EAS-3 - Emmision Aftertreatment System

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EAS-3, Emission Aftertreatment System

Disclaimer
©20155 DAF Trucks N.V., Eindhoven, The Netherlands.
In the interest of continuing product development, DAF reserves the right to change specifications or products at any time
without prior notice.
No part of this publication may be reproduced and/or published by printing, by photocopying, on microfilm or in any way
whatsoever without the prior consent in writing of DAF Trucks N.V.
Diagrams
Block diagram EAS-3
Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'XF_E6'
D400 central box

D374 EAS-3 ECU
D418 DOC/DPF temperature sensors ECU
D419 catalytic convertor temperature sensors ECU
D420 PCI ECU
E443 fuse, EAS 1st
E444 fuse, EAS 2nd
E497 fuse, aftertreatment CAN
E706 fuse, electrical systems
F837 DPF pressure sensor
F838 exhaust gas temperature sensor before DOC
F839 exhaust gas temperature sensor before DPF
F840 exhaust gas temperature sensor after DPF
F841 exhaust gas temperature sensor before catalyst
F842 exhaust gas temperature sensor after catalyst
F843 NOx sensor after catalyst
F844 NOx sensor before catalyst
F870 AdBlue temperature/level sensor
L074 pump module
L076 tank heater valve
L123 AdBlue dosing valve
L124 fuel dosing valve
L135 fuel intake module
R042 pump heater relay
Overview, PCI/EAS-3 Air management
https://eportal.daf.com/rweb/Rapido/index.aspx?aid=2&cid=RapApp 22.5.2015
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Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX-11_E6_CS', 'MX-13_E6_CS', 'XF_E6'

Applicable for 'CF_E6_CS', 'MX-11_E6_CS', 'MX-13_E6_CS', 'MX_EPA13'
D418 "DOC/DPF temperature sensors ECU"
D419 "Catalytic convertor temperature sensors ECU"
D420 "PCI ECU (D420)"
F683 "Turbo speed sensor"
F749 "EGR temperature sensor"
F750 "Intercooler temperature sensor"
F751 "EGR pressure difference sensor"
F801 "Fuel pressure sensor"
F802 "Boost pressure sensor"
F803 "Fuel temperature sensor"
F804 "Boost temperature sensor"
F823 "Pressure sensor after BPV"
F826 "Pressure sensor before turbine"
F834 "Lambda sensor"
F837 "DPF pressure sensor"
F838 "Exhaust gas temperature sensor before DOC"
F839 "Exhaust gas temperature sensor before DPF"
F840 "Exhaust gas temperature sensor after DPF"
F841 "Exhaust gas temperature sensor before catalyst "
F842 "Exhaust gas temperature sensor after catalyst"
F843 "NOx sensor after catalyst"
F844 "NOx sensor before catalyst"
F852 "Humidity sensor"
F853 "Temperature sensor after BPV"
F870 "urea temperature/level sensor"
L037 "VTG turbo charger actuator"
L074 "Pump module"
L095 "EGR valve module"
L096 "BPV valve"
L123 "AdBlue dosing valve"
L124 "Fuel dosing valve"
L135 "Fuel intake module"
1 Air filter
2 Intercooler
3 Engine
4 "EGR cooler"
5 "Turbo charger (VTG)"
6 "Diesel Oxidation Catalyst (DOC)"
7 "Diesel Particulate Filter (DPF)"
8 "Selective Catalytic Reduction (SCR)"
9 "Ammonia Oxidation Catalyst (AMOX)"
10 "AdBlue tank"
11 Air supply
12 "Air shut-off valve"
13 "Fuel shut-off valve"

14 Fuel gallery
15 Ambient pressure sensor
16 "Ambient temperature sensor"
16 Ambient temperature sensor (OEM)
17 "Pressure sensor (Fuel intake module)"
Technical data
Checking data, power supply and earth of EAS-3 ECU (D374)
D374 EAS-3 ECU

D400 central box
E443 fuse, EAS 1st
E706 fuse, electrical systems
This diagram only shows the schematic overview. See the OEM service documention for detailed information
regarding the electrical system of the vehicle.
D374 Function
B3 Power supply before ignition
B4 Earth
B5 Power supply before ignition
B6 Earth
B41 Power supply after ignition
Wiring harness connector D374.B front view
Wiring check, power supply and earth
Preparation
 Disconnect connector D374.B.
 Measure on the front side of wiring harness connector
D374.B.
Pin (+ Pin (- Value Additional information

probe) probe)
B3 B4 Ubat
B4 Battery <0.5 V Switch all consumers on

negative
pole
B5 B4 Ubat
B6 Battery <0.5 V Switch all consumers on

negative
pole
B41 B4 Ubat Switch ignition on
Checking data, A-CAN
D374 EAS-3 ECU

D400 central box
D419 catalytic convertor temperature sensors ECU
D420 PCI ECU
E497 fuse, aftertreatment CAN
F838 exhaust temperature before DOC sensor
F839 exhaust gas temperature sensor before DPF
F840 exhaust gas temperature sensor after DPF
F841 exhaust gas temperature sensor before catalyst
F842 exhaust gas temperature sensor after catalyst
Pin D420 D374 Function
B48 B14 A-CAN high
B56 B15 A-CAN low
Component connector D420.B Wiring harness connector D420.B front view
Component connector D374.B Wiring harness connector D374.B front view
Handle connectors and pins with care and use matching measuring probes.
Circuit check, A-CAN & wiring
Preparation EAS-3 side

 Switch off the ignition.
 Disconnect the earth cable from the battery.
 Disconnect the Vehicle Communication Interface (VCI) of
DAVIE.

