TECHNOLOGY THE PARTICLE FILTER Date : Instructor: Location: Duration: 7Hrs30 septembre 2005PPT 00000/0 - F - 04/2006 - DEFI PARTICLE FILTER TECHNOLOGY 2 / 116 All the values and information given in this presentation are as an indication only. They are subject to modification and have no contractual value. For all checking of or working on the Particle Filter systems, refer to the manufacturer's document. PARTICLE FILTER TECHNOLOGY 3 / 116 CONTENT - PRESENTATION ----------------------------------------------------------------------Page 4 - QUIZ ------------------------------------------------------------------------------------- Page 9 - PRESENTATION OF THE PARTICLE FILTER SYSTEMS-----------------Page 25 • Composition of the system ------------------------------------------- Page 29 • The Cerine additive system------------------------------------------- Page 55 • Regeneration management ------------------------------------------- Page 68 • Second generation supervisor -------------------------------------- Page 88 • Diagnostic ----------------------------------------------------------------- Page 104 • PF summary ---------------------------------------------------------------- Page 111 - GLOSSARY -------------------------------------------------------------------------- Page 115 PARTICLE FILTER TECHNOLOGY 4 / 116 THE COURSE OBJECTIVES Classroom • The trainees acquire theoretical knowledge on the functioning principles of the particle filter Practical work in the workshop: • Discovering the PF parameters with the diagnostic tool, • Discovering the particle filter air circuits, Particle filter diagnostic by simulated faults on the vehicles At the end of the course, the trainee is capable of identifying and carrying out a diagnostic on the particle filter system components, using the diagnostic and test tools in order to return the vehicle to conformity. PARTICLE FILTER TECHNOLOGY 5 / 116 COURSE PROGRAM TIMES: 8.30am – 11.30am 7H30 1.00pm – 5.30pm 8H30 G1 9H00 10H00 PAUSE 11H00 12H00 REPAS 13H00 POSTE A 14H00 PAUSE 15H00 POSTE B POSTE C POSTE A 16H00 17H00 POSTE C POSTE A POSTE B QUIZ G2 G3 PRESENTATION FAP PRESENTATION FAP POSTE B POSTE C PARTICLE FILTER TECHNOLOGY 6 / 116 PRACTICAL WORK ORGANISATION WORKSTATION A on a 607 EDC15C2 Discovering diagnostic tool the PF parameters with the Discovering the air circuit Diagnostic on the EDC15C2 PF system PARTICLE FILTER TECHNOLOGY 7 / 116 PRACTICAL WORK ORGANISATION WORKSTATION B on 407 EDC16C3 Discovering diagnostic tool the PF parameters with the Discovering the air circuit Diagnostic on the EDC15C3 PF system PARTICLE FILTER TECHNOLOGY 8 / 116 PRACTICAL WORK ORGANISATION WORKSTATION C on 407 SID 803 Discovering diagnostic tool the PF parameters with the Discovering the air circuit Diagnostic on the SID803 PF system PARTICLE FILTER TECHNOLOGY 9 / 116 QUIZ Start of course column End of course column Correction with the instructor 1 2 3 PARTICLE FILTER TECHNOLOGY 10 / 116 QUESTION 1 1 2 3 Which of these five types of engine may be fitted with a particle filter? Petrol engine, indirect multipoint injection Diesel engine "Ricardo" type indirect injection. Petrol engine, direct multipoint injection Diesel engine, direct injection, common rail. Diesel engine, direct injection, "EPIC" managed injection pump PARTICLE FILTER TECHNOLOGY 11 / 116 QUESTION 2 1 2 3 The particle filter is used to? Increase engine torque Increase engine power Increase the engine capacity Minimise emission of soot particles in order to optimise the emission control standards. To reduce fuel consumption PARTICLE FILTER TECHNOLOGY 12 / 116 QUESTION 3 1 2 3 Which of these photos shows a particle filter? PARTICLE FILTER TECHNOLOGY 13 / 116 QUESTION 4 1 2 3 Which of these photos shows a differential pressure sensor? PARTICLE FILTER TECHNOLOGY 14 / 116 QUESTION 5 1 2 3 What are the second generation additive system components? PARTICLE FILTER TECHNOLOGY 15 / 116 QUESTION 6 1 2 3 What is the role of the particle filter? Filter and trap the exhaust gas CO and CO2. Filter the CO and the CO2 then mix them with the exhaust gases. Filter and trap