FAP Service Manual

TECHNOLOGY
THE PARTICLE FILTER
Date :
Instructor:
Location:
Duration: 7Hrs30
septembre 2005PPT 00000/0 - F - 04/2006 - DEFI
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PARTICLE FILTER TECHNOLOGY
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.
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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

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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.
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COURSE PROGRAM
TIMES:
8.30am – 11.30am
7H30
1.00pm – 5.30pm
8H30 9H00 10H00 11H00 12H00 13H00 14H00 15H00 16H00 17H00
G1 POSTE A POSTE B POSTE C

PAUSE
REPAS
PAUSE
QUIZ
PRESENTATION PRESENTATION
G2 POSTE B POSTE C POSTE A
FAP FAP
G3 POSTE C POSTE A POSTE B
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PRACTICAL WORK ORGANISATION
WORKSTATION A on a 607 EDC15C2
 Discovering the PF parameters with the

diagnostic tool
 Discovering the air circuit
 Diagnostic on the EDC15C2 PF system

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WORKSTATION B on 407 EDC16C3

diagnostic tool
 Diagnostic on the EDC15C3 PF system

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WORKSTATION C on 407 SID 803

diagnostic tool
 Diagnostic on the SID803 PF system

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QUIZ
Start of course column
End of course column
Correction with the instructor
1 2 3
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QUESTION 1
Which of these five types of engine may be fitted with a particle

1 2 3
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

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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

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QUESTION 3
1 2 3 Which of these photos shows a particle filter?

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QUESTION 4
1 2 3 Which of these photos shows a differential pressure sensor?

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QUESTION 5
1 2 3 What are the second generation additive system components?

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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.

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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.

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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.

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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.
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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

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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.

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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.

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QUESTION 13
The Eolys® DPX 42 and Eolys® 176 additives may be mixed

1 2 3
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.
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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.

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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.
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REMINDER ON POLLUTING EMISSIONS
AIR DIESEL
Load Injection pressure

management
Air T°
Altitude (high pressure)
ENGINE
Fuel T° Injection time
management
Engine T°
Reduction of NOx :
POLLUTANTS :
= > EGR = risk of NON-POLLUTANTS :
CO (0.5%)
Nitrogen (73%)
formation of particles CO2 (19%)
HC (0.2%)
NOX (1.9%)
H2O (7.2%)
Soot
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REMINDER ON POLLUTING EMISSIONS
Composition of
the particles
0.01 to 0.05
μ
 "Pure" carbon
 Polycyclic aromatic
hydrocarbon particles romatiques
 Sulfates (SO4) + water 0.1 and 1
 Metal swarf micron
 Ash Toxicity
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STANDARDS
Limit of the
standards
Maximum emission Euro 1 Euro 2 Euro 4

Euro 3
(in g/km) (01/01/93) (01.01.96) (01.01.06)
(01.01.00)
OC 3,16 1 0,64 0,5
NOx - - 0,5 0,25
HC + NOx 1,13 0,7 (0,9) 0,56 0,3
Particles 0,16 0,08 (0,1) 0,05 0,025

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SYSTEM COMPOSITION
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SYSTEM COMPOSITION
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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
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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.
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THE FILTER
SD 991
OS2
 Two generations of filter
Exhaust outlet with particles
removed
Gas inlet carrying particles
Filtration
rate:
0.1 micron
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Compounds trapped in the filter :
 Residue from the engine oil and wear.

Carbon particles.
Cerine.
Ash*
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PARTICLE COMBUSTION
Regeneration
Exhaust gas Regeneration range

temperature
600°C Natural regeneration temperature

of the particles
550°C -100°C
Additive added
450°C
Temperature of gases
after catalytic post-combustion
350°C +100°C
Temperature of gases with assistance
after post-injection
150°C +200°C
Temperature of gases without assistance
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THE ADDITIVE: CERINE
The cerine attaches

itself
to the soot particles
Two types of additive :

Additive
 Eolys® DPX 42
 Eolys® 176 (DPX 10)
Important :
The additives must not be mixed together, and are not interchangeable.
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The role of the additive:
O2 additive
Particle
Without additive With additive

 lowering of the soot combustion
 temperature reduction of the PF
regeneration time.
Regeneration :
Regeneration :
 5 min 450°C for 30g of soot
 30 min at 550°C for 30g of soot
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THE ADDITIVE RESERVOIR
EAS 100 first generation
Capacity 5 litres (on 607, 406, 807).
Filling
Pump
Valve
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THE PUMP AND INJECTOR
EAS 100 first generation
Injector
Low sensor
80 l/hr at 3 bars
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THE ADDITIVE RESERVOIR
Second generation EAS 200
Maximum capacity: 4 litres or 5 litres