D374.B.

probe) probe)
B14 B15 ± 120 Ω Connector D420.B must be connected to PCI ECU.
Preparation PCI side

 Disconnect the Vehicle Communication Interface (VCI) of DAVIE.
 Measure on the front side of wiring harness connector D420.B.

probe) probe)
B48 B56 ± 120 Ω Connector D374.B must be connected to EAS-3 ECU.
Component check, ECU EAS-3 (D374) A-CAN
Preparation
DAVIE.
 Measure on the component connector D374.B.

probe) probe)
B14 B15 ± 120 Ω
Component check, ECU PCI (D420) A-CAN
Preparation
DAVIE.
 Measure on the component connector D420.B.

probe) probe)
B48 B56 ± 120 Ω
Checking data, DPF pressure sensor (F837)
D374 EAS-3 ECU

F837 DPF pressure sensor
D374 F837 Function
A42 1 Earth
A70 2 Signal, delta pressure over DPF
B32 3 Signal, pressure after DPF
B42 4 Power supply
Wiring harness connector F837 front view
Component check, DPF pressure sensor (F837)
Preparation
 Disconnect connector F837.
 Switch on the ignition.
 Measure on connector F837.
Pin (+ Pin (- Value Condition

probe) probe)
1 Battery < 0.5V Switch all consumers on.

negative
pole
4 1 4.75 -
5.25V
Checking data, DOC/DPF temperature sensors ECU (D418)
D400 central box

D374 EAS-3 ECU
D419 Catalytic convertor temperature sensors ECU
D420 PCI ECU
F838 Exhaust gas temperature sensor before DOC
F839 Exhaust gas temperature sensor before DPF
F840 Exhaust gas temperature sensor after DPF
F841 Exhaust gas temperature sensor before catalyst
F842 Exhaust gas temperature sensor after catalyst
D374 D418 Function
B14 3 A-CAN High
B15 2 A-CAN Low
1 Earth
4 Power supply
Wiring harness connector D418 front view
Component & wiring check, DOC/DPF temperature sensors ECU (D418)
Preparation
 Disconnect connector D418.
 Ignition switched on.
 Measure on connector D418.

probe) probe)
4 1 Ubat
1 Battery < 0.5 V Switch on all consumers

negative
pole
Component & wiring check, A-CAN
Preparation
 Ignition switched off.

probe) probe)
2 3 ± 60 Ω
Checking data, catalytic convertor temperature sensors ECU (D419)
D374 EAS-3 ECU

D420 PCI ECU

D374 D419 Function
B14 3 A-CAN High
B15 2 A-CAN Low
1 Earth
4 Power supply
Wiring harness connector D419 front view
Component & wiring check, catalytic convertor temperature sensors ECU (D419)
Preparation

probe) probe)
4 1 Ubat

negative
pole
Component & wiring check, A-CAN
Preparation

probe) probe)
2 3 ± 60 Ω
Checking data, NOx sensor after catalyst (F843)
D374 EAS-3 ECU

D420 PCI ECU
D374 F843 Function
B14 3 A-CAN High
B15 2 A-CAN Low
1 Power supply
4 Earth
Wiring harness connector F843 front view
Wiring check, NOx sensor after catalyst (F843)
Preparation

probe) probe)
1 4 Ubat

negative
pole
Wiring check, A-CAN
Preparation

probe) probe)
2 3 ± 60 Ω
Checking data, NOx sensor before catalyst (F844)
D374 EAS-3 ECU

D420 PCI ECU

D374 F844 Function
B14 3 A-CAN high
B15 2 A-CAN low
1 Power supply after ignition
4 Earth
Wiring harness connector D420.B front view Wiring harness connector F844 front view
Component connector D374.B front view
Handle connectors and pins with care and use matching measuring probes.
Component check, NOx sensor before catalyst (F844)

This type of component cannot be checked with a
multimeter/oscilloscope. Perform the following to assess the
component:
 monitor/test the component with DAVIE.
 perform the wiring check (see below).
Wiring check, NOx sensor before catalyst (F844)
Preparation
 Ignition switched off

 Disconnect connector F844
F844

probe) probe)
1 4 Ubat Switch on the ignition
4 Battery <0.5 V Switch on the ignition and switch on all consumers

negative
pole
2 3 ± 60 Ω  Switch off the ignition
 Disconnect the Vehicle Communication Interface (VCI) of DAVIE.
Checking data, AdBlue temperature/level sensor (F870)
D374 EAS-3 ECU

F870 urea temperature/level sensor
D374 F870 Function
A22 3 Tank temperature sensor signal
A39 4 Tank temperature sensor earth
A40 2 Tank level sensor earth
B58 1 Tank level sensor signal
Component connector F870
Component check, AdBlue tank temperature sensor
Preparation
 Measure on AdBlue temperature/level sensor (F870).

probe) probe)
3 4 ±3642 Resistance value at -20°C [-4°F]

Ω
±2231 Resistance value at -10°C [14°F]
Ω
±1408 Resistance value at 0°C [32°F]
Ω
Ω
Ω
Ω
Ω
Ω
Component check, AdBlue tank level sensor
Preparation
 Remove the AdBlue temperature/level sensor (F870) from
the AdBlue tank.
 Measure on AdBlue temperature/level sensor (F870).
 Check the resistance value in the maximum (H=100%)
and minimum (H=0%) position.
 Check the resistance value for the intermediate positions.

probe) probe)
1 2 See Resistance value depends on the float

chart height (H), for the corresponding value
see the chart.
±4704 Resistance value at H=0% (AdBlue tank
Ω empty)
±110 Resistance value at H=100% (AdBlue
Ω tank full)
H Height of the float (%)

R Resistance value (Ω)
Checking data, pump module (L074)
Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX_EPA13', 'XF_E6'
D374 EAS-3 ECU
E444 Fuse, EAS 2nd

L074 pump module
R042 pump heater relay
D374 L074 R042 Function
A17 4 earth, AdBlue pressure sensor
A56 11 signal, reverting valve
A63 6 earth, relay line heating
B2 8 earth, AdBlue pump motor
B33 4 signal, relay line heating
B34 12 Earth, reverting valve
B45 3 Signal, AdBlue pressure sensor
B46 9 Power supply, AdBlue pump motor
B48 10 Signal, AdBlue pump motor
B57 2 Power supply, AdBlue pressure sensor
6 Earth heater element
5 8 Power supply, heater element
Connector pump module (L074) Wiring harness connector (L074)
Component & wiring check, AdBlue pressure sensor
Preparation
 Disconnect connector L074
 Measure on connector L074.

