SCR

2 Ammonia slip catalytic converter B Exhaust (from DPF)

3 SCR catalytic converter
A Exhaust (from DPF)
B Exhaust (from DPF)
C AdBlue®
D Exhaust (end product)

AdBlue® is converted to ammonia (NH3) in the hot exhaust flow, which then
flows further to the SCR catalytic converter. In the honeycombs of the SCR catalytic
converter, the nitrogen oxides (NOX) meet the ammonia (NH3). Heat is released in
the process and the ammonia (NH3) reacts with the nitrogen oxides (NOx) to form
nitrogen (N2) and water (H2O) (Selective Catalytic Reduction). This reaction only
takes place after the SCR catalytic converter has reached an operating temperature
of 250 °C. After the SCR catalytic converter, the exhaust flows through the ammonia
slip catalytic converter before escaping into the atmosphere. There the unused
ammonia (NH3) reacts with the residual oxygen (O2) in the exhaust to form nitrogen
(N2) and water (H2O) due to the platinum on the ceramic surface. In addition, some
of the few NOx molecules are converted into nitric oxide (NO) and water (H2O).
Exhaust after-treatment unit outlet NOX sensor
The “exhaust after treatment unit outlet NOX sensor” control unit and the “exhaust
after-treatment unit outlet NOX sensor” are installed from the outside in the flow
reversal chamber downstream of the ammonia slip catalytic converter. Both
components form a unit. The design and function are identical to that of the exhaust
after-treatment unit inlet NOX sensor and the exhaust after-treatment unit inlet NOX
sensor control unit.

Exhaust temperature sensor upstream of diesel oxidation catalytic converter

The exhaust after treatment control unit determines the exhaust temperature in the
flow reversal chamber upstream of the diesel oxidation catalytic converter via the
exhaust temperature sensor upstream of diesel oxidation catalytic converter. The
exhaust temperature sensor upstream of diesel oxidation catalytic converter
comprises a stainless-steel housing with a PTC resistor as the measuring element.

Exhaust temperature sensor downstream of diesel oxidation catalytic

converter
The exhaust after treatment control unit determines the exhaust temperature
downstream of the diesel oxidation catalytic converters via the “exhaust temperature
sensor downstream of diesel oxidation catalytic converter”. The design and function
of the temperature sensor are identical to the exhaust temperature sensor upstream
of diesel oxidation catalytic converter.

Function of exhaust after-treatment (ACM) control unit

The exhaust after-treatment (ACM) control unit (A60) regulates and controls all
functions of the exhaust after-treatment system. It processes the digital and analog
sensor signals of the sensors connected directly to it.

AdBlue® pump module

3 Electronics housing
4 Connecting element
5 Filter housing
6 Electrical connection (communication with AdBlue metering device)
7 Electrical connection (communication with exhaust after-treatment (ACM) control
unit)
8 AdBlue inlet
9 Intake filter (filter mesh size 190 μm)
10 AdBlue outlet
11 Vent valves
12 Coolant inlet
13 Coolant outlet
14 Pressure limiting valve
15 Main filter (filter mesh size 20 – 30μm)
A58 SCR control unit
M25 SCR delivery pump

8 AdBlue® inlet
9 Intake filter
10 AdBlue® outlet
12 Coolant inlet
13 Coolant outlet
14 Pressure limiting valve
15 Main filter
M25 SCR delivery pump
After starting the engine, the exhaust after-treatment control unit actuates the
SCR control unit (A58) in the pump module. AdBlue is sucked out of the tank
and supplied to the metering device with a pressure of 10 bar. The SCR
control unit (A58) then switches on the SCR delivery pump (M25). The SCR
delivery pump (M25) delivers AdBlue® from the AdBlue® tank and delivers it
with an operating pressure to the AdBlue® metering device. The pump module
constantly delivers AdBlue®. The AdBlue® that is not required is cooled by the
AdBlue® metering device and flows via the return line back into theAdBlue® tank.
AdBlue Metering Device.

The metering device is cooled through the circulating AdBlue. Because of this,
AdBlue is circulating all the time even if there is no injection required. AdBlue which
is not needed flows back to the AdBlue tank.
Heating
Via an internal duct, the pump module is heated up in case of AdBlue is frozen.
Coolant is supplied via a magnetic solenoid from the engine.

The AdBlue® metering device (A67) comprises:

• One injection nozzle
• One pressure sensor
• One temperature sensor
• One PTC heating element

Metering unit A67

5. Supply
6. Return
9. Housing ventilation
As soon as the engine is started, the metering unit is constantly supplied with an
operating pressure of 10 bar by the pump module, independent of urea is injected or
not. At low ambient temperatures, the metering unit is heated by an integrated heater
element.
Reactor

The urea is injected into the so-called reactor: a geometrically fixed part of the
exhaust pipe. When installing the reactor, the installation instructions must be
followed exactly.