Safety valve.
Breather:
Metering pump Filling
White,
Eolys® DPX 42 Green,
Eolys® 176 (DPX 10)
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THE PUMP AND THE DIFFUSER
Second generation EAS 200
Diffuser
No longer
fitted
6.45 mm3 / stroke

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THE POUCHES
5 2
2 3
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.
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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.
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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.
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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.
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THE TANK FILLER CAP SENSOR
Two magnets at 180°
Informs the additive ECU

of the cap positions.
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THE INLET AIR HEATER
Function
Regeneration assistance.
Cold starting.
This function uses:

 The outside temperature.
 Engine load
 The inlet air temperature
 The coolant temperature
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Operating principle
Cooled air functioning:
Inlet air
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Operating principle
Request for warm air :
Non-cooled inlet air.

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Operating principle
Mixing :
Partially cooled inlet air.

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With coolant type air heater

Two possible air heater versions (2):
• in the air filter. • on the air circuit.

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By-pass type
Mixer valve module EGR flap valve (A)

and by-pass valve (B)
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The inlet air flow
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.
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DW12BTED4 example
The temperature sensor
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
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ADDITIVE INJECTION
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CERINE ADDITIVE INJECTION
First generation DPX 42

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CERINE ADDITIVE INJECTION
Second generation
DPX 10
CAN example
CAN / VAN example

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THE ADDITIVE ECU
Types of additive ECU:
Additive ECU Type Actuators Network
EAS 100 1st generation Pump and injector VAN
EAS 200 2nd generation Mixer pump VAN
EAS 300 Ditto Mixer pump CAN

EAS 200
Management Controlled by the engine Hard-wired mixer CAN

incorporated into the ECU pump
engine ECU
Management Controlled by the engine MUX pump LIN

incorporated into the ECU via the BSI
engine ECU
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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
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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
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Events Actions
Detect : Stopping the

Acquisition of Diesel level L1
First generation Engine
Cut off of +VAN Diesel additive ECU to standby
ECU wake-up.
Cap opened
Cap open memorised
Cap closed Diesel additive ECU to standby
Re-start engine Wake up of BSI +VAN and Diesel additive ECU
Acquisition of Diesel fuel level L2 Checks filler cap
ΔL>0 ΔL=0
ΔL>0 ΔL=0
+ cap procedure fault or no + cap procedure fault or
+ cap procedure + cap procedure
procedure no procedure
Fuel additive injection Fuel additive injection Fuel additive injection Nothing
Gauge 7 litre minimum Normal functioning

Normal functioning Cap faulty
level
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Events Actions
Detect :
Second generation Ignition cut off Filtered level stored in memory
Cap opened
Filtered level loaded
Special case:
DRAINING THE TANK
• Turn on the ignition tank empty and filler cap fitted. Waiting for cap to close
• Turn on the ignition.
• Cap opened.
• Add fuel and close cap
Li – Lf > 5 L Li – Lf < 5 L Li – Lf > 10 L Li – Lf < 10 L

+ cap closed + cap closed + cap not closed + cap not closed
No additive
Fuel additive injection Additive for 0.5 litres Fuel additive injection
injection
Normal functioning Normal functioning Filler cap sensor fault
Filler cap sensor fault

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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 Counter

actuators management
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Inject the additive :
Calculation of the Q < 5 litres

additive quantity to
inject
Q= Li - Lf
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

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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.
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ADDITIVE MANAGEMENT
Integration of the additive

functions into the engine
ECU
Example of the 407 Coupé DT17 system

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Integration of the additive

functions into the engine
ECU
Example of the 307 (T6) 207 version with MUX pump
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REGENERATION MANAGEMENT
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First generation supervisor