probe) probe)
2 4 4.75 -
5.25
V
Component check, heater element
Preparation
 Disconnect connector L074.
 Measure on the pump module (L074).
Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX-11_E6_CS',
'MX-13_E6_CS', 'XF_E6'

probe) probe)
5 6 6.0 Ω Cold resistance at 23°C ± 5°C [73°F ±

± 1 Ω 9°F]
Component check, reverting valve
Preparation
 Measure on the pump module (L074).
Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX-11_E6_CS',
'MX-13_E6_CS', 'XF_E6'

probe) probe)
11 12 21.1 Cold resistance at 23°C ± 5°C [73°F ±

Ω ± 3 9°F]
Ω
Checking data, tank heater valve (L076)
D374 EAS-3 ECU

L076 tank heater valve
D374 L076 Function
B47 1 Signal, valve tank heater
A55 3 Earth, valve tank heater
Tank heater valve (L076) front view
Component check, tank heater valve
Preparation
 Measure on the tank heater valve (L076).

probe) probe)
1 3 32 Ω ± 5% at 20°C
Checking data, AdBlue dosing valve (L123)
L123 AdBlue dosing valve
D374 L123 Function
A77 1 Signal, AdBlue dosing valve
A53 2 Earth, AdBlue dosing valve
AdBlue dosing valve (L123)
Component check, AdBlue dosing valve (L123)
Preparation
 Remove connector L123.
 Measure on the AdBlue dosing valve (L123).

probe) probe)
1 2 11 - 13 Ω at 20°C
Checking data, fuel dosing valve (L124)
D374 EAS-3 ECU

L124 fuel dosing valve
D374 L124 Function
A5 1 Signal, fuel dosing valve
A29 3 Earth, fuel dosing valve
Component connector L124 front view
Component check, fuel dosing valve (L124)
Preparation
 Measure on the fuel dosing valve (L124).

probe) probe)
1 3 0.5 - 2.0 Ω Measured at 20°C (68°F)
Checking data, fuel intake module (L135)
D374 EAS-3 ECU

L135 fuel intake module
D374 L135 Function
A18 B2 Earth, fuel pressure sensor
A72 B3 Signal, fuel pressure sensor
A89 B1 Supply voltage, fuel pressure sensor
A32 C1 Signal, air shut-off valve
A79 C2 Earth, air shut-off valve
B7 A1 Signal, fuel shut-off valve
B21 A2 Earth, fuel shut-off valve
Wiring harness connector L135.A front view Wiring harness connector L135.B front view
Air shut-off valve connector L135.C front view Pressure sensor L135.B front view
Wiring check, pressure sensor
Preparation
 Disconnect connector L135.B
 Measure on connector L135.B.

probe) probe)
B1 B2 5 V ± 0.25
V
Component check, pressure sensor
Preparation
 Disconnect connector L135.B.
 Measure on the pressure sensor connector L135.B.

probe) probe)
B3 B2 37 - 68 kΩ at 20°C
B3 B1 1.4 - 2.6 kΩ at 20°C
B1 B2 46 - 67 kΩ at 20°C
Component check, air shut-off valve
Preparation
 Disconnect connector L135.C.
 Measure on the air shut-off valve connector L135.C.

probe) probe)
C1 C2 7.6 - 8.4 Ω at 20°C
Component check, fuel shut-off valve
Preparation
 Disconnect connector L135.A.
 Measure on the fuel shut-off valve, connector L135.A.

probe) probe)
A1 A2 7.6 - 8.4 Ω at 20°C
Components
DPF pressure sensor (F837)
The DPF pressure sensor measures the pressure before and after the DPF.
 The DPF pressure sensor has two output signals:

 the pressure after the DPF.
 the differential pressure over the DPF.
Effect on the system:

 Determining the soot load of the DPF. This is an indication
of the amount of soot in the DPF.
 The pressure after the DPF (the back pressure) is used to
determine crystallisation on the SCR.
 DPF diagnostics.
DOC/DPF temperature sensors ECU (D418)

The exhaust gas temperature is measured at three different positions in the DOC/DPF unit.
 The temperature sensors are connected to the DOC/DPF

temperature sensors ECU (D418).
 The DOC/DPF temperature sensors ECU (D418) transmits
the temperature sensor values to the A-CAN.
 The temperature sensors cannot be disconnected or
replaced separately from the DOC/DPF temperature

sensors ECU (D418).
 The temperature sensors are thermocouple sensors.
D418DOC/DPF temperature sensors ECU

Exhaust gas temperature sensor before DOC (F838)

 Measure the exhaust gas temperature before the DOC.

 To calculate the temperature rise over the DOC, in
combination with the signal of the exhaust gas
temperature sensor before DPF (F839).
 Determining if a regeneration can be started.
 Calculation of the amount of fuel that must be injected.
 Determining if the NOx sensor before the catalyst must be
heated up to the operating temperature.
 Warning activation if the exhaust gas temperature before
the DOC is too high.
Exhaust gas temperature sensor before DPF (F839)

 Measure the exhaust gas temperature before the DPF.

 To calculate the temperature rise over the DOC, in
combination with the signal of the exhaust gas
temperature sensor before DOC (F838).
 Determining if a regeneration is started.
 Control the regeneration temperature.
 Calculation of the amount of fuel that must be injected.
 Diagnose the DOC efficiency.
the DPF is too high.
Exhaust gas temperature sensor after DPF (F840)

 Measure the exhaust gas temperature after the DPF.