Sensors

Crankshaft position sensor B600

Purpose
When the engine is running, crankshaft position sensor (B600) provides voltage
signals to engine management control unit (MCM) (A4) which are used to calculate
the speed as well as the position of the crankshaft.

Design
Crankshaft position sensor (B600) is an inductive sensor equipped with a sensor coil
as well as a permanent magnet.
Function
The permanent magnet of crankshaft position sensor (B600) produces a magnetic
field. As the flywheel rotates, the flywheel bores arranged at a distance of 6° to each
other (with the exception of an 18° gap) result in changes to the magnetic field. This
results in inductive voltage signals being generated in the coil of crankshaft position
sensor (B600). Engine management control unit (MCM) (A4) uses these signals to
determine the engine speed and (with the help of the 18° gap) the crankshaft angle

Engine oil level sensor B605

Design
Inside engine oil level sensor (B605) there are a pre-resistor as well as a resistor wire
which are connected in parallel. In addition, there is an NTC resistor which is
connected in series before these two. NTC is short for "negative temperature
coefficient", i.e. the electric resistance decreases as the temperature increases. The
resistor wire is located in the measuring probe. The installation position of engine oil
level sensor (B605) is such, that the measuring probe is fully immersed in the engine
oil if the engine oil level is correct
.
Function
Engine oil level detection: Engine oil enters the measuring probe of engine oil level
sensor (B605) via a supply bore and thus comes in direct contact with the resistor
wire. The total resistance at engine oil level sensor (B605) changes depending on
how far the resistor wire is immersed in the engine oil. As the engine oil level
decreases, the total resistance also decreases. Once the ignition has been switched
on, engine management control unit (MCM) (A4) supplies a measuring voltage to
engine oil level sensor (B605) every 6 seconds. It checks the total resistance of
engine oil level sensor (B605) and determines the current engine oil level in the oil
pan based on this data.

Fuel temperature sensor B602

Purpose
Engine management control unit (MCM) (A4) uses fuel temperature sensor (B602) to
detect the fuel temperature. The fuel temperature has a major influence on fuel
injection.

Design
Inside fuel temperature sensor (B602) there is an NTC resistor. NTC is short for
"negative temperature coefficient", i.e. the electric resistance decreases as the
temperature increases.
Function
The temperature of the fuel in contact with fuel temperature sensor (B602) influences
the temperature of the measuring probe within the sensor and therefore the
magnitude of the electric resistance. Engine management control unit (MCM) (A4)
determines the fuel temperature based on the electric resistance.

Charge-air temperature sensor B617

Purpose
Engine management control unit (MCM) (A4) uses the charge-air temperature sensor
in the charge-air housing (B617) to detect the charge-air temperature just upstream
of the combustion chamber.

Design
Inside the charge-air temperature sensor in the charge-air housing (B617) there is an
NTC resistor. NTC is short for "negative temperature coefficient", i.e. the electric
resistance decreases as the temperature increases.
Function
The temperature of the charge-air in contact with charge-air temperature sensor in
the charge-air housing (B617) influences the temperature of the measuring probe
within the sensor and therefore the magnitude of the electric resistance. Engine
management control unit (MCM) (A4) determines the relevant temperature based on
the electric resistance.

Charge-air pressure and temperature sensor B608

Engine management control unit (MCM) (A4) uses charge-air pressure and
temperature sensor (B616) to determine the air pressure and air temperature of the
combustion air which has been drawn in and has been compressed. These two
values as well as the values from fresh air differential pressure sensor (B613) are
used to determine the air mass provided to the engine for combustion.

Design
Charge-air pressure and temperature sensor (B616) comprises two separate electric
components to measure the charge-air pressure and charge-air temperature.
Charge-air pressure sensor: The semiconductor pressure sensor detects the charge-
air pressure in the charge-air pipe piezo electrically. The pressure sensor consists of
four pressure-dependent resistors (strain gages) arranged in a silicon membrane as
well as of evaluation electronics which are supplied with 5V DC by engine
management control unit (MCM) (A4). Charge-air temperature sensor: An NTC
resistor is located at the tip of charge-air pressure and temperature sensor (B616).
NTC is short for "negative temperature coefficient", i.e. the electric resistance
decreases as the temperature increases.

Function
Charge-air pressure detection: The combustion air in the charge-air housing which
has been drawn into the engine and has been compressed, reaches the silicon
membrane with its four pressure-dependent resistors via a bore and deforms the
membrane. The resistors in the silicon membrane are arranged such that the
quadrature-axis voltage of the resistance bridge changes as the membrane is
deformed. The evaluation electronics increase this quadrature-axis voltage and
compensate any variations in temperature and production tolerances of the resistors.
They then forward the filtered measuring voltage to engine management control unit
(MCM) (A4) which uses this data to determine the charge-air pressure inside the
charge-air housing.

Rail pressure sensor B622

Purpose
Using rail pressure sensor (B622), engine management control unit (MCM) (A4)
determines the actual rail pressure.

Design
Inside rail pressure sensor (B622) there is a membrane on which sensors are located.
In addition, the sensor comprises evaluation electronics which process the sensor
signals and forward them to engine management control unit (MCM) (A4).

Function
The rail pressure inside the sensor housing results in a deformation of the membrane.
This membrane deformation has an effect on the measuring signals which are
detected and processed by the evaluation electronics using the sensors on the
membrane. The evaluation electronics increase the measuring voltage, compensate
any temperature variations and sensor production tolerances and forward the filtered
measuring voltage to engine management control unit (MCM) (A4) which uses this
information to determine the actual rail pressure.

Oil pressure switch B604

Purpose
Engine management control unit (MCM) (A4) uses oil pressure switch (B604) to
detect whether the engine oil pressure is sufficient. If the engine oil pressure falls
below 0.5bar, the engine oil check lamp in the instrument cluster is switched on.
Function
If the engine oil pressure is <0.5bar, oil pressure switch (B604) changes its internal
resistance from approx. 2kΩ to approx. 1.3kΩ. This change in resistance results in a
voltage change at the control unit input of engine management control unit (MCM)
(A4) based on which engine management control unit (MCM) (A4) detects whether
the engine oil pressure is sufficient.

Coolant outlet temperature sensor B606

Purpose
Engine management control unit (MCM) (A4) uses coolant outlet temperature sensor
(B606) to detect the actual coolant temperature at the engine outlet.
Design
Inside coolant outlet temperature sensor (B606) there is an NTC resistor. NTC is
short for "negative temperature coefficient", i.e. the electric resistance decreases as
the temperature increases.
Function
The temperature of the coolant in contact with coolant outlet temperature sensor
(B606) influences the temperature of the measuring probe within the sensor and
therefore the magnitude of the electric resistance. Engine management control unit
(MCM) (A4) determines the relevant temperature based on the electric resistance.

Camshaft position sensor B601

Purpose
When the engine is running, camshaft position sensor (B601) provides electrical
signals which engine management control unit (MCM) (A4) uses to determine the
compression stroke of the 1st cylinder. If required, e.g. when crankshaft position
sensor (B600) fails, the engine speed as well as the crankshaft position can also be
determined from these signals.

Design
Camshaft position sensor (B601) is a Hall effect sensor and comprises a permanent
magnet as well as evaluation electronics.
Function
The permanent magnet of camshaft position sensor (B601) produces a magnetic
field. As the camshaft rotates, the gaps in the pulse wheel result in changes to the
magnetic field. The evaluation electronics of camshaft position sensor (B601)
transform these changes to the magnetic field into switch signals and forward them to
engine management control unit (MCM) (A4)

NOx sensor

NOx sensors are used to measure the NOx raw emissions in the exhaust gas. They
are hard-wired to their control unit, thus forming an assembly.
To carry out NOx measurements, the sensors are heated to 800°C by their control
unit during normal operation.

Waste gate valve actuator

Purpose
Waste gate actuator is used for the electronic charge-air pressure regulation. Upon
request by engine management control unit (MCM) (A4), charge-air pressure
actuator actuates the charge-air pressure flap via a linkage. Depending on the flap
position, either the entire exhaust gas is routed to the turbine or part of the exhaust
gas is routed to the exhaust pipe upstream of the turbine.
Charge-air pressure actuator is cooled using coolant.

MCM Engine Controller

The MCM engine controller (Motor Control Module) is primarily used as an interface
between the engine-side electrical and electronic components on the one hand and
the vehicle-based Common Power-train Controller (CPC) on the other hand. Both
control units are networked with each other via the engine CAN. The MCM control
unit performs numerous different functions. On the one hand, it performs open-loop
control and transient load response functions, e.g. for systems like engine control or
exhaust gas recirculation (EGR), and on the other hand it communicates information
such as the engine oil level. The main task of the engine controller is to control the
common rail injection system. For this purpose, the optimum injection starting point
and the required injection quantity are calculated and set for the required torque (or
nominal speed) based on engine and environmental conditions sensed. If a sensor
should fail, theoretical substitute values are used to safeguard further engine
operation. In addition, the control unit offers fault detection functions, emergency
operation and diagnostic options.