Inlet air flow
Pressure
differential
Downline Specific gas flow

gas T°
Atmospheric
pressure
DEGREE OF FILTER CLOGGING

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SIX FILTER CLOGGING LEVELS

m900 mbar
DIFFERENTIAL PRESSURE
bar
Regeneration
request
Normal
functioning
EXHAUST GAS SPECIFIC FLOW (litres/hour)
a) hole in filter d) filter clogged

b) filter regenerated e) filter overloaded
c) filter in mid-way state f) filter clogged
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SPECIAL RANGES
900 mbar
a) hole in filter d) filter clogged

b) filter regenerated e) filter overloaded
c) filter in mid-way state f) filter clogged
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Change in the PF degree of clogging due to the accumulation of cerine*

* (regenerated state).
900 mbar
Δ Py) differential pressure

of PF 80000 km
ΔPx differential pressure

if PF 0 km
g) filter new at 0 km ax) functioning status if PF 0 km

h) filter at 80 000 km ay) functioning status if PF 80000 km
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Adaptation of the ECU mappings to the accumulation of cerine.
900 mbar
Δ Py
g) filter new at 0 km ΔPx

h) filter at 80 000 km

ΔPx) differential pressure if PF 0 km
Δ Py) differential pressure if PF 80000 km
ax) functioning status if PF 0 km
ay) functioning status if PF 80000 km
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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.
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First generation supervisor

Distance covered
Filter monitoring
Upline gases T°
ASSISTANCE
Additive qty
Efficiency monitoring
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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.
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REGENERATION ASSISTANCE ACTIVATION CONDITION
Minimum distance
covered since last
regeneration
PD monitoring
Kms between each
LA regeneration
Engine speed
OR ≥ a threshold
Coolant Differential
temperature pressure ∆ Pn
≥ 60°C
ASSISTANCE
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2. Consuming equipment activation

1. EGR inhibit
ASSISTANCE
3. Heating of
inlet air
Turbo
Regulated mode
4. Post-injection
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Filter monitoring
ASSISTANCE
Post-injection
Effect
T° Upline
and T° Downline LEVEL 1
LEVEL 2
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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
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FIRST GENERATION ASSISTANCE FUNCTION
LEVEL 1
Main injection
Post-injection
Pilot
injection
Post-injection delay
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FIRST GENERATION ASSISTANCE FUNCTION
LEVEL 2 Injection 20° to 120° after TDC
Maintaining the exhaust

gas temperature
Pilot Main injection Post-injection

injection
Post-injection
delay
Increases
catalytic
post-combustion
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Activation of regeneration assistance by the distance covered parameter
Activation
Regeneration frequency (km)

Regeneration
Soot combustion
N1 ≥ N2
Post-injection
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
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Activation of regeneration assistance

using the differential pressure parameter (ΔP)
Activation
Regeneration
Soot combustion (random duration)
ΔP ΔP
ΔPy ≥ ΔPn ΔPy = ΔPz
Post-injection Qv Qv
Post-injection time (T1)
ΔPn is equal to the differential pressure which triggers

Time
ΔPy is equal to the differential pressure read
Qv specific flow
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.
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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
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Effect of activation of artificial regeneration.
CYLINDER PRESSURE
TIME
a) pre-injection d) reduction in the main injection time

b) main injection e) excess torque due to post-injection
c) post-injection f) reduction in cylinder pressure
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REFRESHERS
The first generation supervisor:

 distance steps,
 differential pressure,
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THE SECOND GENERATION SUPERVISOR

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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),
• minimise over-consumption,
OPTIMISE
SUCCESS RATE
• engine protection,
 PF back-pressure,
 oil dilution by the diesel fuel.
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OPTIMISATION OF GENERATION ASSISTANCE
Calculate the
CURRENT DRIVING CONDITIONS quantity of soot
Town, Open road… 1
=> success rate CAPACITY
=> Opportunities
2 CONSUMPTION
SUPERVISOR
• Future driving
conditions
Decides to assist
• Frequencies
ASSISTANCE
Efficiency monitoring
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REGENERATION STRATEGIES
Need to regenerate Regeneration possibility
Filter degree Current Future

Fuel
of clogging driving driving
consumption
module conditions conditions
module
module module
Carbon quantity
Decide, check
Decision
module
Regeneration
DIAGNOSTIC Functions request
module module cut-off
PF status, degree
of clogging
Downgraded
modes
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NEED TO REGENERATE MODULE
Filter soot content module

Inlet air flow
Pressure
differential
Specific gas
Downline gas T°
flow
Atmospheric
pressure
Filter
Soot volume
degree of clogging
MONITORING THE DEGREE OF CLOGGING

