in turn is controlled by the ECM.

AVU valve

The exhaust valve and the turbocharger bypass valve are controlled using compressed air. The
compressed air is taken from the pneumatic system and is regulated by the AVU valve.
Put simply, the AVU valve comprises a solenoid valve, an air valve and a circuit board. It steplessly
regulates the pressure and has an integrated reducing valve to release different pressures for the
relevant braking forces.
The AVU valve is not energised during normal operation.
The AVU valve has two ports and controls both the exhaust valve and the turbocharger bypass valve.
The AVU valve is controlled by the ECM. The AVU valve is supplied with air from the pneumatic
system via a hose (1) and releases air to the exhaust shutter via an outlet hose (2) and to the
turbocharger actuator (bypass valve) via an outlet hose (3) .

Engine brake VEB+ (Volvo Engine Brake)

The VEB+ engine brake is a further development of the VEB engine brake. Compared with the VEB,
the mechanical loads are now distributed over two rocker arms, which increases the braking force
without the mechanical stresses becoming too high. The VEB+ engine brake consists of two systems:
● EPG

● The VCB (Volvo Compression Brake) with two special exhaust valve rocker arms, a special
camshaft with an extra cam and a control valve (VCB valve) for the oil pressure in the rocker arm
shaft.
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The VEB+ engine brake works in the same way as the VEB engine brake.
● The exhaust valve opens and allows air to enter during the inlet stroke, which gives more air to
compress during the compression stroke.

● The exhaust valve opens just before top dead centre on the compression stroke and 'punctures'
compression to reduce output during the power stroke.

● The EPG builds up a back pressure in the exhaust system. This back pressure reinforces the
effect of the VCB.

Engine brake EPG

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Engine brake EPG

Engine brake EPG, consists of a throttle housing (1) and an exhaust valve disc (2) located after the
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

turbocharger and a pneumatically-controlled cylinder (butterfly) (3). The compressed air is taken from
the vehicle's pneumatic system and is regulated by the AVU valve (4).EPG has three functions:
1 EPG keeps the engine warm during idling and low engine load by creating a back pressure in
the exhaust manifold.

2 EPG acts as exhaust brake when the accelerator pedal is released.

3 Increase temperature during regeneration.

VCB valve

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

VCB valve
The VCB valve is supplied with full oil pressure from the gallery and is connected to the rocker arm
shaft.
The VCB valve regulates the oil pressure to the rocker arm mechanism and is controlled by the ECM
via the VCB valve's solenoid valve.
During normal operation, the VCB valve delivers oil at a reduced pressure to the rocker arm shaft, but
which is sufficient for lubricating the camshaft bearings and the valve mechanism.
When VEB+ is activated, the VCB valve delivers oil at full pressure to the rocker arm shaft, and the
compression brake as activated.
On engines without VEB+, the VCB valve is replaced by a junction housing.

The illustration shows the valve opening sequence when the VEB+ is activated.
1 There is no pressure acting on the hydraulic piston when the engine is running and there is low
oil pressure in the rocker arm shaft. The exhaust valve clearance is just over one millimetre, so
since the cam height is less than this and the leaf spring holds the rocker arm against the valve
caliper, there is no contact between the rocker arm roller and the camshaft. The cams have no
effect on the valve opening.

2 The VEB+ is activated here. Oil pressure has pressed down the hydraulic piston and eliminated
the valve play. The rocker arm roller is now in contact with the camshaft.

3 This is the situation when the charge cam is directly below the rocker arm roller. The cam lifts
the roller and causes rapid, minimal valve opening. The corresponding valve opening takes
place when the decompression cam passes under the rocker arm roller.

Turbocharger
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Turbocharger
The turbocharger is an MWE (Map Width Enhancement) type, which means the inlet air is split into
two areas - an inner and an outer area - separated by a ring-shaped slot. This design makes the
turbo efficient at both low and high rpm.
There is an identification plate (1) on the turbocharger.

Turbocharger bypass valve

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The bypass valve (1) , located inside the turbo housing, reduces turbocharger speed when output is
high. If necessary, the bypass valve opens and leads the exhaust out into the exhaust pipe without
passing the turbine rotor.
The actuator (2) regulates the movement of the bypass valve. The actuator is operated with
compressed air via the AVU valve, which is supplied with compressed air from the pneumatic system.
A pressure sensor that measures the air inlet pressure is located in the inlet pipe. If the air inlet
pressure is outside specified limits, the engine control unit sends a PWM (Pulse Width Modulated)
signal to the AVU valve, which in turn regulates the actuator.

Air inlet and air filter

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The wholly plastic air inlet is located behind the rear wall of the cab. The air is carried between the
chassis and the cab in a self-sealing rubber bellows (1) . There is a rubber valve (2) at the bottom of
the lower connecting pipe for draining water. There is a safety net (3) at the connection between the
lower pipe and the rubber bellows. A pipe and rubber bellows (4) joins the air compressor to the clean
side of the air inlet.
The filter housing is also made of plastic and is located on a chassis bracket behind the cab. The filter
insert (5) is made of impregnated paper and has integral rubber seals at both ends. The seals also
act as guides for the filter insert. The filter insert must be replaced in accordance with the service
interval or when the warning lamp (6) lights. An extra filter (7) can be installed for demanding
conditions.
The pipe between the filter housing and the turbocharger contains a negative air pressure sensor (8) .
The sensor sends a signal to the engine control unit when the filter is beginning to be clogged, and a
warning lamp (6) lights up on the instrument panel.

Crankcase ventilation

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

Since some combustion residue passes the pistons and piston rings and enters the crankcase
("blow-by"), the crankcase must be ventilated.
The engine has two oil traps located in the upper timing gear cover (1) and valve cover (2)
respectively, and an external pipe (3) for leading off the crankcase gases. The oil trap in the timing
gear cover is designed as a labyrinth coupled to the crankcase (4) , which allow gases to pass but not
oil. Idler gear rotation here creates a relatively oil-free area. There is an oil trap inside the valve cover
- a cast channel (5) with three drains (6) for the separated oil.

Partially open crankcase ventilation

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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

The main part of the partially closed crankcase ventilation comprises a separator (A) mounted directly
on the left-hand side of the cylinder block. The separator is driven by a turbine (3) which is, in turn,
driven by oil from the engine lubrication system passing through a channel. The turbine is coupled to
a drive shaft (4) with a number of discs (5) that rotate at around 8,000 rpm when the engine is
operating normally. On the side of the separator, there is a pressure regulator (6) with a diaphragm (7
) , which closes the outlet to the turbo if the vacuum pressure is too high.
After passing the oil traps in the upper timing gear cover and the valve cover, the crankcase gases
are led to the inlet in the top of the separator via a hose connection (1) and enter the separator from
above at the centre of the rotating discs. Oil and heavier particles are thrown toward the periphery by
centrifugal force, and the cleaned gases from the separator are led out to the atmosphere via the pipe
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IMPACT 4.00.51.00-SNAPSHOT 11/05/19

(2) .

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