 Protect the DPF against temperatures that are too high.
 Warning activation if the exhaust gas temperature after the
DPF is too high.
Catalytic convertor temperature sensors ECU (D419)

The exhaust gas temperature is measured before and after the SCR catalyst.
 The temperature sensors are connected to the catalytic

convertor temperature sensors ECU (D419).
 The catalytic convertor temperature sensors ECU (D419)
transmits the temperature sensor values to the A-CAN.
 The temperature sensors cannot be disconnected or
replaced separately from the catalytic convertor
temperature sensors ECU (D419).
 The temperature sensors are thermocouple sensors.
D419Catalytic convertor temperature sensors ECU

Exhaust gas temperature sensor before catalyst (F841)

 Measure the exhaust gas temperature before the SCR
catalyst.

 Determine if AdBlue must be injected.
 Influence on the AdBlue dosing quantity.
 Determining if an SCR catalyst is present.
catalyst is too high.
Exhaust gas temperature sensor after catalyst (F842)

 Measure the exhaust gas temperature after the SCR
catalyst.

 Determine if AdBlue must be injected.
 Influence on the AdBlue dosing quantity.
 Determining if an SCR catalyst is present.
 Warning activation if the exhaust gas temperature after
catalyst is too high.
 Determining if the NOx sensor after the catalyst must be
heated up to the operating temperature.
NOx sensor after catalyst (F843)

The NOx concentration tail pipe out is measured in the exhaust gases after the SCR catalyst.
The NOx sensor after catalyst consists of:

 Electronic control unit;
This unit communicates with the PCI ECU and EAS-3
ECU via A-CAN
 Sensor element;
The sensor element contains an internal heater. The
sensor cannot be separated from the electronic control
unit.
Sensor heating control

 the first stage starts when the ignition is switched on.
The sensor is heated up to approximately 100°C [212°F] and any condensate evaporates from the sensor.
 the second stage starts after the 'dew point' message is received from the PCI ECU
The sensor is heated up to its operating temperature of approximately 800°C [1472°F]. The PCI ECU determines the dew
point by calculating how much energy (heat by burning fuel in the engine) is pumped through the exhaust.
If the dew point message is not/no longer received, the temperature sensor stays at/drops to the standby temperature of
approximately 100°C [212°F].
 It is possible to read out the NOX sensor value with DAVIE, but only when the dew point has been reached. Until then a
default value of 3000 ppm is displayed in DAVIE.

 Measures the amount of NOx after the catalyst in order to
determine if the NOx level is within the limits.
 Used to determine the AdBlue quantity to be injected.
 Used to diagnose the SCR efficiently.
NOx sensor before catalyst (F844)

The NOx concentration emitted by the engine is measured in the exhaust gases after the BPV valve.
The NOx sensor before catalyst consists of:

 electronic control unit;
This unit communicates with the PCI ECU and EAS-3
ECU via A-CAN
 sensor element;
The sensor element contains an internal heater. The
sensor cannot be separated from the electronic control
unit.
Sensor heating control

 the first stage starts when the ignition is switched on.
The sensor is heated up to approximately 100°C [212°F] and any condensate evaporates from the sensor.
 the second stage starts after the 'dew point' message is received from the PCI ECU
The sensor is heated up to its operating temperature of approximately 800°C [1472°F]. The PCI ECU determines the 'dew
point' by calculating how much energy (heat by burning fuel in the engine) is pumped through the exhaust.
If the 'dew point' message is not/no longer received, the sensor temperature stays at/drops to the standby temperature of
approximately 100°C [212°F].
 It is possible to read out the NOx sensor value with DAVIE, but only when the dew point is reached. Until then a default
value of 0 ppm is displayed in DAVIE.

 Controlling the engine NOx emission;
 to determine the AdBlue dosing amount by the EAS-3 system.
A higher measured engine NOx emission results in a higher AdBlue dosing amount.
AdBlue temperature/level sensor (F870)
The AdBlue temperature/level sensor measures the temperature and the level in the AdBlue tank.
 The level is measured with microswitches (reed switches)

in combination with resistors.
 The microswitches are closed by a magnetic float.
1 Engine coolant connection

2 AdBlue connection
3 AdBlue connection
4 AdBlue level sensor with microswitches

 The AdBlue tank level is displayed on the instrument panel.
 Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX-11_E6_CS', 'MX-13_E6_CS', 'XF_E6'
An empty AdBlue tank can cause an engine power derate.

 Determine if the AdBlue tank must be heated.
Pump module (L074)
Connection points:
 AdBlue pressure line (A)
 AdBlue return line (B)
 AdBlue inlet line (C)
The following components are mounted inside the pump

module:
 Temperature sensor (1)
 AdBlue pump motor (2)
 Reverting valve (3)
 Temperature switch, heater element (4)
 AdBlue pressure sensor (5)
 AdBlue filter (6)
 Heater element, pump module (7)

 Orifice (8)
 Check valve (9)
Temperature sensor
 The temperature sensor measures the temperature inside
the pump module (L074).
 The temperature signal is used to determine whether the
pump module must be started up or heated.
AdBlue pump motor

 The AdBlue pump is a diaphragm pump that pumps the
AdBlue under pressure to the AdBlue dosing valve.
 The AdBlue pump is controlled with a duty cycle.
 The pump speed depends on the quantity of AdBlue to be
injected.
 The AdBlue pressure does not depend on the quantity of
AdBlue to be injected.
Reverting valve
 This valve is engaged during the purge cycle.
 The AdBlue inside the pressure line and inlet line is
pumped back into the AdBlue tank.
Temperature switch, heater element

 The temperature sensor measures the temperature of the
heater element.
 This switch is used to control the heater elements in the
pump module and prevent them from overheating.
AdBlue pressure sensor

 The pressure sensor measures the pressure of the AdBlue
after the AdBlue filter.
 The measured pressure is used by the ECU to control the
AdBlue pump speed.
AdBlue filter
The AdBlue is filtered before it is pumped to the pump module.
Heater element, pump module

 The pump module is defrosted and heated by electrical
heater elements located inside the pump module.
 These heater elements prevent the AdBlue from freezing
during operation of the pump module.
 Defrosting of the pump module is closed-loop controlled
based on the temperature sensor inside the pump
module for temperatures below -4°C.
 Heating of the pump module is open-loop controlled based

on the ambient temperature sensor with a hysteresis.
The heating is switched on below 5°C and is switched off
at 10°C. The duty cycle depends on the ambient
temperature.
Check valve
The check valve ensures an overpressure of the AdBlue in the
pump module when the pump module is filled with AdBlue.
Orifice
 The orifice in the return line assists the pump to maintain
the operating pressure.
 The orifice ensures that a constant quantity of AdBlue
flows from the return line to the tank. Back flow of AdBlue
occurs at low injected quantities and in situations where
AdBlue is not injected.
Tank heater valve (L076)

The tank heater valve controls the engine coolant flow through the AdBlue tank.
 The tank heater valve is actuated by a PWM signal.