the exhaust gas NOx. Filter and trap the exhaust gas particles. Filter the particles to separate them from the hydrocarbons. PARTICLE FILTER TECHNOLOGY 16 / 116 QUESTION 7 1 2 3 What is the role of the catalyser? Obtain additional heat for particle filter regeneration. To reduce the CO2 emissions in the exhaust. To reduce the CO emissions in the exhaust. To reduce the NOx emissions in the exhaust. To reduce the HC emissions in the exhaust. PARTICLE FILTER TECHNOLOGY 17 / 116 QUESTION 8 1 2 3 What are the roles of the particle filter system temperature sensors? Monitor the engine running temperature To determine if catalyser optional functioning has been reached Monitor the engine oil temperature. To determine if the particle filter regeneration point has been reached Monitor the exhaust gas temperature to protect the turbo. PARTICLE FILTER TECHNOLOGY 18 / 116 QUESTION 9 1 2 3 The differential pressure sensor is used to monitor: To measure the difference in pressure between the catalyser inlet and outlet. The degree of clogging of the particle filter. The pressure difference between the particle filter inlet and outlet. Whether the catalyser optimum functioning point has been reached. The pressure difference between the catalyser inlet and the particle filter outlet. PARTICLE FILTER TECHNOLOGY 19 / 116 QUESTION 10 1 2 3 The Eolys® additive is injected into: The particle filter The engine The exhaust manifold The diesel fuel tank The air inlet system PARTICLE FILTER TECHNOLOGY 20 / 116 QUESTION 11 1 2 3 The additive ECU manages? The particle filter regeneration The quantity of additive to be injected into the diesel fuel tank The additive injection into the diesel fuel tank. the quantity of additive remaining in the additive tank, The quantity of additive in the particle filter. PARTICLE FILTER TECHNOLOGY 21 / 116 QUESTION 12 1 2 3 When functioning normally, PF regeneration occurs: Exactly every 1500 km, naturally. By injecting a special additive into the exhaust pipes. When the PF is full (from 80,000 to 240,000 km depending on the version). By a sufficient increase in the exhaust gases temperature. When optimum conditions triggered by the engine ECU are met. PARTICLE FILTER TECHNOLOGY 22 / 116 QUESTION 13 1 2 3 The Eolys® DPX 42 and Eolys® 176 additives may be mixed together: True False Only if the vehicle DAM number is subsequent to 9491 (24/10/2003). Only if the vehicle has been upgraded from first to second generation. PARTICLE FILTER TECHNOLOGY 23 / 116 QUESTION 14 1 2 3 The role of the Eolys® additive is: To reduce fuel consumption by improved combustion. To reduce the PF regeneration time. To clean the filter by diluting the particles. To lower the natural combustion temperature of the particles. To cool the exhaust line when the particles are burning. PARTICLE FILTER TECHNOLOGY 24 / 116 QUESTION 15 1 2 3 When servicing a particle filter system, one must: Plug the clogged filter, put it in the plastic bag supplied with the new filter and return it in the same carton as the new filter. Throw the waste into the rubbish bin. Use the diagnostic tool to re-initialise certain functions depending on the part replaced. Store the additive left-overs in special containers for recycling. Return the left-over additive to spare parts department for use elsewhere. PARTICLE FILTER TECHNOLOGY 25 / 116 PARTICLE FILTER TECHNOLOGY 26 / 116 REMINDER ON POLLUTING EMISSIONS AIR DIESEL Load Air T° Altitude Fuel T° Engine T° ENGINE Injection pressure management (high pressure) Injection time management Reduction of NOx : = > EGR = risk of formation of particles NON-POLLUTANTS : Nitrogen (73%) CO2 (19%) H2O (7.2%) POLLUTANTS : CO (0.5%) HC (0.2%) NOX (1.9%) Soot PARTICLE FILTER TECHNOLOGY 27 / 116 REMINDER ON POLLUTING EMISSIONS Composition of the particles 0.01 to 0.05 μ "Pure" carbon Polycyclic aromatic hydrocarbon particles romatiques Sulfates (SO4) + water Metal swarf Ash 0.1 and 1 micron Toxicity PARTICLE FILTER TECHNOLOGY 28 / 116 STANDARDS Limit of the standards Maximum emission (in g/km) OC NOx HC + NOx Particles Euro 1 (01/01/93) 3,16 - Euro 2 (01.01.96 ) 1 - Euro 3 (01.01.00 ) 0,64 0,5 0,56 0,05 Euro 4 (01.01.06 ) 0,5 0,25 0,3 0,025 1,13 0,16 0,7 (0,9) 0,08 (0,1) PARTICLE FILTER TECHNOLOGY 29 / 116 SYSTEM COMPOSITION PARTICLE FILTER TECHNOLOGY 30 / 116 SYSTEM COMPOSITION PARTICLE FILTER TECHNOLOGY 31 / 116 THE CATALYSER oxidation of the carbon monoxide, (CO), and unburned hydrocarbons, (HC) increase in the exhaust gas temperature with post-injection T° > 140°C, catalytic conversion PARTICLE FILTER TECHNOLOGY 32 / 116 THE TEMPERATURE SENSORS DOWNLINE UPLINE Inform the ECU of the exhaust gases temperature to : determine if the catalyser conversion maximum level is reached for efficient regeneration. PARTICLE FILTER TECHNOLOGY 33 / 116 THE FILTER SD 991 Two generations of filter OS2 Exhaust outlet with particles removed Gas inlet carrying particles Filtration rate: 0.1 micron PARTICLE FILTER TECHNOLOGY 34 / 116 Compounds trapped in the filter : Residue from the engine oil and wear. Carbon particles. Cerine. Ash* PARTICLE FILTER TECHNOLOGY 35 / 116 PARTICLE COMBUSTION Regeneration Exhaust gas temperature Regeneration range 600°C 550°C 450°C 350°C 150°C Natural regeneration temperature of the particles Additive added Temperature of gases after catalytic post-combustion Temperature of gases with assistance after post-injection Temperature of gases without assistance -100°C +100°C +200°C PARTICLE FILTER TECHNOLOGY 36 / 116 THE ADDITIVE: CERINE The cerine attaches itself to the soot particles Two types of additive : Eolys® DPX 42 Eolys® 176 (DPX 10) Additive Important : The additives must not be mixed together, and are not interchangeable. PARTICLE FILTER TECHNOLOGY 37 / 116 The role of the additive: Particle O2 With additive additive Without additive lowering of the soot combustion temperature reduction of the PF regeneration time. Regeneration : ≈ 30 min at 550°C for 30g of soot Regeneration : ≈ 5 min 450°C for 30g of soot PARTICLE FILTER TECHNOLOGY 38 / 116 THE ADDITIVE RESERVOIR EAS 100 first generation Capacity 5 litres (on 607, 406, 807). Filling Valve Pump PARTICLE FILTER TECHNOLOGY 39 / 116 THE PUMP AND INJECTOR EAS 100 first generation Low sensor Injector 80 l/hr at 3 bars PARTICLE FILTER TECHNOLOGY 40 / 116 THE ADDITIVE RESERVOIR Second generation EAS 200 Maximum capacity: 4 litres or 5 litres Safety valve. Breather: Metering pump White, Eolys® DPX 42 Filling Green, Eolys® 176 (DPX 10) PARTICLE FILTER TECHNOLOGY 41 / 116 THE PUMP AND THE DIFFUSER Second generation EAS 200 Diffuser No longer fitted 6.45 mm3 / stroke PARTICLE FILTER TECHNOLOGY 42 / 116 THE POUCHES 5 2 1 2 3 4 6 No additive handling in the dealership. No contact between the additive and air ( evaporation, chemical transfer.. ) No need for a breather system air ( collapses) Is fitted with a rapid and self-sealing connection hardware. No contact with the additive when changing the pouch. PARTICLE FILTER TECHNOLOGY 43 / 116 THE INJECTION PUMP Rotary piston pump with built-in electronics The built-in electronics main functions are: Controlling the power side of the pump. Receiving from the engine ECU via the BSI the additive quantity and giving of the additive injection order. Transmission of the quantity of additive injection to the engine ECU via the BSI. PARTICLE FILTER TECHNOLOGY 44 / 116 THE DIFFERENTIAL PRESSURE SENSOR Measure the pressure difference of the exhaust gases upline of the catalyser and downline of the filter. Special feature of the DV6 engine: Upline and downline of the particle filter. PARTICLE FILTER TECHNOLOGY 45 / 116 THE DIFFERENTIAL PRESSURE SENSOR IMPORTANT : Do not reverse the upline and downline signal lines, (filter system malfunction). Management of the particle filter depends on this information. PARTICLE FILTER TECHNOLOGY 46 / 116 THE TANK FILLER CAP SENSOR Two magnets at 180° Informs the additive ECU of the cap positions. PARTICLE FILTER TECHNOLOGY 47 / 116 THE INLET AIR HEATER Function Regeneration assistance. Cold starting. This function uses: The outside temperature. Engine load The inlet air temperature The coolant temperature PARTICLE FILTER TECHNOLOGY 48 / 116 Operating principle Cooled air