GLOBAL MANPOWER DEVELOPMENT

773G / 775G OFF-HIGHWAY TRUCK

EMISSIONS SYSTEM
MODULE 4 - TEXT REFERENCE

SERV1921

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© 2011 Caterpillar Inc.

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SERV1921 - 08/11
• World emissions regulations
-2- Module 4 - Emissions System
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INTRODUCTION
To limit the amount of pollutants in the world air supply, the U.S. Environmental
Protection Agency (EPA), the European Union (EU), and the Ministry of Land,
Infrastructure, Transport, and Tourism (MLIT) in Japan developed a wide variety of
rules to limit the exhaust emission of diesel engines. These new rules cover many
different horsepower ranges and applications.
Nonroad 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 emissions over Tier
3 that implementation has been divided into two phases: Tier 4 Interim and Tier 4
Final.
Tier 4 Interim standards essentially provide manufacturers with an additional phase-
in period to help them meet Tier 4 Final standards, which begin to take effect as early
as 2012.
This training module details the components and systems used to achieve the Tier
4 Interim emissions regulations (EPA), EU Stage IIIB, and Japanese MLIT Step 4
regulations.
NOTE: The emissions system information covered in this module will provide
only an overview of the emissions components on the 773G/775G. Detailed
information on the Tier 4 emissions components and operation can be found in
the Tier 4 Service E-Learning courses.
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SERV1921 - 08/11 -3- Module 4 - Emissions System

NOX

CO HC 3_1
• Types of combustion ignition Internal combustion engines emit four major types of emissions: Oxides of Nitrogen
engine emissions (NOX), Particulate Matter (PM), Hydrocarbons (HC), and Carbon Monoxide (CO).

• 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 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.

• Emissions controlled by NRS and These pollutants are being controlled mainly with changes to the engine support
aftertreatment devices systems, including the addition of aftertreatment devices and the NOX Reduction
System (NRS).

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SERV1921 - 08/11 -4- Module 4 - Emissions System

• NRS controls the formation of
NOX
Several engine mounted components are used to control the formation of NOX
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 Interim emissions regulations (EPA), EU Stage IIIB, and Japanese MLIT Step 4
regulations.

The NOX reduction system 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:

• a new turbocharger (with asymmetrical turbine housing and balance

valve)

• NRS Cooler

• NRS Venturi

The turbocharger is used on all Cat engines ranging from the C9.3 ACERT to the
C27 ACERT.

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NOX Reduction System (NRS)

• NOX reduction system This image shows the main components in the NOX Reduction System, which is
components: used to control the NOX emissions. Oxides of Nitrogen (NOX) are formed when
nitrogen monoxide (NO) and nitrogen dioxide (NO2) are combined. NOX emissions
- Intake manifolds react with water in the atmosphere to form nitric acid. Nitric acid is a major contributor
- Exhaust manifolds to acid rain.
- NRS coolers
NOX gases are created during the combustion process by high cylinder temperatures
- NRS venturi
in the engine. To reduce NOX production, the cylinder temperature must be decreased
- NRS valve during the combustion process.
- Turbochargers
- Balance valves The NRS reduces the production of NOX emissions by introducing a measured
amount of exhaust gas into each intake manifold (1). Some of the exhaust gas
- Balance valve solenoid
passing through each exhaust manifold (2) enters the NRS coolers (3). The hot
exhaust gases are cooled by engine coolant flowing through the NRS coolers.

From the NRS coolers, cooled NRS gases flow to the NRS venturi (4) located at the
rear of the engine above the intake manifolds. The flow and temperature of the NRS
gases are measured by sensors mounted on the venturi. The Engine ECM monitors
the venturi sensors and calculates total NRS flow based on the signals from these
sensors.

From the NRS venturi, the NRS gases flow to the NRS valve (5). The NRS valve
controls the NRS gas flow into the intake manifolds.

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SERV1921 - 08/11 -6- Module 4 - Emissions System

Each turbocharger (6) contains a balance valve (7). Exhaust gas enters a portion
of the turbocharger turbine housing. As intake air manifold pressure increases, the
balance valves open and the turbocharger turbine wheel speed is decreased. The
balance valves allow the turbochargers to maintain a high turbine speed at low engine
speeds and also prevents the turbines from spinning too fast and overboosting the
engine at higher engine speeds and loads.

The balance valves receive pressurized air from the left intake air pipe. The balance
valve solenoid (8) controls the pressurized air to the balance valve actuator based
on an ON/OFF current supplied by the Engine ECM.

To control NOX emissions, the amount of NRS gas flow allowed into the engine is
calculated by the Engine ECM based on engine mass airflow at any given rpm or
operating temperature. Engine mass airflow is calculated from the sensor output
signals of the engine speed sensors, inlet manifold air pressure (boost) sensor, inlet
manifold air temperature sensors, and the volumetric efficiency of the engine. Engine
volumetric efficiency information, used for the NRS flow calculations, is stored in the
Engine ECM software.

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SERV1921 - 08/11 -7- Module 4 - Emissions System

ASYMMETRICAL TURBOCHARGER

(2) Small Scroll

(1) Large Scroll

• Asymmetrical turbocharger
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The C27 ACERT engine uses an asymmetrical turbocharger. Internally, the
turbocharger uses a design with two different sized scrolls to stream exhaust across
the turbine wheel. This design helps the turbocharger spool up faster and provides
a backpressure in the exhaust manifold to provide a positive pressure to force
exhaust flow through the NRS.

• Turbo scrolls The turbocharger has two different sized scrolls cast into the turbine housing.
Exhaust from the rear three cylinders on each side of the engine (six total) flows
- Large scroll directly into the large scroll (1). Exhaust from the front three cylinders on each side
of the engine (six total) flows into the small scroll (2).
- Small scroll
The small scroll provides a more focused flow of exhaust gas compared to that of
the larger scroll. This creates a higher velocity exhaust stream that targets the most
efficient segment of the turbine fin profile. The higher velocity exhaust gas helps spin
the turbine wheel faster at lower engine rpm than if the scrolls were of equal size.
The small scroll reduces turbocharger lag and produces improved engine response at
lower engine speeds. The small scroll section also increases exhaust backpressure
(manifold pressure) for the front six cylinders which is needed to generate sufficient
NRS flow to the intake manifolds.

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• Left side of engine: Each turbocharger (1) has a balance valve (2) built into the turbine housing that,
when open, decreases pressure in the exhaust manifold of the front three cylinders
- Turbocharger on each side of the engine. As engine speed and load increases, the exhaust gas
- Balance valve flow also increases. The turbocharger turbine speed would be too high, due to the
- Engine ECM high exhaust flow rate, if some of the additional exhaust gas flow were not diverted
away from the small scroll.
- Balance valve solenoid
- Balance valve lines The balance valve operation is controlled by the Engine ECM (3). The ECM will
de-energize the balance valve solenoid (4), which allows boost pressure from the
intake manifold to flow through the balance valve lines (5) to each balance valve
actuator. The balance valve actuator will move against the spring inside the actuator
as the boost pressure rises. As the actuator moves, the balance valve opens and
allows engine exhaust gas inside the exhaust manifold to enter the large scroll of the
turbocharger turbine housing.

With the balance valve OPEN, engine exhaust flows to both scroll sections of the
turbine housing and contacts the turbine wheel of the turbocharger. The increased
area of the large scroll allows the velocity of the exhaust gas to slow, which produces
less force on the turbine wheel. The turbine wheel does not increase speed as
quickly and engine overboost is prevented. NRS flow is still maintained in the NRS
system due to the overall high exhaust gas flow produced by the front three cylinders
on each side of the engine.

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• Right side of engine: One NRS cooler (1) is located on each side of the engine. This image shows the
NRS cooler on the right side of the engine.
- NRS cooler
- Exhaust manifold The right NRS cooler receives hot exhaust gas from the front three cylinders on the
- NRS venturi right side of the engine through the front half of the exhaust manifold (2). The hot
exhaust gases travel rearward through the cooler and flow to the NRS venturi (3)
- Inlet tube
mounted above the engine.
- Engine oil cooler
- Outlet tube The NRS cooler uses engine coolant to cool the exhaust gas. Coolant enters the
NRS cooler through an inlet tube (4) connected to the engine oil cooler (5).

Engine coolant flows through the NRS cooler and the outlet tube (6) to the rear of
the engine block.

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• Left side of engine: This image shows the NRS cooler (1) on the left side of the engine.
- NRS cooler The left NRS cooler receives hot exhaust gas from the front three cylinders on the left
- Exhaust manifold side of the engine through the front half of the exhaust manifold (2). The hot exhaust
- NRS venturi gases travel rearward through the cooler and flow to the NRS venturi (3) mounted
above the engine.
- Inlet tube
- Thermostat housing The NRS cooler uses engine coolant to cool the exhaust gas. Coolant enters the
- Outlet tube NRS cooler through an inlet tube (4) connected to the thermostat housing (5).

Engine coolant flows through the NRS cooler and the outlet tube (6) to the rear of
the engine block.

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SERV1921 - 08/11 -11- Module 4 - Emissions System

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• NRS venturi components:
- NRS valve
- Venturi inlet
- Venturi outlet
- Differential pressure sensor
- NRS inlet pressure sensor
- NRS temperature sensor
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The NRS venturi helps determine mass airflow through the NRS system. Exhaust
gas from the NRS coolers passes through the venturi where the density of the
exhaust gas is measured before flowing to the NRS valve (1) and intake manifold.
Exhaust gas from the NRS coolers enters the venturi inlet (2) and exits the venturi
outlet (3).
The operation of the NRS venturi is monitored by a differential pressure sensor (4)
and a NRS inlet pressure sensor (5). The differential pressure sensor measures
the air pressure drop between the widest diameter of the venturi and the narrowest
diameter of the venturi. The NRS inlet pressure sensor measures the exhaust
pressure at the venture inlet.

The mass airflow calculation also uses the NRS gas temperature, which affects the
density of the recirculated exhaust gas. The NRS temperature sensor (6) is located
in the NRS valve.

The data provided by the three NRS sensors are a key input for the mass NRS
airflow calculations performed by the Engine ECM. The Engine ECM uses these
calculations to control the amount of NRS gas allowed to enter the NRS valve and
intake manifold.

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SERV1921 - 08/11 -12- Module 4 - Emissions System
(1) Pressure (2) NRS Pressure
NRS VENTURI
Ports Sensor Location

(7) NRS Flow

(3) Divergent
Outlet
(4) Throat (5) Venturi (6) Cylindrical
Entrance Inlet 12_1

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• Explain NRS venturi function The top image shows a cross sectional view of a typical NRS Venturi. The bottom
image shows the actual NRS venturi on the Tier 4 Final C27 engine in the
773G/775G.

NRS gases from the NRS cooler enter the venturi cylindrical inlet (6). The flow
velocity of the NRS gas increases as it passes through the venturi entrance (5).
Additionally, the pressure of the NRS gas is reduced as it flows through the venturi
throat (4).

The venturi differential pressure sensor (8) compares the difference in pressures
between the venturi inlet and the throat. The differential pressure sensor receives
venturi pressure signals from the two pressure ports (1) located in the inlet and outlet
of the venturi entrance. The difference in pressure is used by the Engine ECM to
calculate NRS flow through the venturi.

The NRS pressure sensor (9) is mounted to the venturi and senses NRS pressure in
the venturi cylindrical inlet section of the venturi.

As the NRS gases pass through the throat section of the venturi, the gases enter the
divergent outlet (3). In the divergent outlet, the velocity of the gas is reduced and the
pressure increases. The pressure must increase in the divergent outlet to allow the
NRS gases to flow into the engine inlet manifold when the NRS valve is OPEN.

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• Top of engine: The NRS valve (1) controls the flow of cooled exhaust gas to the intake manifold (2).
The Engine ECM provides a proportional current to the NRS valve solenoid (3),
- NRS valve which controls the position of the NRS valve. The NRS valve controls pressurized
- Intake manifold engine oil to the NRS valve actuator, which accurately controls the flow of NRS
- NRS valve solenoid gases into the intake manifold. The NRS valve is mounted above the engine.
- Inlet tube
Pressurized engine oil flows from the front right side of the engine block to the inlet of
- Outlet tube the NRS valve through the inlet tube (4). Oil exits the NRS valve through the outlet
tube (5) and flows back to the engine oil pan through the left side of the pump drive
housing.

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• NRS valve components: The Engine ECM provides a proportional current to the NRS valve solenoid to
accurately control the flow of NRS gases into the intake manifolds. This image
- Valve actuator shows a typical NRS valve in the CLOSED (no flow) condition and the oil chamber
- Disc cover removed.
- O-ring
As current is increased to the NRS valve solenoid, pressurized engine oil is allowed
- Vent valve
to flow into the chamber to the left of the valve actuator (1). Oil flow will force the
actuator arm to travel to the right and OPEN the disc (2) located in the NRS valve
assembly passage.

As the actuator moves, it must displace the nonpressurized engine oil in the chamber
to the right of the actuator. The solenoid allows the displaced oil to flow out of the
chamber and back to the engine crankcase. Oil flows into and out of the chambers
through drilled passages in the chamber cover. The chamber cover is sealed to the
valve body by an O-ring (3).

Pressurized NRS gases traveling through the NRS passage may travel to the valve
disk shaft towards the valve actuator chamber. To prevent NRS gases from reaching
the bottom chamber seal (not visible) and the chamber, a spring applied disc type
vent valve (4) is mounted to the valve housing. The disc will OPEN against the
spring to allow any NRS pressure along the actuator shaft to escape to atmosphere,
but will CLOSE to prevent dirt and contaminants from entering the vent passage.

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AFTERTREATMENT

• Diesel Oxidation Catalyst (DOC) All engine exhaust gases flow into the Diesel Oxidation Catalyst (DOC) (1). One
DOC is located in each of the canisters (2) mounted on a bracket above the engine.
The DOC reduces hydrocarbons from the exhaust gas.

The DOC is a flow through device and is not a filter. As the engine operates, a
chemical reaction takes place within the catalyst. The catalyst 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 Diesel Oxidation Catalyst (DOC) oxidizes the following exhaust components:

• Carbon Monoxide (CO)

• Hydrocarbons (HC) and odor-causing compounds

• Soluble organic fraction (SOF) of particulate matter (PM)

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