 The valve is fully opened or fully closed.
 The tank heating is based on the AdBlue tank temperature
sensor value.
 Tank heating can only be engaged if the engine coolant is
higher than a programmed value.
1 Coolant supply
2 Coolant return
Effect on the system

 The tank is heated to prevent the AdBlue from freezing or
to defrost the AdBlue.

The AdBlue dosing valve doses AdBlue into the exhaust system before the SCR catalyst.
 The AdBlue valve is actuated by a PWM signal.

 The longer the solenoid is activated the more AdBlue is
injected.
 The dosing valve is connected to the engine cooling
system to limit the temperature.
1 AdBlue supply
2 Coolant supply and return

 Dosing AdBlue into the exhaust system.
Fuel dosing valve (L124)
During an active or stationary DPF regeneration, the fuel dosing valve doses fuel into the exhaust system before the Diesel
Oxidation Catalyst.
 The fuel dosing valve is actuated by a PWM signal.

 The fuel dosing valve is connected to the engine cooling
system to limit the temperature of the nozzle.
 The longer the solenoid is activated the more fuel is
injected.
1 Coolant return
2 Fuel supply
3 Coolant supply

 Dosing fuel into the exhaust system.
 To raise the temperature of the exhaust gas in order to 'burn' soot in the DPF.
 To raise the temperature of the aftertreatment system during a regeneration.
Fuel intake module (L135)
The fuel intake module controls the fuel supply and air supply in
the aftertreatment fuel system.
1 Fuel from fuel filtration module

2 Fuel to fuel dosing valve (L124)
3 Air shut-off valve
4 Air supply
5 Fuel shut-off valve
6 Pressure sensor
Fuel pressure sensor

 The fuel pressure sensor (6) measures the fuel pressure
after the fuel shut-off valve (5).
 The fuel pressure value is used to calculate the amount of
fuel that must be injected by the fuel dosing valve (L124).
 The fuel pressure is used to diagnose a clogged and/or
leaking dosing system.
Fuel shut-off valve

 The fuel shut-off valve (5) supplies fuel from the fuel
filtration module to the fuel dosing valve (2).
Air shut-off valve

 The air shut-off valve (3) purges the fuel line with air to
empty the fuel line to the fuel dosing valve after the fuel
supply has stopped.
Fuel intake module rest position

 During the soot collection phase in the DPF, the fuel shut-
off valve (D2) is closed. No fuel is supplied from the
engine fuel gallery (B) to the fuel dosing valve (G).
 The air shut-off valve (D3) is closed. No air from the air
supply (C) is supplied to the fuel dosing valve (G).
Fuel intake module fuel released
 For active regeneration of the Diesel Particulate Filter, fuel

is injected in the exhaust system.
 The fuel shut-off valve (D2) is activated. Fuel flows from
the engine fuel gallery (B) to the fuel dosing valve (G).
 The fuel pressure is measured by the fuel pressure sensor
(D7).
 The check valve (D6) prevents fuel from entering the air
circuit.
Fuel intake module air released

 After the DPF regeneration is finished, the fuel shut-off
valve (D2) is closed.
 The fuel intake module (D) and the fuel dosing valve (G)
are purged of air.
 The air shut-off valve (D3) and the fuel dosing valve (G)
are activated. Air flows to the fuel dosing valve (G).
 The diesel in these components is purged into the exhaust
gas flow.
 The orifice (D5) is placed in the air circuit to ensure a
constant air flow when the air shut-off valve (E) is
activated.
Functions
Soot collection phase
Soot collection
Between regenerations, the DPF system is in the soot

collection phase.
At lower temperatures, there is not enough nitrogen dioxide in
the exhaust gas after the DOC (K1) to burn all the soot during
passive regeneration. The soot particles are now 'collected' in
the DPF (K2). The amount of soot in the DPF (K2) is calculated
by the soot predictor that is programmed in the EAS-3 ECU (A)
in combination with the delta pressure sensor (L).
Soot levels
The DPF can reach different soot levels depending on the soot
level calculation. There are four different soot levels. The higher
the soot level, the more soot is collected in the DPF.
Mobile Stationary regeneration

