F4AFE411A

NEF SERIES

EURO VI

On Road - Road Sweeper application

(Pivot)

F4AFE411A*C005

F4AFE411C*C026

N45 ENT 6 W

methods to perform repair interventions on the assembly and its components.

Anyhow, this document is addressed to qualified and special-ised personnel.

Before performing any intervention, check that the document relating to the vehicle model on which the intervention is being performed is available and also make sure that all accident pre-vention devices, including but not limited to, goggles, helmet, gloves, shoes, as well as work equipment, lifting and transport equipment, etc., are available and efficient, and also make sure that the vehicle is in safety conditions for intervention. Making interventions strictly observing the indications given here, as well as using specific equipment indicated, assures a correct repair intervention, execution timing observance and operators’ safety.

Each repair intervention must be finalised to the recovery of functionality, efficiency and safety conditions that are provided by FPT.

Each intervention on the vehicle that is finalised to a modifica-tion, alteration or anything else which has not been authorised by FPT relieves FPT of any liability, and, in particular, where the assembly is covered by a warranty, each intervention will immediately invalidate the warranty.

FPT declines any liability for repair work.

FPT is available to provide any information necessary for the implementation of the interventions and to provide instruc-tions for any cases and situainstruc-tions not covered in this publica-tion.

The data contained in this issue may not be up-to-date due to possible modifications made by the Manufacturer for technical or commercial reasons, or to adaptations required by laws in force in different countries.

In the event of discordance between the information in this publication and the actual assembly, please contact the FPT network before performing any interventions.”

The complete or partial reproduction of the text or illustra-tions herein is forbidden.

Introduction

- Grounding and screening. . . 8

OPTIONAL ELECTRICAL AND MECHANICAL PARTS INSTALLATIONS . . . 9

CONVERSIONS BETWEEN THE MAIN UNITS OF MEASUREMENT OF THE INTERNATIONAL SYSTEM AND THE MOST COMMONLY USED DERIVED SIZES . . . 9

PAGE HEADER AND FOOTER INTERPRETATION 10 UPDATE DATA . . . 11

Manuals for repairs are split into Parts and Sections, each one of which is marked by a number; the contents of these sections are indicated in the general table of contents.

Sections with mechanical contents include technical data, tightening torque collections, tool lists, assembly connections - discon-nections, overhauls at the bench and scheduled maintenance.

On sections or parts of the electric/electronic system section there are the descriptions of the electric network and the electronic systems of the assembly, wiring diagrams, electric characteristics of components.

Section 1. describes the engines illustrating its features and working in general. Section 2. describes the fuel supply type and engine operation.

Section 3. is about the electrical equipment, dealing with wiring, electrical and electronic devices which are distinguished on the basis of their specific use.

Section 4. describes scheduled maintenance and specific overhauling. Section 5. deals with removal and refitting of the main engine components.

Section 6 describes general mechanical servicing of the engine on the revolving stand.

Section 7 gives engine technical characteristics such as data, installation clearances and tightening torques. Section 8 is about the tools necessary for performing these operations.

The appendix provides a list of the general safety regulations which all operators, whether installers or maintenance technicians, must comply with to prevent any serious injury.

The manual uses proper symbols in its descriptions; the purpose of these symbols is to classify information. In particular, a set of symbols has been defined to classify warnings, while another set has been specified for service operations.

General danger

Includes the dangers of both above described signals. Risk of serious damage to the assembly

The partial or total non-observance of these instructions could cause serious damage to the assembly and may nullify the warranty.

Environmental protection

Indicates correct behaviour in order for the assembly use to be as environmentally friendly as possible. Danger for persons

Missing or incomplete observance of these prescriptions can cause serious danger for persons’ safety.

SYMBOLS - Warnings

Indicates an additional explanation for a piece of information.

!

GENERAL INFORMATION

Service operations

Example:

NOTE

α Tighten to torque + angle value Ø 1= Housing for connecting rod

small end bush.

Ø 2= Housing for connecting rod bearings

Ø 2 Ø 1

Removal Disconnect Intake Refitting Connect Exhaust Disassembly Dismantling Operation Assembly

Assemble

ρ

Tighten to the specified torque Tolerance Weight difference

α Tighten to the specified torque + angle value Rolling torque

Press or caulk Rotation

Registration Adjustment

Angle Angle value

! Warning_Note Preload

Visual check

Fitting position check Revolutions per time unit Measuring Value to be found Check Temperature Tools bar Pressure Surface for machining

Finished workpiece Oversized

Oversized by no more than ... Interference

Forced assembly

Undersized

Undersized by no more than...

Clearance Shim Selection of oversizing class Lubricate Moisten Grease Temperature < 0oC Cold Winter Coolant Sealant Temperature > 0oC Hot

GENERAL WARNINGS

The warnings shown may not be representative of all the dangerous situations that may occur. Therefore, supervisors should be contacted whenever a dangerous situation that has not been described occurs.

Use both specific and general-purpose toolings according to the prescriptions contained in respective use and mainte-nance handbooks. Check the working condition and suitability of tools not subject to periodic review.

The manual handling of loads must be assessed in advance since it also depends not only on weight but also on its size and on the path.

Handling by mechanical means must be with hoisters proper as for weight as well as for shape and volume. Hoisters, ropes and hooks used must show clear indications regarding maximum acceptable carrying capacity. The use of such tools is strictly permitted by authorised personnel only. Stay at a safe distance from the load and never below it. In disassembly operations, always observe the provided prescriptions and prevent any mechanical parts being taken out from accidentally striking workshop personnel.

Shop activities performed by two technicians must always been executed with caution; avoid operations that may be dangerous for any collaborators due to lack of field of vision or incorrect position.

Keep any personnel not assigned to the operations clear of working area.

Learn the necessary concepts of operation and safety relating to the vehicle prior to working on it. Scrupulously observe all safety warnings on the assembly.

Do not leave the assembly in motion unattended during repair work.

When working on an assembly off the ground, make sure that it is resting firmly on the appropriate supporting stands and that the manual/automatic safety devices are activated in the event of lifting with a hydraulic ramp.

When working on assemblies fuelled with natural gas, in addition to the instructions given in the document, also observe all the specific safety regulations provided.

Only remove radiator cap when the engine is cold by cautiously unscrewing it in order to let system residual pressure out.

Flammable fuels and all fluids and liquids must be handled with care, according to the indications provided in the 12 point cards of harmful materials. Refuelling must be performed outdoors with the engine off, avoiding lit cigarettes, free flames or sparks, in order to prevent sudden fires/explosions. Adequately store inflammable, corrosive and pollu-ting fluids and liquids according to what provided by regulations in force. Strictly avoid using containers for food to store harmful liquids. Avoid drilling or burning pressurised containers and discard cloths impregnated with inflammable substances into suitable containers.

Worn out, damaged or consumable parts must be replaced with original spare parts.

During workshop activities, always keep the workplace clean; promptly free or clean floors of any accidental spills and stains of liquids and oils. Electric sockets and electrical equipment necessary to perform repair operations must meet safety rules.

Before overhauling, clean the assemblies and make sure they are integral and complete. Tidy up detached or disassem-bled parts with their securing elements (screws, nuts, etc.) into special containers.

Check the integrity of the parts that prevent the loosening of screws: split washers, split pins, clips, etc. Self-locking nuts with nylon inserts must always be replaced.

Avoid contact of rubber with diesel fuel, petrol or other incompatible substances.

Before pressure washing mechanical parts, protect electrical connectors and any control units.

The tightening of screws and nuts should always be carried out according to directions. FPT’s sales and assistance net-work is available to provide any clarifications necessary to carry out any repair net-work not covered by this document. Before welding:

- Disconnect all electronic control units and unplug the power cable from the battery’s positive terminal (connec-ting it to the chassis ground) and connectors.

- Remove paint by using proper solvents or paint removers and clean relevant surfaces with soap and water. - Wait approximately 15 minutes before proceeding with welding.

- Use suitable fire-resistant protections to protect hoses or other components in which fluids or other flammable materials flow when welding.

Should the vehicle be subjected to temperatures exceeding 80C (dryer ovens), remove the electronic control units.

The disposal of all liquids and fluids should be carried out in strict compliance with specific regulations in force. Wear all required P.P.E and garments when called for by the operation at issue. Contact with moving parts may cause serious injuries. Use suitable, preferably tight-fitting garments and avoid wearing jewellery, scarves, etc.

Do not leave the engine running in workshops not equipped with a pipe to extract exhaust fumes outside. Do not breathe fumes from heating or welding of paint, as they are harmful; operate outdoors or in well-ventilated areas. Wear an appropriate respirator in the presence of paint dust.

Avoid contact with hot water or steam from the engine, radiator and hoses as they could cause serious burns. Avoid direct contact with liquids and fluids inside vehicle systems; consult the 12 remedy points sheet if accidental contact occurs.

GENERAL WARNINGS REGARDING THE ELECTRICAL SYSTEM

Do not use fast chargers to start up the engine. Start up must only be performed with either separate batteries or special truck.