functioning: Inlet air PARTICLE FILTER TECHNOLOGY 49 / 116 Operating principle Request for warm air : Non-cooled inlet air. PARTICLE FILTER TECHNOLOGY 50 / 116 Operating principle Mixing : Partially cooled inlet air. PARTICLE FILTER TECHNOLOGY 51 / 116 THE INLET AIR HEATER With coolant type air heater Two possible air heater versions (2): • in the air filter. • on the air circuit. PARTICLE FILTER TECHNOLOGY 52 / 116 THE INLET AIR HEATER By-pass type A B Mixer valve module EGR flap valve (A) and by-pass valve (B) PARTICLE FILTER TECHNOLOGY 53 / 116 THE INLET AIR HEATER The inlet air flow a The DT17TED4 stepper motor flap valve module Limits the quantity of new air into the engine, increases the fuel mixture combustion richness, facilitates heating of the exhaust gases, increases the engine load. PARTICLE FILTER TECHNOLOGY 54 / 116 THE INLET AIR HEATER The temperature sensor DW12BTED4 example Know the air temperature to calculate the injection fill and correct turbocharging. This information is used: for particle filter regeneration, exhaust gas recirculation management. DT17TED4 example PARTICLE FILTER TECHNOLOGY 55 / 116 ADDITIVE INJECTION PARTICLE FILTER TECHNOLOGY 56 / 116 CERINE ADDITIVE INJECTION First generation DPX 42 PARTICLE FILTER TECHNOLOGY 57 / 116 CERINE ADDITIVE INJECTION Second generation DPX 10 CAN example CAN / VAN example PARTICLE FILTER TECHNOLOGY 58 / 116 THE ADDITIVE ECU Types of additive ECU: Additive ECU EAS 100 Type 1st generation Actuators Pump and injector Network VAN EAS 200 2nd generation Mixer pump VAN EAS 300 Ditto EAS 200 Mixer pump CAN Management incorporated into the engine ECU Management incorporated into the engine ECU Controlled by the engine ECU Hard-wired mixer pump CAN Controlled by the engine ECU MUX pump via the BSI LIN PARTICLE FILTER TECHNOLOGY 59 / 116 THE ADDITIVE ECU It manages: • fuel additive injection. • the quantity of additive injected as from when the PF is in operation. • the fallback strategies. • diagnostic with fault memorisation. • dialog with the engine ECU and the BSI. • It activates the injection pump. • It activates the injector (depending on the system). CONFIGURING THE ECU AFTER SERVICING PARTICLE FILTER TECHNOLOGY 60 / 116 ADDITIVE MANAGEMENT Based on the following information, the additive ECU (1282): Ignition key • detects addition of fuel • calculates the quantity of additive to inject • activates additive injection • initialises the additive counters • calculates the additive reservoir level PARTICLE FILTER TECHNOLOGY Events Actions Acquisition of Diesel level L1 Diesel additive ECU to standby ECU wake-up. Cap open memorised Diesel additive ECU to standby 61 / 116 Detect : First generation Stopping the Engine Cut off of +VAN Cap opened Cap closed Re-start engine Wake up of BSI +VAN and Diesel additive ECU Acquisition of Diesel fuel level L2 Checks filler cap ΔL>0 + cap procedure ΔL>0 + cap procedure fault or no procedure ΔL=0 + cap procedure ΔL=0 + cap procedure fault or no procedure Fuel additive injection Fuel additive injection Fuel additive injection Gauge 7 litre minimum level Nothing Normal functioning Normal functioning Cap faulty PARTICLE FILTER TECHNOLOGY Events Actions 62 / 116 Detect : Second generation Ignition cut off Cap opened Filtered level stored in memory Filtered level loaded Special case: DRAINING THE TANK • Turn on the ignition tank empty and filler cap fitted. • Turn on the ignition. • Cap opened. • Add fuel and close cap Waiting for cap to close Li – Lf > 5 L + cap closed Li – Lf < 5 L + cap closed Li – Lf > 10 L + cap not closed Li – Lf < 10 L + cap not closed Fuel additive injection Additive for 0.5 litres Fuel additive injection No additive injection Normal functioning Normal functioning Filler cap sensor fault Filler cap sensor fault PARTICLE FILTER TECHNOLOGY 63 / 116 Calculate the quantity to inject : Injection curve, (fuel Q) Injection coefficient, (pump) Injection metering (DPX42 or DPX10) Calculate the additive injection Maintenance with the tool Controls the actuators Counter management PARTICLE FILTER TECHNOLOGY 64 / 116 Inject the additive : Calculation of the additive quantity to inject Q= Li - Lf Q < 5 litres Q > 5 litres Q < 0.5 litres Calculation of the number of pulses If V > 20km Activate the injection pump Li = instantaneous level Lf = filtered level PARTICLE FILTER TECHNOLOGY 65 / 116 Managing the quantity of additive injected Quantity of cerine already injected + Quantity of cerine to inject Memorisation of the quantity of additive injection in order to know the total quantity of cerine injection into the fuel in order to: • measure the change in the filter content "Quantity of cerine trapped in PF" counter • manage the level of additive in the reservoir "Quantity of cerine in the additive reservoir" counter. PARTICLE FILTER TECHNOLOGY 66 / 116 ADDITIVE MANAGEMENT Integration of the additive functions into the engine ECU Example of the 407 Coupé DT17 system PARTICLE FILTER TECHNOLOGY 67 / 116 Integration of the additive functions into the engine ECU Example of the 307 (T6) 207 version with MUX pump PARTICLE FILTER TECHNOLOGY 68 / 116 REGENERATION MANAGEMENT PARTICLE FILTER TECHNOLOGY 69 / 116 REGENERATION MANAGEMENT First generation supervisor Inlet air flow Pressure differential Downline gas T° Specific gas flow Atmospheric pressure DEGREE OF FILTER CLOGGING PARTICLE FILTER TECHNOLOGY 70 / 116 m900 mbar DIFFERENTIAL PRESSURE SIX FILTER CLOGGING LEVELS bar Regeneration request Normal functioning EXHAUST GAS SPECIFIC FLOW (litres/hour) a) hole in filter b) filter regenerated c) filter in mid-way state d) filter clogged e) filter overloaded f) filter clogged PARTICLE FILTER TECHNOLOGY 71 / 116 900 mbar DIFFERENTIAL PRESSURE SPECIAL RANGES EXHAUST GAS SPECIFIC FLOW (litres/hour) a) hole in filter b) filter regenerated c) filter in mid-way state d) filter clogged e) filter overloaded f) filter clogged PARTICLE FILTER TECHNOLOGY 72 / 116 Change in the PF degree of clogging due to the accumulation of cerine* 900 mbar DIFFERENTIAL PRESSURE * (regenerated state). Δ Py) differential pressure of PF 80000 km ΔPx differential pressure if PF 0 km EXHAUST GAS SPECIFIC FLOW (litres/hour) g) filter new at 0 km h) filter at 80 000 km ax) functioning status if PF 0 km ay) functioning status if PF 80000 km PARTICLE FILTER TECHNOLOGY 73 / 116 Adaptation of the ECU mappings to the accumulation of cerine. 900 mbar DIFFERENTIAL PRESSURE Δ Py g) filter new at 0 km h) filter at 80 000 km ΔPx ΔPx) differential pressure if PF 0 km Δ Py) differential pressure if PF 80000 km EXHAUST GAS SPECIFIC FLOW (litres/hour) ax) functioning status if PF 0 km ay) functioning status if PF 80000 km PARTICLE FILTER TECHNOLOGY 74 / 116 Effect of driving conditions on the differential pressure town and open road driving. motorway driving mbar mbar a) filtered exhaust gases b) cerine L/h L/h IMPORTANT : For the same quantity of cerine and for the same vehicle distance covered, the differential pressure may be different. In all cases, after regeneration, the cerine is heated and pushed to the end of the filter. PARTICLE FILTER TECHNOLOGY 75 / 116 REGENERATION MANAGEMENT First generation supervisor DEGREE OF FILTER CLOGGING Distance covered Upline gases T° Filter monitoring ASSISTANCE Additive qty Efficiency monitoring PARTICLE FILTER TECHNOLOGY 76 / 116 REGENERATION ASSISTANCE FUNCTION • periodically burn off the particles to maintain the filter in optimum flow condition. • manage the monitoring function requests, • activate the functions necessary for regeneration, • determine the assistance level necessary, • monitor the effects of post-injection. The cerine in the fuel : • is not burned with the soot • accumulates on the walls of the particle filter. PARTICLE FILTER TECHNOLOGY 77 / 116 REGENERATION ASSISTANCE ACTIVATION CONDITION Minimum distance covered since last regeneration PD monitoring Kms between each LA regeneration OR Coolant temperature ≥ 60°C Differential pressure ∆ Pn Engine speed ≥ a threshold ASSI STA NCE PARTICLE FILTER TECHNOLOGY 78 / 116 REGENERATION ASSISTANCE FUNCTION 1. EGR inhibit 2. Consuming equipment activation ASSI STAN CE Turbo Regulated mode 3. Heating of inlet air 4. Postinjection PARTICLE FILTER TECHNOLOGY 79 / 116 REGENERATION ASSISTANCE FUNCTION Filter monitoring ASSI STAN CE Postinjection T° Upline and T° Downline LE VE L1 Effect LE VE L2 PARTICLE FILTER TECHNOLOGY 80 / 116 Activation of electrical power consuming equipment Consuming equipment activation order : heated rear screen, (depends on external air T°). MFU slow speed imposed, MFU medium speed pre/post-heating plugs power imposed. Function synoptic diagram If auto box option: • Pressure increase: 8 bar to 17 bar. Note : Not with DT17TED4 engine PARTICLE FILTER TECHNOLOGY 81 / 116 FIRST GENERATION ASSISTANCE FUNCTION LE VE L1 Main injection Pilot injection Post-injection Post-injection delay PARTICLE FILTER TECHNOLOGY 82 / 116 FIRST GENERATION ASSISTANCE FUNCTION LE VE L2 Injection 20° to 120° after TDC Maintaining the exhaust gas temperature Pilot injection Main injection Post-injection Post-injection delay Increases catalytic post-combustion PARTICLE FILTER TECHNOLOGY 83 / 116 Activation of regeneration assistance by the distance covered parameter Activation Regeneration frequency (km) Regeneration Soot combustion Post-injection N1 ≥ N2 Post-injection time (T2) Distance covered by the PF Time T2 post-injection moment. N is the distance (km) covered by the PF. N1 is the distance covered (km) since the last regeneration. N2 is the distance covered (km) which triggers regeneration PARTICLE FILTER TECHNOLOGY 84 / 116 Activation of regeneration assistance using the differential pressure parameter (ΔP) Activation Regeneration Soot combustion (random duration) ΔP ΔPy ≥ ΔPn ΔP ΔPy = ΔPz Post-injection Qv Qv Post-injection time (T1) ΔPn is equal to the differential pressure which triggers ΔPy is equal to the differential pressure read ΔPz is equal to the differential pressure to be reached IMPORTANT : In both cases (ΔPn and N1) it is possible for post-injection to be interrupted (example: vehicle stopped), in this case, regeneration assistance will recommence from the start. Qv specific flow Time PARTICLE FILTER TECHNOLOGY 85 / 116 Assistance with " ECOnomic" regeneration EAch monitoring point (N2 and ΔPn) has a lower monitoring level called the economical level ΔP N3 is equal to the distance covered at which the economic monitoring range starts. ΔPn ΔP x • activated when the filter degree of clogging is low • or distance covered point (N) is close. ΔPx equal to the differential pressure at which the economic monitoring range starts PARTICLE FILTER TECHNOLOGY 86 / 116 Effect of activation of artificial regeneration. CYLINDER PRESSURE TIME a) pre-injection b) main injection c) post-injection d) reduction in the main injection time e) excess torque due to post-injection f) reduction in cylinder pressure PARTICLE FILTER TECHNOLOGY 87 / 116 REFRESHERS The first generation supervisor: distance steps, differential pressure, PARTICLE FILTER TECHNOLOGY 88 / 116 THE SECOND GENERATION SUPERVISOR PARTICLE FILTER TECHNOLOGY 89 / 116 THE SECOND GENERATION SUPERVISOR IMPROVEMENTS • filter degree of clogging with soot, • driving conditions, (current and future to take advantage of opportunities). FUEL SAVINGS • optimised decision-making, (clog filter less), OPTIMISE SUCCESS RATE • minimise over-consumption, • engine protection, PF back-pressure, oil dilution by the diesel fuel. PARTICLE FILTER TECHNOLOGY 90 / 116 OPTIMISATION OF GENERATION ASSISTANCE Calculate the quantity of soot CURRENT DRIVING CONDITIONS Town, Open road… => success rate => Opportunities 1 CAPACITY 2 CONSUMPTION • Future driving conditions • Frequencies SUPERVISOR Decides to assist ASSI STAN CE Efficiency monitoring PARTICLE FILTER TECHNOLOGY 91 / 116 REGENERATION STRATEGIES Need to regenerate Filter degree of clogging module Carbon quantity Regeneration possibility Current driving conditions module Future driving conditions module Fuel consumption module Decide, check Decision module Regeneration request cut-off DIAGNOSTIC module Functions module PF status, degree of clogging Downgraded modes PARTICLE FILTER TECHNOLOGY 92 / 116 NEED TO REGENERATE MODULE Filter soot content module Inlet air flow Pressure differential Specific gas Downline gas T° flow Atmospheric pressure Soot volume Filter degree of clogging MONITORING THE DEGREE OF CLOGGING PARTICLE FILTER TECHNOLOGY 93 / 116 NEED TO REGENERATE MODULE Soot quantity calculation : Soot quantity in the particle filter (g/mn) 0,015 0,027 0,045 0,044 0,053 Type of driving conditions "a" "b" "c" "d" "e" difficult traffic free-flowing traffic very free flowing traffic open road motorway DETERMINE THE QUANTITY OF SOOT IN RELATION TO THE TYPE OF DRIVING PARTICLE FILTER TECHNOLOGY 94 / 116 NEED TO REGENERATE MODULE Fuel consumption module Calculate an optimum period Calculation of the optimum distance covered for regeneration based on the driving conditions… … bearing in mind that the levels given for specific profiles are only examples: • Motorway: 1,700 km • Mountains: 1,200 km • Open road: 1500 km Compare • City: 950 km Optimum • Intensive urban: 850 km consumption position Distance since last regeneration CALCULATION OF AN OPTIMUM DISTANCE (KM) IN ORDER TO REGENERATE The term « optimum » is to be understood in the sense of an optimum fuel consumption. PARTICLE FILTER TECHNOLOGY 95 / 116 REGENERATION POSSIBILITY MODULE Current driving conditions module Modelisation of the driving profile: •Motorway •Mountains •Open road •Town Intensive town CALCULATION OF A REGENERATION SUCCESS PROBABILITY PARTICLE FILTER TECHNOLOGY 96 / 116 REGENERATION POSSIBILITY MODULE Future driving conditions module Driving conditions over the last five regenerations, ( updated once an hour). Define the vehicle driving profile. Plan for the most favourable moment to activate particle filter regeneration, based on the vehicle usage history. DEDUCING THE PROBABILITY OF FUTURE DRIVING CONDITIONS PARTICLE FILTER TECHNOLOGY 97 / 116 REGENERATION DECISION MODULE Decide / check module Filter degree of clogging module Fuel consumption module Current driving conditions module Future driving conditions module Decide / check 1 Decision module Regeneration request cut-off PF status, degree of clogging 3 DIAGNOSTIC module 2 Functions module Downgraded modes PARTICLE FILTER TECHNOLOGY 98 / 116 REGENERATION DECISION MODULE Six indicators: 1. filter load, 2. consumption 3. driving, 4. history, 5. functions, 6. state of PF. Five decision-making rules: 1. consumption, 2. ensure regeneration, 3. PF and engine protection, 4. management of assistance time, 5. downgraded modes: standard distance. The decision module incorporates data from the other modules and defines a regeneration strategy PARTICLE FILTER TECHNOLOGY 99 / 116 URBAN DRIVING Degree of clogging 61 % or 20 gr 785 km Degree of clogging 81 % or 23 gr 1043 km Degree of clogging 96 % or 33 gr 1235 km Favourable event. Type of road mountain or motorway Very favourable event Mountain or motorway type 500 1000 61 % or 20 gr 1,227 km 1500 70 % 26 gr 1,396 km 2000 96 % or 33 gr 1,931 km km ROAD 500 1000 61 % or 20 gr 1316 km 1500 70 % 26 gr 1657 km 2000 km MOTORWAY 96 % or 33 gr 2071 km 500 1000 1500 2000 km PARTICLE FILTER TECHNOLOGY 100 / 116 FUNCTIONING SAFETY : Specific gas flow DEGREE OF FILTER CLOGGING SECURITY Maximum clogging limit Example at 80 000 Km PARTICLE FILTER TECHNOLOGY 101 / 116 PARTICLE FILTER DEGREE OF CLOGGING: differential pressure (mbar). filter clogged filter overloaded NOTE: Theses states are read with the diagnostic tool, under parameter measurement. intermediate state filter holed specific air flow (l/hr). ESSENTIAL : If a "filter clogged" fault is present, the reason for clogging must be found, as the filter may become damaged. PARTICLE FILTER TECHNOLOGY 102 / 116 REGENERATION ASSISTANCE FUNCTION Filter monitoring Filter status Effect on Postinjection ASSISTANC E LEVEL 3 T° > 480°C LEVEL 1 Triggering of T° Upline Downlin e catalytic conversion T° < 250 C° LEVEL 2 T°: > 250°C < 480°C PARTICLE FILTER TECHNOLOGY 103 / 116 REGENERATION ASSISTANCE ACTIVATION CONDITIONS (BY THE MONITORING FUNCTION) Parameters Regeneration assistance. Volume of soot in the particle filter since last regeneration (above a certain level) (*) Effective post-injection time (above a certain level) (*) Differential