regeneration
Soot Possible Not possible
collection (when the
phase soot load is
(DAVIE: above a
normal) threshold
value)
Soot level Possible Possible
1 (DAVIE:
low)
2 (DAVIE:
medium)
3 (DAVIE:
high)
Soot level Not possible Not possible
4 (DAVIE:
severe)
When the ignition is switched off, the level for the amount of
soot that is collected is stored in the EAS electronic unit.
DPF regeneration
Regeneration types
1. Passive regeneration.
The DPF collects soot. If the temperature of the exhaust system rises above a certain level during vehicle use, the soot
is burnt automatically in the DPF.
This is a continuous process and no warning is shown on the master display.
2. Active regeneration.
When the soot level is above a certain level, the EAS must burn the collected soot actively.
If the exhaust gas temperature is not high enough, the temperature is raised by injecting fuel into the exhaust system.
3. Stationary regeneration.
Because the system was not able to perform a successful active regeneration, the soot content in the DPF is too high.
Engine power is derated and it is only possible to park the vehicle safely and initiate a regeneration when the vehicle is
at standstill.
Initiate a forced stationary regeneration as soon as possible. Within a limited time the soot level goes up to such a level
that a DAF Service dealer must service the vehicle.
Regeneration start-up
Before regeneration is started, the system carries out the fuel
pressure test. The fuel dosing valve (G) is activated briefly and
the remaining pressure is released. The pressure measured
with the fuel pressure sensor (D7) must be lower than the
programmed value. When the pressure is lower than the
programmed value, the fuel dosing valve (G) is deactivated.
Now the air shut-off valve (E) is activated briefly and a pressure
rise is measured with the fuel pressure sensor (D7). When the
pressure rise is measured, the air shut-off valve (E) is
deactivated. When the fuel shut-off valve (D2) is activated, fuel
from the engine fuel gallery (B) flows via the fuel filter (D1) and
check valve (D3) to the fuel dosing valve (G). The fuel dosing
valve (G) is activated briefly to bleed the fuel pipe between the
fuel intake module (D) and the fuel dosing valve (G). Now the
system is ready to inject fuel into the exhaust. The amount of
fuel injected is controlled by activating the fuel dosing valve (G)
with a duty cycle, which also depends on the measured fuel
pressure. The fuel pressure is measured by the fuel pressure
sensor (D7).
Regeneration
Regeneration is triggered based on time or the soot predictor:
 At least one regeneration must take place every 50 hours
of engine running.
 The soot level is above the threshold value. When the
temperature of the exhaust gas before the DOC is above
250°C [482°F] and the exhaust mass flow rates are high
enough, mobile regeneration is started.
When the temperature before the DPF reaches approximately
525°C [977°F], regeneration is started. The engine keeps
running in regeneration mode. The EAS-3 system tries to
maintain the correct temperature behind the DPF by injecting
more or less fuel. This temperature is measured using the
exhaust temperature sensor after the DPF (J). The amount of
injected fuel is controlled by activating the fuel dosing valve (G)
with a duty cycle in combination with the fuel pressure which is
measured by the fuel pressure sensor (D7). The soot particles
in the DPF are 'burnt' by the oxygen in the exhaust gas. During
regeneration, the temperature of 525°C [977°F] will rise to
approximately 575°C [1067°F] when the soot load decreases.
In this way, the outer periphery of the DPF is cleaned when
changes to uncontrolled regeneration are minimised.
The exhaust temperature sensor after the DPF (J) monitors the
temperature to ensure it
does not go too high. If the temperature increase is too high,
regeneration is aborted and a warning lamp illuminates on the
dashboard.
DPF regeneration shutdown

When regeneration is complete, the fuel shut-off valve (D2) is
deactivated to stop the fuel supply to the fuel dosing valve (G).
After activation of the fuel dosing valve (G), the air shut-off
valve (D3) is activated. The diesel in the fuel intake module (D),
the supply pipe to the fuel dosing valve and the fuel dosing
valve (G) is purged into the exhaust gas flow. The fuel dosing
valve (G) and the air shut-off valve (D3) are activated for about
30 seconds to make sure all the diesel is purged. When all the
diesel is purged, the fuel dosing valve (G) and the air shut-off
valve (D3) are no longer activated.
Stationary regeneration
If the temperature of the exhaust gas before the DOC is below
250°C [482°F] and there is a certain amount of soot collected in
the DPF, the driver can perform a stationary regeneration. The
driver is notified by the DPF warning lamp on the dashboard
that a stationary regeneration is possible and required.
A regeneration switch is mounted on the dashboard. When the
switch is pressed, a CAN message is sent to the engine
management system. When the engine allows a stationary
regeneration, a CAN message is sent to the EAS-3 ECU. The
engine management system closes the Back Pressure Valve
and revs up the engine speed to approximately 1250 rpm. The
exhaust gas temperature now rises. When the temperature
before the DOC rises above 250°C [482°F], the EAS-3 system
goes into the regeneration start-up phase. From this phase, it
performs the normal regeneration cycles.
Conditions for activation

Stationary regeneration can only be activated if:
 the engine is running at idle and
 the fast idle control is not active and
 the vehicle speed = 0 and
 the PTO is not used (depending on the parameters of the
engine management system) and
 the throttle is not operated and
 the service brake is not operated and
 the park brake is operated and
 the clutch is not operated (not applicable for automatic
transmissions) and
 the transmission is in neutral and
 the engine management system allows a stationary
regeneration (for example, coolant temperature above a
certain value) and
 the regeneration inhibit position is not selected on the
control switch.
Extended engine idling

During a long period of engine idling or increased engine idling,
HCs (unburnt fuel) coming from the engine are stored in the
DOC, the DPF and the SCR catalyst. When the stored HC level
is too high, the driver is asked to perform a stationary
regeneration to burn off the stored HCs in a controlled manner.
This is to prevent a high thermal load on the DOC, the DPF and
the SCR system when driving off, immediately followed by a
drop-to-idle event just as the aftertreatment system reaches
light-off temperature (starts to burn the accumulated HCs).
The engine idling time after which a stationary regeneration has
to be performed depends on the engine speed and is
calculated by the EAS-3 unit. When idling between 650 and
950 rpm, stationary regeneration is required after 10 hours.
When the DPF soot level is lower than 1, the regeneration
takes about 10 minutes. When the soot level is between 1 and
3, a complete regeneration is performed.
SCR system description
Standby phase
When the ignition is switched on, voltage is supplied to the
EAS-3 unit (A). The system initiates the standby phase and a
CAN message for the AdBlue level is sent. The CAN message
is used to activate the AdBlue level gauge. In the standby
phase, a number of checks are carried out that are required to
ensure the correct injection quantity.
The system switches to the 'no pressure control phase' when
there are no faults in the system that prohibit a start-up.
No pressure control phase