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Soot quantity calculation :
Soot quantity Type

in the particle of driving
filter (g/mn) conditions
0,015 "a" difficult traffic
0,027 "b" free-flowing traffic
0,045 "c" very free flowing traffic
0,044 "d" open road
0,053 "e" motorway
DETERMINE THE QUANTITY OF SOOT IN

RELATION TO THE TYPE OF DRIVING
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Fuel consumption module
Calculation of the optimum distance covered for

Calculate an regeneration based on the driving conditions…
optimum
period … bearing in mind that the levels given for specific
profiles are only examples:
• Motorway: 1,700 km
• Mountains: 1,200 km
Compare • Open road: 1500 km
• City: 950 km
Optimum
Distance since consumption • Intensive urban: 850 km
last regeneration position
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.
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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
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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
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REGENERATION DECISION MODULE
Decide / check module
Filter degree Fuel Current Future

of clogging consumption driving driving
module module conditions conditions
module module
Decide / check 1
Decision
module
3 2 Regeneration
DIAGNOSTIC Functions request
module module cut-off
PF status, degree
of clogging
Downgraded modes
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REGENERATION DECISION MODULE
 Six indicators:
1. filter load,
2. consumption
3. driving,
4. history,
 Five decision-making rules:
5. functions,
6. state of PF. 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
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Favourable event.
 URBAN DRIVING Type of road mountain
or motorway
Degree of Degree of
Degree of clogging
clogging 61 % clogging 81 %
96 % or 33 gr
or 20 gr or 23 gr Very favourable event
1235 km Mountain or motorway type
785 km 1043 km
500 1000 1500 2000 km
61 % or 20 gr 70 % 26 gr 96 % or 33 gr
 ROAD 1,227 km 1,396 km 1,931 km
500 1000 1500 2000 km
 MOTORWAY 61 % or 20 gr 70 % 26 gr 96 % or 33 gr
1316 km 1657 km 2071 km
500 1000 1500 2000 km

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FUNCTIONING SAFETY :
Specific gas flow
SECURITY
Maximum clogging limit
Example at 80 000 Km
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PARTICLE FILTER DEGREE OF CLOGGING:

differential pressure (mbar).
filter clogged
filter overloaded
NOTE:
Theses states
are read with
the diagnostic
tool, under
parameter intermediate state
measurement.
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.
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Filter monitoring
Filter status
Effect on
ASSISTANC
Post-injection E LEVEL 3
T° > 480°C
LEVEL 1
Triggering of
catalytic conversion
T° Upline
Downline T° < 250 C°
LEVEL 2
T°: > 250°C < 480°C
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REGENERATION ASSISTANCE ACTIVATION CONDITIONS
(BY THE MONITORING FUNCTION)
Parameters Regeneration assistance.
Volume of soot Volume of soot in the particle filter since

Activation
in the particle last regeneration (above a certain level) (*)
filter
(calculation) Effective post-injection time
De-activation
(above a certain level) (*)
Activation Differential pressure (above a certain level)
Differential
pressure Effective post-injection time
(measurement) De-activation
(above a fixed level)
(*) depending on driving conditions.

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DIAGNOSTIC
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DIAGNOSTIC
Detect malfunctions, apply "downgraded modes"
Acquisition
Test Apply
of fault the validity of the The Downgraded mode
codes for outputs from downgraded Functioning

each module modes
each variable
Memorise
the information in downgraded Inform
the driver
mode
Help service department

106 / 116
DIAGNOSTIC
DRIVER
INFORMATION
SERVICE LIGHT
ENGINE DIAGNOSTIC LIGHT
FILLER CAP FAULT PICTOGRAM
PF OVERLOAD PICTOGRAM
107 / 116
DONWGRADED FUNCTIONING MODE
• lighting of the engine diagnostic light.
reduced flow
• exhaust gas temperature
• pressure
• particle filter clogged or holed
108 / 116
Fuel additive injection
Function is cut off for:

- electrical faults
- coherence of system sensors and
actuators.
Network fault
Function recovers:
- disappearance of faults
Gauge fault
Filler cap fault

109 / 116
RISK OF CLOGGING THE PARTICLE FILTER
Inefficient regeneration
The filter is clogged by the excess particles

110 / 116
ADDITIVE LOW LEVEL REACHED
Request to flash SERVICE light on instrument cluster
« DIESEL ADDITIVE LOW LEVEL »