pressure (above a certain level) Effective post-injection time (above a fixed level) (*) depending on driving conditions. Volume of soot in Activation the particle filter (calculation) De-activation Differential pressure (measurement) Activation De-activation PARTICLE FILTER TECHNOLOGY 104 / 116 DIAGNOSTIC PARTICLE FILTER TECHNOLOGY 105 / 116 DIAGNOSTIC Detect malfunctions, apply "downgraded modes" Acquisition of fault codes for each variable Test the validity of the outputs from each module Apply The downgrade d modes Downgraded mode Functioning Memorise the information in downgraded mode Help service department Inform the driver PARTICLE FILTER TECHNOLOGY 106 / 116 DIAGNOSTIC DRIVER INFORMATION SERVICE LIGHT ENGINE DIAGNOSTIC LIGHT FILLER CAP FAULT PICTOGRAM PF OVERLOAD PICTOGRAM PARTICLE FILTER TECHNOLOGY 107 / 116 DONWGRADED FUNCTIONING MODE • lighting of the engine diagnostic light. reduced flow • exhaust gas temperature • pressure • particle filter clogged or holed PARTICLE FILTER TECHNOLOGY 108 / 116 Fuel additive injection Function is cut off for: - electrical faults - coherence of system sensors and actuators. Function recovers: - disappearance of faults Network fault Gauge fault Filler cap fault PARTICLE FILTER TECHNOLOGY 109 / 116 RISK OF CLOGGING THE PARTICLE FILTER Inefficient regeneration The filter is clogged by the excess particles PARTICLE FILTER TECHNOLOGY 110 / 116 ADDITIVE LOW LEVEL REACHED Request to flash SERVICE light on instrument cluster « DIESEL ADDITIVE LOW LEVEL » PARTICLE FILTER TECHNOLOGY 111 / 116 PF SUMMARY Particle filter Two generations : First generation particle filter: SD991 Additive ECU (1282) Notes ECUs fitted to VAN CAR 2 Three generations: M.Marelli (Marwall) EAS_100 DPX 42 up to 9491 (24/10/2003) EOLYS 176 as from 9492 Fuel additive injector on fuel tank (1284) Only one ECU available from Spares Department (with possibility of configuring DPX42 or EOLYS 176) IMPORTANT : It is impossible to retrofit an old model vehicle equipped with the DPX 42 additive system with the new EOLYS 176 additive system. M.Marelli (Marwall) EAS_200 Second generation particle filter: (octosquare OS2) M.Marelli (Marwall) EAS_300 ECU fitted on VAN CAR 2 EOLYS 176 or DPX 42 are configurable Additive low level sensor discontinued Fuel additive injector discontinued (1284) New metering pump with injector valve ECU fitted to CAN CAR Pin allocation changed PARTICLE FILTER TECHNOLOGY 112 / 116 PF SUMMARY Two regeneration supervisors : Modules Examples of systems PF I One module for the regeneration supervisor : particle filter degree of clogging (distance covered since last regeneration) measurement of the differential pressure. Bosch EDC 15 C2 only PF II Six modules for the regeneration supervisor : Particle filter soot content. Effect on consumption Current driving conditions. Distinguishes the future types of driving. Decision: triggering/cut-off Functions module Examples: Bosch EDC 16C 34 Siemens SID 803 / 201 Important:Measurement of the P is not used for triggering regeneration but always present for safety reasons. PARTICLE FILTER TECHNOLOGY 113 / 116 ounter resetting YES CHANGING THE PF NO YES ADDITIVE FILLING NO YES ADDITIVE FILLING R e S e t Quantity of cerine in the PF Quantity of cerine used Quantity of cerine in the PF Quantity of cerine used PARTICLE FILTER TECHNOLOGY 114 / 116 Thank you for your attention. PARTICLE FILTER TECHNOLOGY 115 / 116 GLOSSARY FAP : CAN : LIN : VAN : CAN : BSI : BSM : CMM CTN : HDi : PSF1 : Filtre A Particules (Particle Filter) Controller Area Network Local Interconnect Network Vehicule Area Network Controler Area Network. Boîtier de Servitude Intelligent. (Built-in Systems Interface) Boîtier de Servitude Moteur (PSF1). (Engine Ancillaries ECU (PSF1)) Calculateur Moteur Multifonctions (Engine ECU) Coefficient de Température Négatif. (Negative Temperature Coefficient) Haute pression Directe Injection. (High Pressure Direct Injection) Platine de Servitude boîte à Fusible compartiment moteur (BSM). (Engine compartment Ancillaries Fuse panel (Engine ancillaries ECU)) PARTICLE FILTER TECHNOLOGY 116 / 116