During this phase, the system checks if the heaters must be
switched on. The temperature of the pump module (C) is
checked. This signal originates from the pump module
temperature sensor (C1). If the temperature is below -4°C [25°
F], the pump module (C) is supposed to be frozen.
Also, the temperature of the AdBlue tank (I) is checked. This
signal originates from the AdBlue tank temperature sensor (J2).
If the temperature is below -5°C [23°F], the AdBlue tank (I) is
supposed to be frozen.
The system switches to the 'pressure control phase' when the
pump module (C) is not frozen and the engine is running. The
engine running signal comes via the A-CAN. Switching to the
'pressure control phase' is not dependent on the tank
temperature or ambient temperature.
Pressure control phase

When the engine is running (engine running signal), the system switches to the 'pressure control phase'. The 'pressure control
phase' comprises the following sub phases:
Prime
During this phase, the AdBlue pump (C2) starts up and the
dosing valve (K) is activated. The AdBlue runs from the tank (I)
via the filter (I2) to the inlet line, then via the reverting valve
(C3) to the AdBlue pump (C2). From the AdBlue pump (C2),
the AdBlue runs via the reverting valve (C3) and the pressure
line to the dosing valve (K). The system is vented via the
dosing valve (K). It takes about 30 seconds to prime the
system.
Pressure build-up
During this phase, the last part of the pressure line and the
dosing valve (K) is vented and the system is pressurised. The
dosing valve (K) is activated and pulsates until pressure build-
up is measured at the pressure sensor (C5). When pressure
build-up is measured, the dosing valve (K) is not activated
anymore and the AdBlue pump (C2) will build up pressure up to
+/- 9 bar.
When the pressure has built up, the system switches to
'detection mode'.
If pressure build-up is not possible, for instance due to a
blocked inlet line, and the system is not supposed to be frozen,
three pressure build-up attempts are made. If pressure is still
not built up after three attempts, the system switches to the
'pressure reduction phase' and an active fault is stored.
Detection mode
During this phase, the dosing valve (K) is checked for
blockages. When the system pressure is 9 bar, the AdBlue
pump (C5) stops. Now the dosing valve (K) is activated for a
short period. The system will measure a pressure reduction at
the pressure sensor (C5) when the dosing valve (K) is opened.
When the dosing valve (K) is open, the system switches to the
'dosing phase'.
Dosing
During this phase, the system is ready to inject AdBlue. The
quantity of AdBlue is controlled by controlling the dosing valve
(K) with a specific duty cycle.
A specific quantity of AdBlue is injected depending on the
exhaust gas mass flow, the reading of the NOx sensor before
the catalyst, the reading of the exhaust gas temperature sensor
before the catalyst (N) and the reading of the exhaust gas
temperature sensor after the catalyst (P). The CAN message
from the exhaust gas mass flow and the NOx sensor before the
catalyst comes from the engine via the A-CAN. Whenever the
reading of the NOx sensor before the catalyst is not available,
the quantity of injected AdBlue depends on the NOx predictor
from the engine management system. The pressure of the
AdBlue in the pump module (C) is kept constant.
The system switches to the 'pressure reduction phase' when
the engine is switched off (engine running signal).
Pressure reduction phase

During this phase, the AdBlue pressure is reduced.
When the engine is switched off (engine running signal), the
dosing valve (K) is not activated anymore, the reverting valve
(C3) is activated and the AdBlue pump (C2) is still running. Due
to the reverting valve (C3), the inlet line and the pressure line
are swapped. The pressure line is depressurised via the
reverting valve (C3), the AdBlue pump (C2), the reverting valve
(C3) and the inlet line to the tank. It takes about two to five
seconds to depressurise the system.
After the pressure is reduced, the system switches to the
'afterrun phase'.
Afterrun phase
Waiting to purge
During this phase, the system waits until the exhaust gas flow
is out of the exhaust. This is to prevent exhaust gases entering
the SCR system. The AdBlue pump (C2), the dosing valve (K)
and the reverting valve (C3) are not activated. The temperature
wait time is about five seconds.
When this time has elapsed, the system switches to the
'purging phase'.
Purging
During this phase, the complete system is purged of AdBlue.
To empty the system, the dosing valve (K) is opened and the
reverting valve (C3) is activated. Due to the reverting valve
(C3), the inlet line and the pressure line are swapped. The
AdBlue pump (C2) is started and the AdBlue runs from the
pressure line via the reverting valve (C3) to the AdBlue pump
(C2). From the AdBlue pump (C2), the AdBlue runs back to the
tank via the reverting valve (C3) and the inlet line. It takes
about 45 seconds to empty the system.
After the emptying phase is complete, the system switches to
the 'waiting for shut-off' phase.
Waiting for shut-off

During this phase, the system waits until all relevant CAN
messages from other systems are no longer sent. When CAN
messages are no longer received, any possible faults are
stored and the system is shut off.
NOx sensor reading
NOx sensor before catalyst (F844)
Start-up and measuring

1. Exhaust gas
temperature after
BPV (F853) >
150°C.
DAVIE reading
NOx sensor
before catalyst
(F844):
 Raw value: 0 F844 NOx sensor before catalyst
ppm. F853 Temperature sensor after BPV
A Dew point reached
 Corrected
B Corrected value measuring
value: 0 ppm.
2. After 105 seconds
the NOx sensor's
dew point will be
reached.
DAVIE reading
NOx sensor
before catalyst
(F844):
 Raw value: 0
ppm.
 Corrected
value: 0 ppm.
3. A few seconds
before stable
reading.
DAVIE reading
NOx sensor
before catalyst
(F844):
 Raw value:
actual ppm.
 Corrected
value: 0 ppm.
4. 120 seconds after
dew point the NOx
sensor is
measuring.
DAVIE reading
NOx sensor
before catalyst
(F844):
 Raw value:
actual
reading.
 Corrected
value: actual
reading
(corrected).
Stand-by
1. Exhaust gas temperature after BPV (F853) < 80°C.
DAVIE reading NOx sensor before catalyst (F844):
 Raw value: fixed/frozen at the last actual reading.
 Corrected value: 0 ppm.
2. Exhaust gas temperature after BPV (F853) > 150°C.
 The complete start-up and measuring sequence is
run through.
F844NOx sensor before catalyst
F853Temperature sensor after BPV
C Corrected value standby
Start-up and measuring

1. Exhaust gas
temperature after
catalyst (F842) >
200°C.
DAVIE reading
NOx sensor after
catalyst (F843):
 Raw value: 0
ppm. F842 Exhaust gas temperature sensor after catalyst
 Corrected
A Dew point reached
value: 3000
B Corrected value measuring
ppm.
2. After 60 seconds
the NOx sensor's
dew point will be
reached.
DAVIE reading
NOx sensor after
catalyst (F843):
 Raw value: 0
ppm.
 Corrected
value: 3000
ppm.
3. A few seconds
before stable
reading.
DAVIE reading
NOx sensor after
catalyst (F843):
 Raw value:
actual ppm.
 Corrected
value: 3000
ppm.
4. 150 seconds after
dew point the NOx
sensor is
measuring.
DAVIE reading
NOx sensor after
catalyst (F843):
 Raw value:
actual
reading.
 Corrected
value: actual
reading
(corrected).
Stand-by
1. Exhaust gas temperature after catalyst (F842) < 170°C.
DAVIE reading NOx sensor after catalyst (F843):
 Raw value: fixed/frozen at the last actual reading.
 Corrected value: 3000 ppm.
2. Exhaust gas temperature after BPV (F853) > 200°C.
 The complete start-up and measuring sequence is
run through.
F842Exhaust gas temperature sensor after catalyst
F843NOx sensor after catalyst
C Corrected value standby
Location
EAS-3 ECU (D374)
DOC/DPF temperature sensors ECU (D418)

Catalytic convertor temperature sensors ECU (D419)
DPF pressure sensor (F837)
Exhaust gas temperature sensor before DOC (F838)

Exhaust gas temperature sensor before DPF (F839)

Exhaust gas temperature sensor after DPF (F840)

Exhaust gas temperature sensor before catalyst (F841)

Exhaust gas temperature sensor after catalyst (F842)


NOx sensor before catalytic convertor (F844)

Applicable for 'CF_E6_CS', 'CF_MX-13_E6', 'MX-13_E6_CS', 'XF_E6', MX-13
Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'MX-11_E6_CS', 'XF_E6', MX-11
AdBlue temperature/level sensor (F870)

Applicable for 'CF_E6_CS', 'MX-11_E6_CS', 'MX-13_E6_CS'
Applicable for 'CF_E6_CS', 'MX-11_E6_CS',

'MX-13_E6_CS' Location and shape of the AdBlue tank as well as the installed components may vary
depending on vehicle application.
See OEM service documentation for the specific location information
Pump module (L074)

Applicable for 'CF_E6_CS', 'MX-11_E6_CS', 'MX-13_E6_CS'
Applicable for 'CF_E6_CS', 'MX-11_E6_CS',

'MX-13_E6_CS' Location and shape of the AdBlue tank as well as the installed components may vary
depending on vehicle application.
See OEM service documentation for the specific location information.
Tank heater valve (L076)

Fuel dosing valve (L124)

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'MX-11_E6_CS', 'XF_E6'
Fuel intake module (L135)

This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this information may change
daily. Therefore the provided information is only valid on 22-05-2015. You cannot derive any rights from the information provided with respect to vehicles and/or
components of another series, with another chassis number and/or of another date.

EAS-3 - Emmision Aftertreatment System

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EAS-3, Emission Aftertreatment System

D400 central box

Overview, PCI/EAS-3 Air management

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'MX-11_E6_CS', 'MX-13_E6_CS', 'XF_E6'

13 "Fuel shut-off valve"

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'XF_E6'

D374 EAS-3 ECU

B3 Power supply before ignition

B5 Power supply before ignition

B41 Power supply after ignition

Wiring harness connector D374.B front view

Wiring check, power supply and earth

Pin (+ Pin (- Value Additional information

B4 Battery <0.5 V Switch all consumers on

B6 Battery <0.5 V Switch all consumers on

Checking data, A-CAN

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'XF_E6'

D374 EAS-3 ECU

Pin D420 D374 Function

B48 B14 A-CAN high

B56 B15 A-CAN low

Component connector D420.B Wiring harness connector D420.B front view

Component connector D374.B Wiring harness connector D374.B front view

Circuit check, A-CAN & wiring

Preparation EAS-3 side

 Disconnect connector D374.B.

Pin (+ Pin (- Value Additional information

B14 B15 ± 120 Ω Connector D420.B must be connected to PCI ECU.

Preparation PCI side

Pin (+ Pin (- Value Additional information

B48 B56 ± 120 Ω Connector D374.B must be connected to EAS-3 ECU.

Component check, ECU EAS-3 (D374) A-CAN

Pin (+ Pin (- Value Additional information

B14 B15 ± 120 Ω

Component check, ECU PCI (D420) A-CAN

Pin (+ Pin (- Value Additional information

B48 B56 ± 120 Ω

Checking data, DPF pressure sensor (F837)

D374 EAS-3 ECU

D374 F837 Function

A70 2 Signal, delta pressure over DPF

B32 3 Signal, pressure after DPF

B42 4 Power supply

Wiring harness connector F837 front view

Component check, DPF pressure sensor (F837)

Pin (+ Pin (- Value Condition

1 Battery < 0.5V Switch all consumers on.

Checking data, DOC/DPF temperature sensors ECU (D418)

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'XF_E6'

D400 central box

D374 D418 Function

B14 3 A-CAN High

B15 2 A-CAN Low

Wiring harness connector D418 front view

Component & wiring check, DOC/DPF temperature sensors ECU (D418)

Pin (+ Pin (- Value Additional information

1 Battery < 0.5 V Switch on all consumers

Component & wiring check, A-CAN

Pin (+ Pin (- Value Additional information

Checking data, catalytic convertor temperature sensors ECU (D419)

Applicable for 'CF_E6_CS', 'CF_MX-11_E6', 'CF_MX-13_E6', 'XF_E6'

D374 EAS-3 ECU

F843 NOx sensor after catalyst