111 / 116
PF SUMMARY
Particle filter Additive ECU (1282) Notes
Two generations : Three generations:  ECUs fitted to VAN CAR 2

 M.Marelli (Marwall) DPX 42 up to 9491 (24/10/2003)
First generation EAS_100 EOLYS 176 as from 9492
particle filter: SD991  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.
 ECU fitted on VAN CAR 2

Second generation M.Marelli (Marwall)
 EOLYS 176 or DPX 42 are configurable
particle filter: EAS_200
 Additive low level sensor discontinued
(octosquare OS2)
 Fuel additive injector discontinued (1284)
 New metering pump with injector valve
 ECU fitted to CAN CAR

M.Marelli (Marwall)
 Pin allocation changed
EAS_300
112 / 116
PF SUMMARY
Two regeneration
Modules Examples of systems
supervisors :
PF I One module for the regeneration supervisor :  Bosch EDC 15 C2 only

 particle filter degree of clogging (distance
covered since last regeneration)
 measurement of the differential pressure.
Six modules for the regeneration supervisor :

PF II Particle filter soot content. Examples:
Effect on consumption  Bosch EDC 16C 34
Current driving conditions. Distinguishes the  Siemens SID 803 / 201

future types of driving.
Decision: triggering/cut-off Important:Measurement of the P is
not used for triggering regeneration
Functions module but always present for safety reasons.
113 / 116
Counter resetting
YES CHANGING
NO
THE PF
YES ADDITIVE
NO YES
ADDITIVE
FILLING FILLING
R Quantity of cerine in the

e Quantity of cerine in Quantity of cerine
PF
S the PF used
e Quantity of cerine used
t
114 / 116
Thank you for your

attention.
115 / 116
GLOSSARY
FAP : Filtre A Particules (Particle Filter)
CAN : Controller Area Network
LIN : Local Interconnect Network
VAN : Vehicule Area Network
CAN : Controler Area Network.
BSI : Boîtier de Servitude Intelligent. (Built-in Systems Interface)
BSM : Boîtier de Servitude Moteur (PSF1). (Engine Ancillaries ECU (PSF1))
CMM Calculateur Moteur Multifonctions (Engine ECU)
CTN : Coefficient de Température Négatif. (Negative Temperature Coefficient)
HDi : Haute pression Directe Injection. (High Pressure Direct Injection)
PSF1 : Platine de Servitude boîte à Fusible compartiment moteur (BSM).

(Engine compartment Ancillaries Fuse panel (Engine ancillaries
ECU))
116 / 116

FAP Service Manual

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TECHNOLOGY

THE PARTICLE FILTER

All the values and information given in this presentation are

- QUIZ ------------------------------------------------------------------------------------- Page 9

- PRESENTATION OF THE PARTICLE FILTER SYSTEMS-----------------Page 25

- GLOSSARY -------------------------------------------------------------------------- Page 115

THE COURSE OBJECTIVES

• Discovering the PF parameters with the diagnostic tool,

G1 POSTE A POSTE B POSTE C

PRACTICAL WORK ORGANISATION

WORKSTATION A on a 607 EDC15C2

 Discovering the PF parameters with the

 Discovering the air circuit

 Diagnostic on the EDC15C2 PF system

PRACTICAL WORK ORGANISATION

WORKSTATION B on 407 EDC16C3

 Discovering the PF parameters with the

 Discovering the air circuit

 Diagnostic on the EDC15C3 PF system

PRACTICAL WORK ORGANISATION

WORKSTATION C on 407 SID 803

 Discovering the PF parameters with the

 Discovering the air circuit

 Diagnostic on the SID803 PF system

Start of course column

End of course column

Correction with the instructor

Which of these five types of engine may be fitted with a particle

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

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

To reduce fuel consumption

1 2 3 Which of these photos shows a particle filter?

1 2 3 Which of these photos shows a differential pressure sensor?

1 2 3 What are the second generation additive system components?

1 2 3 What is the role of the particle filter?

Filter and trap the exhaust gas CO and CO2.

Filter and trap the exhaust gas NOx.

Filter and trap the exhaust gas particles.

Filter the particles to separate them from the hydrocarbons.

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.

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.

1 2 3 The differential pressure sensor is used to monitor:

To measure the difference in pressure between the catalyser inlet and

The degree of clogging of the particle filter.

Whether the catalyser optimum functioning point has been reached.

1 2 3 The Eolys® additive is injected into: