988K-834-836K M04 EmissionSys EN SLD

GLOBAL MANPOWER DEVELOPMENT
988K Wheel Loader, 834K Wheel Dozer,

and 836K Landfill Compactor
Tier IV Final Emission Systems
MODULE 4 - TEXT REFERENCE
SERV1975
CAT, CATERPILLAR, their respective logos, ACERT, “Caterpillar Yellow” and the POWER EDGE
trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar
and may not be used without permission. © 2013 Caterpillar Inc. All Rights Reserved.
Caterpillar: Confidential Yellow
SERV1975 - 07/13 -2- Module 4 - Tier IV Final Emission Systems
LEARNING OUTCOMES
Participants will meet the following learning outcomes during the presentations, lab exercises,
and Post-Assessment of this Emissions System module for the the 988K Wheel Loader, 834K
Wheel Dozer, and 836K Landfill Compactor course:
• Given a visual presentation of the Emissions System, the participant will take notes on the
identification, location, and the basic functionality of the major components and service points
of the machine’s emissions system.
• Given the necessary documentation for a 988K, 834K, 836K T4F/LRC and and the Lab 1
Worksheets, the participant will locate and identify the components of the machine’s emissions
system.
• Given the Post-Assessment for the Emissions System module and all reference materials and
class notes, the participant will answer questions regarding the flow of emissions through the
988K, 834K, 836K T4F/LRC engine emissions system.
You will meet the following learning outcomes during this Emission Systems module
of the 988K Wheel Loader, 834K Wheel Dozer, and 836K Landfill Compactor
course:
• Given a visual presentation of the Emissions System, the participant will

take notes on the identification, location, and the basic functionality of the
major components and service points of the machine’s emissions system
• Given the necessary documentation for a 988K, 834K, 836K T4F/LRC
and and the Lab 1 Worksheets, the participant will locate and identify the
components of the machine’s emissions system.
• Given the Post-Assessment for the Emissions System module and all
reference materials and class notes, the participant will answer questions
regarding the flow of emissions through the 988K, 834K, 836K T4F/LRC
engine emissions system.

3_1
• Explanation of the emissions Background

reduction efforts around the
world - identify similar standards To limit the amount of pollutants in the world air supply, the U.S. Environmental
and differing implementation Protection Agency (EPA), the European Union (EU), and the Ministry of Land,
strategies Infrastructure, Transport, and Tourism (MLIT) in Japan developed a wide variety of
rules to limit the exhaust emissions of diesel engines. The rules cover many different
horsepower ranges and applications.
Non-road diesel exhaust emissions standards have been phasing in gradually over a
number of years. These phases are identified as Tier 1 – Tier 4. In the EU, they are
identified as Stage I – Stage IV. In Japan, they are identified as MLIT Step 1 – MLIT
Step 4.
Tier 4 standards demand such a dramatic reduction in exhaust emissionss over Tier
3 that implementation has been divided into two phases: Tier 4 Interim and Tier 4
Final.
This training module details the components and systems used to achieve the Tier 4
Final emissions standards (EPA), EU Stage 4, and MLIT Step 5 standards.

NO
NO2
CO HC 4_1
• Types of combustion ignition Emission Types

engine emissions
Internal combustion engines emit four major types of emissions: Oxides of Nitrogen
(NOx), Particulate Matter (PM), Hydrocarbons (HC), and Carbon Monoxide (CO).
The types of emissions are:
• NOx are highly reactive gases that form when fuel is burned at high
temperatures with excess air. It is primarily composed of nitric oxide
(NO) and nitrogen dioxide (NO2).
• PM (not shown) is a mixture of solids and liquids that might include soot
from incomplete combustion, Soluble Organic Fraction (SOF) from fuel
and lubricating oil, and inorganic sulfates, phosphates, and carbonates
from lubricating oil additives.
• HC are the result of unburned fuel and lubricating oil. HC are regulated
as either Total Hydrocarbon Emissions (THC) or Non-Methane
Hydrocarbons (NMHC).
• Carbon Monoxide is an odorless and colorless gas that is the result of
incomplete combustion, primarily from a lack of sufficient oxygen in the
engine cylinder.
The components detailed in this module are used to limit the formation of all of the
above described emissions during engine operation.

NOx REDUCTION SYSTEM (NRS)

AIR FLOW
Clean Emissions Module

(CEM)
CEM Exhaust Inlet
Aftertreatment Regeneration Device

(ARD)
Combustion Air NRS Cooler
Turbocharger
Turbocharger
Air Balance Valve
Inlet NRS Cooler Outlet
Actuator
Air To Air After Cooler

(ATAAC)
ACERT Engine NRS Venturi
NRS Valve
NRS Mixing Manifold
Balance Valve Solenoid

5_1
• Refer to the Engine and Support NOx Reduction System (NRS)

Systems module of this training
package for more information on Several engine mounted components are used to control the formation of NOx
the NRS and OCV air systems emissions during the combustion process. These components are a vital part of the
engine air inlet system and must be present for the engine to operate within the Tier
4 Final emissions standards (EPA), EU Stage 4, and MLIT Step 5 standards.
The NOx Reduction System (NRS) cools, measures, and introduces recirculated
exhaust gas into the intake manifold. This cooled exhaust gas enters the cylinder
during the normal intake cycle and reduces the temperature inside the cylinder
during the combustion process.
The NOx reduction system consists of the following components:
• Turbocharger (with asymmetrical turbine housing and balance valve)

• NRS Cooler
• NRS Venturi
• NRS Valve (engine air inlet manifold mixed with cooled exhaust)
NOTE: Refer to the 988K, 834K, 836K Tier 4 Final ITTP Engine And Support
Systems Module for more information on the NRS and OCV air systems.

6_1
• Clean Emissions Module (CEM) Clean Emissions Module

components
Mounted to the top of the ACERT™ Tier 4 Final engine is the Clean Emissions
Module (CEM). The CEM consists of the following components:
• Aftertreatment #1 Exhaust Gas Temperature Sensor (1)

• CEM Cradle (2)
• Diesel Exhaust Fluid (DEF) Injector (3)
• Aftertreatment Regeneration Device (ARD) Head (4)

7_1
• Clean Emissions Module (CEM) Clean Emissions Module - cont’d

components
Mounted to the top of the ACERT™ Tier 4 Final engine is the Clean Emissions
Module (CEM). The CEM consists of the following components:
• Diesel Particulate Filter (DPF) Delta Pressure Sensor (1)

• DPF #1 Inlet Pressure Sensor (2)
• DPF #1 Inlet Temperature Sensor (3)
• ARD Ignition Coil (4)
• Combustion Air Valve (5)
• Aftertreatment #1 Secondary Air Pressure Sensor (6)
• ARD Nozzle Heater Relay (7)
• Coolant Manifold (8)
• Fuel Manifold (9)
NOTE: The components identified above are covered in the following pages of
this 988K, 834K, 836K Tier 4 Final Emissions Module.

8_1
CLEAN EMISSIONS MODULE (CEM) ELECTRONICS PANEL
The Tier 4 Final Clean Emissions Module Electronics Panel on the C9.3 ACERT -
C18 ACERT is very similar to that of the Tier 4 Interim product, the major difference
being the absence of the Aftertreatment Regeneration Device (ARD) air controller.
The CEM utilizes several components which are located on the electronics
panel. To help in the determination of both the amount of soot in the DPF and the
frequency of regeneration are the DPF #1 Intake Pressure Sensor (1) and the DPF
Delta Pressure Sensor (2).
The ARD Air Valve (3) precisely controls the amount of air entering the ARD to aid
in the regeneration process. The air pressure reading to aid in control of the ARD
air valve is provided by the ARD Secondary Air Pressure Sensor (4).
Another set of components that aid in the regeneration process are the ARD Flame
detect temperature sensor (not shown) and the DPF intake temperature sensor
(not shown). Both temperature sensors share a common connector (5) located on
the CEM electronics panel.
Fuel from the engine electric priming pump (not shown) is delivered to the CEM
Fuel Manifold (6) to be used by the ARD (not shown) for regeneration. Within the
fuel manifold resides two pressure sensors and two solenoid valves which control
the fuel delivered to the ARD (not shown).

10_1
CEM FUEL MANIFOLD
The CEM Fuel Manifold (1), which is mounted to the CEM electronics panel, is the
mounting location for several components integral to the regeneration process.
The first component in the CEM fuel manifold fuel flow is the manifold’s Inlet Filter
Fitting (2). This in-line filter is the first of three in-line filter fittings in the ARD fuel
system.
Once fuel passes through the inlet filter fitting, the manifold splits into two paths,
pilot and main. Each path contains a solenoid valve and a pressure sensor. On the
pilot side, first is the ARD Pilot Fuel Solenoid Valve (3). Second, before the fuel
exits the manifold, is the Pilot Fuel Pressure Sensor (4). On the main side, first is
the ARD Main Fuel Solenoid Valve (5). Second, before the fuel exits the manifold,
is the Main Fuel Pressure Sensor (6).

11_1
Diesel Oxidation Catalyst (DOC)
All engine exhaust gases flow through the Diesel Particulate Filter (DPF) (1) group.
The DPF group houses the Diesel Oxidation Catalyst (DOC) (2) and DPF (3).
The DOC is a flow through device (not a filter) that reduces hydrocarbons from
the exhaust gas. As the engine operates, a chemical reaction takes place within
the catalyst, which is constructed of a substrate and has the appearance of a
honeycomb.
The substrate is coated with an active catalyst layer composed of precious metals
such as platinum or palladium. As hot exhaust gases pass through the honeycomb-
like structure of the substrate, unburned gaseous and liquid hydrocarbons in the
exhaust gases are oxidized by a chemical reaction with the precious metals in the
DOC. The oxidation process reignites the hydrocarbons in the exhaust gas allowing
the remaining carbon atoms to be burned.
The DOC oxidizes the following exhaust components:
• Carbon Monoxide (CO)

• Hydrocarbons (HC) and odor-causing compounds
• Soluble Organic Fraction (SOF) of Particulate Matter (PM)

12_1
Diesel Particulate Filter (DPF)
The Diesel Particulate Filter (DPF) (1) is a particulate trap that is used to reduce up
to 90% of particulate emissions from the exhaust gases.
These filters have a cellular structure with individual channels open and plugged at
opposite ends. Exhaust gases flow from the DOC, through the pores of the DPF cell
walls, and exit the DPF into the outlet of the DPF Group (2).
Particulates and soot particles too large to flow through the pores of the DPF collect
on the cell walls. The trapped materials will be burned into carbon dioxide and water
vapor by the regeneration process, discussed later in this module.
The DPF described is installed on all C9.3 - C18 ACERT engines.
NOTE: Ash formed from the engine oil will also be present in the exhaust gases
of the engine. The ash will not be cleaned from the DPF during regeneration.

14_1
DPF differential pressure sensor
The DPF is equipped with a differential pressure (delta pressure) sensor (1). In
production machines, it will be mounted adjacent to the DPF Inlet Pressure Sensor
(2).
The differential pressure sensor measures the difference in exhaust gas pressure
between the inlet and outlet of the DPF group. The pressure differential sensor
receives a 5 volt reference voltage from the Engine ECM. The pressure sensor
output signal voltage increases, up to a maximum of approximately 4.5 volts, as the
pressure differential between the inlet and outlet of the DPF increases.
The output signal of the differential pressure sensor is monitored by the Engine
ECM. The Engine ECM will use the signal from the pressure differential sensor as
well as DPF inlet pressure sensor to aid in determining the DPF soot level. The DPF
pressure sensor comparison is only a part of the information used by the ECM to
determine DPF soot load.

15_1
• DPF group pressure and DPF Monitoring System

temperature monitoring
Components of the DPF monitoring system include:
The DPF #1 Inlet Pressure Sensor (1) is mounted on the right side of the CEM. The
sensor is used to monitor the exhaust pressure on the inlet (turbocharger) side of
the DPF group. As the soot load of the DPF increases, the pressure in the inlet of
the DPF will also increase. The output of this sensor can be used for troubleshooting
high back-pressures in the inlet housing (turbocharger side) of the DPF.
The DPF Delta Pressure Sensor (2) is mounted to the right side of the CEM, adjacent
to the inlet pressure sensor. The sensor compares the difference in pressure between
the DPF inlet and outlet housings. The sensor sends a signal to the Engine ECM
corresponding to the difference in the pressures between the two housings.
The Engine ECM uses the delta pressure sensor signal as well as the soot model
(contained in the ECM software) to determine the amount of soot load in the DPF
and when an automatic DPF regeneration is required. The output of soot monitor,
discussed later, is also considered by the Engine ECM in determining the soot load
or the DPF.
The DPF #1 Inlet Temperature Sensor (3) is mounted in the inlet housing of the
DPF group. The output of this sensor is monitored by the Engine ECM. The Engine
ECM will use this signal to determine the temperature of the exhaust gas. The
exhaust gas in the inlet housing is a combination of engine exhaust and combustion
air provided by the ARD head.
17_1
Aftertreatment Lamps and Switches
• Regeneration Switch - Force, Auto and Disable (1)
• DEF Level Indicator (2)
• Emissions Malfunction Indicator Lamp (3)
-- Emission related fault codes and diagnostics (Low DEF, DEF Quality,
Tampering/Dosing Interruption)
• Check Engine Lamp (4)
-- Engine and Aftertreatment related fault codes and diagnostics starting at

Level Two
• Regeneration Active Lamp (5)
• DPF Lamp (6)
• Regeneration Disabled lamp (7)
• Action Lamp (8)

19_1
Display Panel
If you disable automatic regenerations, either through Cat ET or by the

Regeneration Disable Switch, the regeneration status will be set to Disabled (1)
and ‘‘time to regen’’ will display a count down timer which starts at 32 hours.
‘‘Time to regen’’ (2) will indicate when a regeneration will be required. The timer
must be less than eight hours to perform a regeneration. If the timer is more than
eight hours, you will get a conditions not met Diagnostic Trouble Code (DTC) and
a regeneration will not occur, unless the DPF Lamp is active, because a Startup
regeneration is required.
If the system is in auto regeneration mode the time to regeneration will say Auto
(3).
The soot gauge is no longer on the display panel. DPF soot level can be found in a
performance screen labeled DPF Level (4).

20_1
Aftertreatment Regeneration Device (ARD)
The ARD is comprised of two main components, the ARD Housing (1) and the ARD
Head (2). The ARD Housing is the path for exhaust to flow and be heated when
regeneration is occurring. Air, fuel, and spark come together in the ARD head to
combust and heat the exhaust flowing through the housing.
Within the ARD head are several components. The first two are the Pilot (3) and
Main (4) Fuel Filter Fittings. These fittings are a in-line filter fitting designed to
protect the ARD fuel nozzle from any debris entering the system during service of
the ARD fuel system.
Also in the ARD head are two coolant passages, Supply (5) and Return (6).
Coolant is used to protect the internal components of the fuel injector (not shown)
inside of the ARD head. The fuel injector has two inlets, one each for pilot and
main fuel. An electrical connection for the Heater Coil (7) surrounds the body of the
injector. The coil is used to super heat the injector tip to prevent any coking.
To detect if ignition has been achieved, a thermocouple is installed in the ARD

head. The ARD Flame Detect Sensor (8), is charged with supplying the ECM with
the temperature inside the ARD housing. With that information, the Aftertreatment
ECM can make the determination that ignition did or did not take place.
Finally, the Spark Plug (9) is used to ignite the air/fuel mixture within the ARD head.

21_1
ARD Fuel Supply
Fuel for the ARD head is supplied by the fuel priming pump which is mounted to the
primary fuel filter base at the left front of the engine. The Engine ECM will ENERGIZE
the fuel priming pump whenever a regeneration cycle is started. The fuel priming
pump will remain ENERGIZED throughout the entire regeneration cycle. Components
of the ARD fuel supply system visible above are:
• Primary fuel filter with water separator (1)

• Electric fuel priming pump (2)
• CEM fuel supply line (to CEM fuel manifold) (3)
• ARD fuel diverter solenoid valve (4)
During a regeneration cycle, the pressure of the output fuel of the priming pump is
regulated. The Engine ECM will ENERGIZE the fuel priming pump and the ARD
fuel diverter valve at the start of any regeneration cycle. The pump must continue to
operate throughout the entire regeneration cycle. If there is insufficient fuel pressure
from the pump, the regeneration cycle will be halted. Low ARD fuel pressure will
cause the temperature of the combustion gas entering the DPF to be too low to
completely burn the soot from the DPF.

What is regeneration? Removing soot from the DPF.

How does it work? Elevated exhaust temperatures.
• Passive: Higher engine loads cause higher exhaust
temperature; this removes soot naturally.
-- All DPF systems have some low temperature
regeneration.
-- Some engine systems need added devices (e.g.
intake throttle, back pressure valve, additional
catalysts).
• Active: A small amount of additional diesel fuel is used
to increase exhaust temperature (e.g. Dosing, Burner,
Doser/Burner combination).
22_2
REGENERATION
Passive Regeneration: Higher engine loads cause higher exhaust temperature
• Exhaust temps ~ 450°C
• All DPF systems have some passive regeneration.
• A Tier 4 Final regeneration system may take days or weeks to build soot
compared to a Tier 4 Interim regeneration system for the following reasons:
-- Advance fuel timing to increase engine out NOx and decrease Engine out
Soot. (So the engine produces a lot less soot)
-- The increase NOx in the exhaust helps oxidize soot at lower temperatures.
Active Regeneration: A small amount of additional diesel fuel is used to increase

exhaust temperature (e.g. Dosing, Burner, Doser/Burner combination). Active
regeneration types include:
• High Speed (transient)
• Low Speed (stationary)
• Manual (stationary)

REGENERATION TRIGGERS
• Start up
-- Dosing Temperature
◦◦SCR Catalyst must be 200°C for DEF dosing to occur
-- SCR Maintenance
◦◦Clears urea deposits from SCR System
-- ARD Maintenance
◦◦Exercises the ARD in the event regeneration has not
occurred in 25 hours
• Soot
-- Regeneration will occur when the soot load reaches a
level the ECM determines regeneration is needed to
oxidize the soot
23_2
REGENERATION TRIGGERS
For Tier 4 Final, regeneration will occur for several reasons other than to oxidize
soot. The start up regeneration will occur more than any other regeneration. It
is used for several different purposes such as warming up the SCR catalyst and
cleaning the catalyst and exhaust system of deposits. Additionally, fuel is flushed
through the ARD nozzle to ensure proper function on demand.
• Dosing Temperature
-- The SCR Catalyst must be 200°C for DEF dosing to occur.
• SCR Maintenance
-- Clears urea deposits from the SCR System. Urea becomes a solid at room
temperature and is very corrosive. Heating the exhaust allows the urea to
melt and be carried out as a vapor.
• ARD Maintenance
-- Exercises the ARD in the event regeneration has not occurred in 25 hours.
With regeneration intervals increasing due to a combination between
changes in timing and catalyst in the DPF, the ARD will need to be checked
to ensure proper operation can/will still occur.

What is SCR?
• Needed to further reduce NOX to meet Tier 4 Final
emissions standards
• SCR is Selective Catalytic Reduction
-- Selective: reductant reacts with NOX
-- Catalytic: requires a catalyst
-- Reduction: NOX is reduced to Nitrogen (N2) by a
reductant (below)
• The reductant we use is ammonia (NH3)
-- Ammonia comes from urea that has been heated
above 200°C
-- Diesel Exhaust Fluid (DEF) contains urea.
25_2

Diesel Exhaust Fluid (DEF)

• 32.5% urea and 67.5% deionized water
• Safe and inexpensive way to store ammonia (NH3)
• Non-toxic, non-hazardous, and not considered an
environmental issue
• Freezes at 12°F (-11°C)
-- The system will be capable of avoiding freezing during
operation and thawing frozen DEF at engine start up.
• Degrades over time at elevated temperatures
-- Optimum storage temperature is 15°F - 77°F
(-9°C - 25°C)
26_2
DIESEL EXHAUST FLUID (DEF) (FOR USE IN SCR- EQUIPPED ENGINES)
Diesel Exhaust Fluid (DEF) is a liquid injected into the engine exhaust system of
engines equipped with Selective Catalytic Reduction (SCR) systems to reduce
emissions of nitrogen oxides (NOX) in diesel engine exhaust.
• Urea: Solid, white, nitrogen containing chemical
• DEF solution:
-- DEF is composed of 32.5% urea and 67.5% of Deionized water (ISO

22241-1). It decomposes (when heated above 200°C) into ammonia gas
(NH3) and CO2.
-- DEF solution was chosen because it is safer and easier to store than the
alternate reductant: ammonia gas.
-- The freezing point of DEF is -11°C (+12°F).
-- DEF degrades over time at elevated temperatures. The water within the
solution evaporates leaving behind a higher concentration of urea.
• Impact of storage temperature on DEF life:

28_1
SCR (SELECTIVE CATALYTIC REDUCTION) CATALYST
• Cordierite flow-through substrate catalyzed with Copper Zeolite.
• Catalyst heats up enough for the water in DEF to evaporate.
• The H2O in the DEF evaporates then the ammonia, which is absorbed by the
catalyst, creates a chemical reaction which reduces NOX
• Converts NOX (Nitric Oxide and Nitrogen Dioxide) to N2.
AMOX (AMONIA OXYIDATION) CATALYST COATING
• During certain engine operating conditions, too much ammonia will be stored
and may pass through the catalyst, this is called ammonia slip.
• A selective ammonia oxidation (AMOX) catalyst is used to eliminate the

ammonia prior to exiting the exhaust pipe. It is used to convert the NH3 slip to
N2+ H2O.
• The AMOX is primarily responsible for removing odor from the exhaust. The
cause of said odor is ammonia slip.

29_1
History
SCR was first developed and used for reducing NOX emissions from stationary
electric power plants. Caterpillar began using SCR systems to meet Tier 4 Interim
emission standards in some Locomotive and Generator Set applications.
The reduction of engine emissions is outlined in the graphic above:
• Exhaust flows through the ARD housing and is heated to the temperature
needed for regeneration to occur (>500°C).
• The exhaust then flows through the DOC where Hydrocarbons (HC), Carbon
Monoxide (CO), NOX, Oxygen (O2), and Carbon Dioxide (CO2) are converted
to Nitric Oxide (NO), Water (H2O), CO2, Nitrogen Dioxide (NO2), and O2. This
not only removes HC and some CO2, but sets the stage for the rest of the
chemical reactions that will occur as exhaust passes through the CEM.
• The exhaust passes through the DPF where soot is trapped. When the DPF
core is heated (>450°C), regeneration occurs, thus converting soot and O2 into
CO2 and H2O.
• From the DPF, the exhaust stream enters the SCR mixing tube where it is
mixed with DEF.
• As the DEF contacts the hot catalyst, the water is evaporated and the urea is

31_1
Diesel Exhaust Fluid (DEF) Component Location
The DEF Pump Electronics Tank Unit (PETU) (1) is located on the left rear corner
of a 988K wheel loader.
The location and component layout of the DEF PETU will vary between machines,
but the operation is the same.

32_1
PUMP ELECTRONICS TANK UNIT (PETU)
• The Coolant Diverter Valve (1) controls coolant flow to the tank and DEF
pump.
• The PETU Relay (2) is used to control power to the entire PETU.
• The Heated DEF Line Relay (3) is used to control power to the heated DEF
lines.
• The Coolant Manifold (4) is the connection point between the PETU outlet and
the engine.
• Fill Adapter and Cap (5)
• DEF Tank (6)

33_1
PETU PUMP ELECTRONICS TANK UNIT - CONT’D
• The DEF Control Module (1) is an an ECM that controls all the electrical
components on the PETU plus the DEF injector, NOX sensors. It will be both
visible and able to be flashed in Cat ET.
• The Voltage Line Protection Module (VLPM) (2) protects all electrical
components on the PETU from voltage spikes.

34_1
PETU PUMP ELECTRONICS TANK UNIT - CONT’D
• Heated DEF Lines (1) Electrically heated lines that will energize any time
ambient temperature and DEF tank temperature are cold. These lines will thaw
any frozen DEF after starting in cold ambient temperatures. They will also stay
heated to prevent freezing during operation.
• The DEF Pump Assembly (2) supplies filtered DEF fluid to the DEF injector.
• The DEF Level Sensor (3) measures the amount of DEF in the tank. This level
sensor is a made up of multiple reed switches that will open and close when
a magnetic float moves over them. The reed switch will provide a resistance
reading to the aftertreatment ECM that will be converted into a DEF level
percentage.
• The DEF Temperature Sensor (4) is located at the bottom of the tank and is
integrated within the DEF level sensor.
• DEF Tank Heater (5)
• The DEF Pickup Screen (6) is a 100 micron screen integrated into the pickup
tube used to eliminate any debris in the DEF tank.
• DEF Pickup Tube (7).

35_1
COLD WEATHER OPERATION
Since DEF freezes at 11.3 °F, the system must be capable of thawing before
dosing.
Engine coolant is supplied to the PETU (1). At start up, the Coolant Diverter Valve
(2) will energize when the DEF tank temperature is less than 15°C. It will allow
coolant to flow to the DEF Tank Header (3). During operation, if the DEF tank
temperature drops below 20°C or ambient temperature falls below 0°C the coolant
diverter valve will energize to keep the DEF from freezing. This will also thaw DEF
around the DEF Level Sensor Float (6) and the pickup screen. The coolant will
then flow through the DEF Pump (4) to warm the pump. The coolant will then return
through Fitting (5) to the engine water pump inlet.
If DEF freezes in the DEF pump or DEF lines it may cause damage to the
components. The DEF will be allowed to freeze in the tank. The filler neck is
design to allow and air gap at the top of the tank for expansion. The system is
design to purge all DEF back to the DEF tank. The DEF injector opens and the
DEF reverting valve reverses the flow of the pump. This occurs at key off or when a
DEF related fault code becomes active. The purge takes approximately 1.5 minutes
to completely remove the DEF from the lines and pump. It is important not to turn
the battery disconnect switch OFF during the purge process. If the purge process
does not complete and the temperature of the DEF drops below -11°C then the
pump and lines are at risk of damage. If the purge process does not complete a
diagnostic code will become active for 1.5 min then move to logged. A warranty
report will include a history of these events.

37_1
DEF INJECTOR
• Coolant flow can be reversed
with no issues.
The DEF injector is an electronically controlled valve that spray’s DEF into the
exhaust stream as three solid streams. It is critical that the spray pattern is cone-
shaped for good mixing with the exhaust. Once the system starts dosing, it will
continue until the engine is shut down. When it operates, it pulses on and off. To
control the dosing quantity the time between pulses is changed. If more DEF is
required, the pulses become faster.
• Electrical Connection (1)
• DEF Supply (2)
• Coolant Supply (3)
• Coolant Return (4)

38_1
NOX SENSORS
The NOX sensor contains a sensing element, harness, and an electronic control
unit. The sensing element is made of two chambers and a heater. The first
chamber measures the amount of O2 and the second chamber measures the
amount of NOX and NH3.
Using electrochemistry, a ceramic material attracts ions at ~800°C and an

electrode on the chamber wall measures the electrical charge which equates to a
voltage or current. The voltage or current signal is then received by the Electronic
Control Unit and interpreted into a NOX concentration. The heater is used to
maintain the sensing element temperature. The sensing element is sensitive to
moisture. If the sensor detects any moisture while at 800°C then it could quickly
cool the element which would cause it to crack. At engine start-up there is always
some moisture within the exhaust pipes. Sensors will not start working until the
exhaust temperature around the sensors is greater than 100°C for approximately
2.5 minutes.
Refer to Special Instruction REHS8151 for the proper handling and installation
procedures for NOX sensors.

39_1
REGENERATION SYSTEM WARNING INDICATORS
The DPF Lamp (1) will illuminate when a regeneration is required, as soot level is
greater than 90% or “Time to Regen” is 3.2 hours or less. A manual regeneration
should be performed as soon as possible. The Indicator will turn OFF once DPF
regeneration has started.
In some situations, the DPF indicator may stay illuminated when the soot load is
below 90%. The illuminated DPF indicator informs the operator that a complete
regeneration has not been performed. A complete regeneration reduces the soot
level to 0%. If the DPF indicator stays illuminated, perform a regeneration without
interruption until the soot level is reduced to 0%. A complete regeneration will reset
the DPF indicator.
If the soot level has reached 100% or the “Time to Regen” is 0 hours, a
regeneration is required. A DPF indicator and an action indicator will be illuminated.
Stop the machine and apply the parking brake. With the engine at LOW IDLE,
initiate a manual regeneration. Engine power will be derated to 50% power if the
machine continues to operate. The higher the soot load gets or the longer the
“Time to Regen” is zero, the more the engine power will be derated until the engine
eventually hits 100% derate.

41_1
DEF LEVEL INDUCEMENT
“Reduced Performance” allows operation of the engine for a longer period of time,
but the engine will progressively derate the longer the engine is operated.
If the DEF level falls below 20%, an amber indicator (1) will illuminate next to the
DEF level gauge on the dash. To avoid further inducements, add DEF to the DEF
tank.
If the DEF level falls below 13.5%, the Emissions Malfunction Indicator Lamp (2)
will illuminate. The amber indicator next to the DEF level gauge on the dash will
continue to remain illuminated.
If the DEF level is below 7.5%, the emissions malfunction indicator lamp will
illuminate and a flashing Action Indicator Lamp (3) will also illuminate. The amber
indicator next to the DEF level gauge on the dash will remain lit. When the DEF
level has reached 1%, the machine will be limited to 75% torque. At this point, a
small amount of DEF will still remain in the tank.
If no action is taken, the DEF level remains at 0%, and the tank has been
emptied of all DEF (detected by a pressure loss in the DEF system), the
emissions malfunction indicator lamp will illuminate, the flashing Action Indicator
Lamp will illuminate, and an audible alarm will sound 20 seconds prior to the
final inducement. The engine will be taken too LOW IDLE or will be shut down
depending on which programmable parameter was selected in Cat ET. The amber
indicator next to the DEF level gauge on the dash will remain illuminated.

42_1
DEF LEVEL INDUCEMENT CONT’D
“Reduced Time” allows operation of the engine with full power, but for a reduced
amount of time.

43_1
DEF QUALITY, TAMPERING, AND DOSING INTERRUPTION INDUCEMENT
The emissions malfunction indicator lamp will illuminate for a fault resulting from
poor DEF quality, SCR system tampering, or an SCR system fault. If the fault is the
result of poor DEF quality or system tampering, a first occurrence will result in a
level 1 inducement for a duration of 2.5 hours. Repeat occurrences will result in a
level 1 inducement duration of 10 minutes.
If a fault condition exists for the entire duration of inducement level 1, the strategy
advances to inducement level 2. The emissions malfunction indicator lamp will
illuminate and a flashing action indicator will also illuminate for a fault resulting from
poor DEF quality, SCR system tampering, or an SCR system fault. The duration
for a level 2 inducement is always 60 minutes for the first occurrence. Repeat
occurrences will result in a level 2 inducement duration of 20 minutes.
illuminate, the flashing action indicator will illuminate, and an audible alarm will
sound 20 seconds prior to the final inducement. The engine will be taken too LOW
IDLE or will be shut down. After the final inducement you may cycle the key, which
will allow 30 minutes of engine run time with full torque. After 30 minutes, the
engine will allow idle only or will be shut down until the issue has been resolved.

44_1
EGR SYSTEM FAULT INDUCEMENT
The emissions malfunction indicator lamp will illuminate for a fault resulting from
an impeded EGR valve. If the fault is the result of an impeded EGR valve a first
occurrence will result in a level 1 inducement for a duration of 35 hours. Repeat
occurrences will result in a level 1 inducement duration of 4 hours.
illuminate and a flashing action indicator will also illuminate for a fault resulting from
an impeded EGR valve. The duration for a level 2 inducement is always 60 minutes
for the first occurrence. Repeat occurrences will result in a level 2 inducement
duration of 20 minutes.
illuminate, the flashing action indicator will illuminate, and an audible alarm will
sound 20 seconds prior to the final inducement. The engine will be taken too LOW
IDLE or will be shut down. After the final inducement you may cycle the key, which
will allow 30 minutes of engine run time with full torque. After 30 minutes, the
engine will allow IDLE only or will be shut down until the issue has been resolved.

45_1
SOFTWARE
With the release of Tier 4 Final engines, addtional emissions control system
components have been added to the engine to reduce the NOX output. The
addition of these components requires three ECMs for the engine and
aftertreatment system to operate.
The most recent version of Cat Electronic Technician (ET) must be used when
connecting to the engine. When the controllers are flashed, the computer (1) and
Comm Adapter 3 (2) that will be used to flash the controllers on the engine must
be set up properly in order to avoid issues caused by a failed flash file installation.
Refer to Special Instruction REHS8170 for further information.

46_1
CONCLUSION
This concludes the Emission Systems module for 988K Wheel Loader, 834K Wheel
Dozer, and 836K Landfill Compactor.
When used in conjunction with the Service Manuals, the information in this module
will aid the service technician in troubleshooting, testing, adjusting, and correcting
problems with the machine.
For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manual (OMM), Service Manuals, and other related service
publications.

LEARNING OUTCOMES
Participants met the following learning outcomes during the presentations, lab exercises, and
Post-Assessment of this Emissions System module for the 988K Wheel Loader, 834K Wheel
Dozer, and 836K Landfill Compactor course:
• Given a visual presentation of the Emissions System, the participant took notes on the
identification, location, and the basic functionality of the major components and service points
of the machine’s emissions system.
• Given a 988K, 834K, 836K T4F/LRC and the Lab 1 Worksheets, the participant located and
identified the components of the machine’s emissions system.
• Given the Post-Assessment for this Emissions System module and all reference materials and
class notes, the participant answered questions regarding the flow of emissions through the
988K, 834K, 836K T4F/LRC engine emissions system.
Participants met the following learning outcomes during the presentations, lab
exercises, and Post-Assessment of this Emissions System module for the 988K
Wheel Loader, 834K Wheel Dozer, and 836K Landfill Compactor course:
• Given a visual presentation of the Emissions System, the participant

took notes on the identification, location, and the basic functionality of
the major components and service points of the machine’s emissions
system.
• Given a 988K, 834K, 836K T4F/LRC and the Lab 1 Worksheets, the
participant located and identified the components of the machine’s
emissions system.
• Given the Post-Assessment for this Emissions System module and all
reference materials and class notes, the participant answered questions
regarding the flow of emissions through the 988K, 834K, 836K T4F/LRC
engine emissions system.

988K-834-836K M04 EmissionSys EN SLD

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GLOBAL MANPOWER DEVELOPMENT

988K Wheel Loader, 834K Wheel Dozer,

• Given a visual presentation of the Emissions System, the participant will

Caterpillar: Confidential Yellow

• Explanation of the emissions Background

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• Types of combustion ignition Emission Types

The types of emissions are:

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NOx REDUCTION SYSTEM (NRS)

Clean Emissions Module

CEM Exhaust Inlet

Aftertreatment Regeneration Device

Air To Air After Cooler

Balance Valve Solenoid

• Refer to the Engine and Support NOx Reduction System (NRS)

The NOx reduction system consists of the following components:

• Turbocharger (with asymmetrical turbine housing and balance valve)

Caterpillar: Confidential Yellow

• Clean Emissions Module (CEM) Clean Emissions Module

• Aftertreatment #1 Exhaust Gas Temperature Sensor (1)

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• Clean Emissions Module (CEM) Clean Emissions Module - cont’d

• Diesel Particulate Filter (DPF) Delta Pressure Sensor (1)

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CLEAN EMISSIONS MODULE (CEM) ELECTRONICS PANEL

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CEM FUEL MANIFOLD

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Diesel Oxidation Catalyst (DOC)

The DOC oxidizes the following exhaust components:

• Carbon Monoxide (CO)

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Diesel Particulate Filter (DPF)

The DPF described is installed on all C9.3 - C18 ACERT engines.

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DPF differential pressure sensor

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• DPF group pressure and DPF Monitoring System

Aftertreatment Lamps and Switches

• Regeneration Switch - Force, Auto and Disable (1)

• DEF Level Indicator (2)

• Emissions Malfunction Indicator Lamp (3)

• Check Engine Lamp (4)

-- Engine and Aftertreatment related fault codes and diagnostics starting at

• Regeneration Active Lamp (5)

• DPF Lamp (6)

• Regeneration Disabled lamp (7)

• Action Lamp (8)

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If you disable automatic regenerations, either through Cat ET or by the

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Aftertreatment Regeneration Device (ARD)

To detect if ignition has been achieved, a thermocouple is installed in the ARD

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ARD Fuel Supply

• Primary fuel filter with water separator (1)

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What is regeneration? Removing soot from the DPF.

Passive Regeneration: Higher engine loads cause higher exhaust temperature

• Exhaust temps ~ 450°C

• All DPF systems have some passive regeneration.

Active Regeneration: A small amount of additional diesel fuel is used to increase