Incorrect polarisation of voltage supply to the electronic control units (for example, incorrect polarization of batteries) may lead to their destruction.

Disconnect the batteries from the system during their recharging with an external apparatus.

On connecting, only screw connector (temperature sensors, pressure sensors, etc.) nuts to the prescribed tightening torque.

Isolate the circuit prior to disconnecting the junction connector from an electronic control unit.

Do not directly supply current to components served by electronic control units with nominal vehicle voltage. The cables must be routed in such a way as to be parallel to the reference plane, as close as possible to the chassis/body. Upon completing work on the electrical circuit, restore the electrical connectors and wiring as originally provided. When having to operate on the electrical/electronic circuit, disconnect the batteries from the circuit, disconnecting the chassis earth cable first of all from the negative terminal of the battery.

Before connecting the batteries to the system, make sure that the system is suitably insulated.

Disconnect the external recharging apparatus from the public utility network before removing the apparatus pins from the battery terminals.

Do not cause sparks to verify the presence of voltage in a circuit.

Do not use a test lamp to verify circuit continuity, but proper control equipment only.

Make sure that the wirings of electronic devices (length, type of cable, location, strapping, connection of screen brai-ding, grounbrai-ding, etc.) conform with the FPT system and that they are carefully restored after repair or maintenance work.

Measurements on the ECUs, jack connections and electrical connections of components must be done only on regular test lines, with special jacks and jack bushings. Never use improvised equipment like metal wires, screwdrivers, pins or similar. This may not only cause short circuits, but also damage the jack connectors, resulting in poor contact.

The connectors are shown from cable side. Connector views contained in the manual are representative of cable side.

!

Grounding and screening

The negative leads connected to a system grounding point must be as short as possible and connected to one another in ”star” configuration; make sure that they are tightened in an orderly and adequate manner (Figure 1 ref. M).

The following precautions must be observed regarding the electronic components:

- The electronic control units must be connected to the circuit’s ground when they have metallic casing.

- Control unit negative cables must be connected to a system ground point, such as the dashboard compartment ground (do not use ”serial” or ”chain” connections), and to the negative terminal of the battery/ies.

- Even if not connected to the circuit ground/battery negative terminal, analog ground (sensors) should have optimal isolation. Consequently, particular care should be given to terminal parasitic resistances: oxidation, clinching defects, etc.

- The metal braid of shielded circuits must be in electric contact only at the end towards the control unit where the signal enters (Figure 2).

- In the case of junction connectors, the unshielded section d, near the connectors must be as short as possible (Figure 2). - The cables must be routed in such a way as to be parallel to the reference plane, as close as possible to the chassis/body.

1. ”STAR” CONNECTIONS OF NEGATIVE CABLES TO THE CIRCUIT GROUND M Figure 1

OPTIONAL ELECTRICAL AND MECHANICAL PARTS INSTALLATIONS

Accessory installation, additions and changes on the assembly must be carried out in compliance with the FPT assembly directives. It is reminded that, especially with regard to the electric system, several electric sockets are provided for as standard (or optional) sockets in order to simplify and normalise the electrical intervention by fitters.

It is strictly forbidden to carry out any modifications or connections to the electronic control unit wiring. In particular, the data line between the control units (CAN line) is to be considered untouchable.

CONVERSIONS BETWEEN THE MAIN UNITS OF MEASUREMENT OF THE

INTERNATIONAL SYSTEM AND THE MOST COMMONLY USED DERIVED SIZES

Power 1 kW = 1.36 CV 1 kW = 1.34 hp 1 CV = 0.735 kW 1 CV = 0.986 hp 1 hp = 0.746 kW 1 hp = 1.014 CV Torque 1 Nm = 0.1019 kgm 1 kgm = 9.81 Nm Revolutions per time unit 1 rpm = 0.1047 rad/s 1 rad/s = 9.55 rpm Pressure 1 bar = 1.02 kg/cm2 1 kg/cm2 = 0.981 bar 1 bar = 105Pa Temperature 0C = 273.15 K 0F = 255.37 K

0C = 32˚F (the conversion factor between Celsius and Fahrenheit is 1:1.8)

the unit CV is converted into hp for simplicity according to a ratio of 1:1 1 hp = 1 CV

NOTE

Where accuracy is not particularly required:

- the unit Nm is converted into kgm for simplicity according to a ratio of 10:1 1 kgm = 10 Nm;

- the unit bar is converted into kg/cm2_{for simplicity according to a ratio of 1:1} 1 kg/cm2 = 1 bar.

PAGE HEADER AND FOOTER INTERPRETATION Type of engine Section title Page number

UPDATE DATA

Section

General specifications

1

Operating diagrams

2

Electrical equipment

3

Scheduled Maintenance

4

Removal-refitting of the main engine components

5

General mechanical overhaul

6

Technical specifications

7

Tools

8

Safety prescriptions

Appendix

NEF SERIES EURO VI

SECTION 1

General information

Page

IDENTIFICATION PLATE . . . 3

CORRESPONDENCE BETWEEN TECHNICAL CODE AND COMMERCIAL CODE. . . 3

TECHNICAL CODE. . . 4

COMMERCIAL CODE. . . 5

ISO VIEW . . . 6

TORQUE AND POWER TYPICAL CURVES . . 7

- F4AFE411A*C005. . . 7

- F4AFE411C*C026. . . 7

ENGINE VIEWS . . . 8

IDENTIFICATION PLATE

Figure 1

221352

1. Technical code - 2. Month and year construction date - 3. Engine serial number

CORRESPONDENCE BETWEEN TECHNICAL CODE AND COMMERCIAL CODE

Technical Code Commercial Code

F4AFE411A*C005

TECHNICAL CODE

The model number is assigned by the manufacturer; it is used to identify the main characteristics of the engine, and to characterize its application and power output level. It is stamped on a side of crank-case, close to oil filter.

Emissions level: A = TIER 4a B = TIER 4full/STAGE IV C = EURO 6 D = Not emissioned E = STAGE 2 Performances:

1,2,3... A,B,C...= Engine power or torque level

Cylinder configuration:

A = 4 stroke vertical E = 4 stroke vertical with post-treat B = 4 stroke horizontal F = 4 stroke horizontal with post-treat C = 4 stroke vertical with EGR G = 4 stroke horizontal with EGR + post treat D = 4 stroke horizontal with EGR L = 4 stroke vertical with EGR + post treat

Application:

0 = Other application 5 = Genset 1 = Trucks 6 = Marine

2 = Buses 7 = Industrial / Agricultural turbo eVGT 3 = Industrial / Agricultural 8 = Cars and derivatives

4 = Industrial / Agricultural 9 = Military

Engine main characteristics: 0 = Turbocharged CNG

1 = Turbocharged diesel i.d. aftercooled 2 = Naturally Aspirated diesel i.d 3 = Naturally Aspirated diesel i.i 4 = Naturally Aspirated petrol 5 = Naturally Aspirated CNG 6 = Turbocharged diesel i.d. 7 = Turbocharged diesel i.i. 8 = Turbocharged petrol

9 = Turbocharged diesel i.i. aftercooled

No. of cylinders

Progressive numbers showing engine variants

F4

A

F

E

4

1

1

C

C

026

EMISSION LEVEL: 6 = Euro VI

ENGINE FAMILY IDENTIFIER: N = NEF

DISPLACEMENT: 45 = 4.500 cc NOMINAL

FUEL SUPPLY: E = ELECTRONIC INJECTION ENGINE BLOCK: N = NOT STRUCTURAL

AIR INTAKE: T = INTERCOOLED TURBOCHARGED

N 45 E N T 6

The purpose of the commercial code is to make the characteristics of the product easier to understand, categorizing the engines according to their family, origins and intended application. The commercial code, therefore, cannot be used for the technical pur-pose of recognizing the engine’s components, which is served by the ”ENGINE S/N”.

COMMERCIAL CODE

W

Figure 2

ISO VIEW

227538

F4AFE411 engine

The engine F4AFE411 is a 4-cylinder in-line turbocharged with intercooler with 4 valves per cylinder; it belongs to the NEF series and operates according to a four-stroke diesel cycle.

The engine supply system is electronically-controlled and it’s based on the direct injection of the fuel in the combustion chamber by means of high pressure pump and common rail.

600 600,0 140,0 120,0 100,0 80,0 60,0 40,0 20,0 0,0 550,0 500,0 450,0 Nm rpm kW 400,0 350,0 300,0 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 TORQUE (Nm) POWER (kW) Figure 3

TORQUE AND POWER TYPICAL CURVES F4AFE411A*C005 227495 POWER max. 118 kW (158 HP) at 2.500 rpm TORQUE max. 580 Nm (59.14 kgm) at 1.250 rpm Figure 4 F4AFE411C*C026 227496 POWER max. 152 kW (204 HP) at 2500 rpm TORQUE max. 750 Nm (76.47 kgm) at 1.400 rpm 600 600,0 650,0 700,0 750,0 800,0 140,0 160,0 120,0 100,0 80,0 60,0 40,0 20,0 0,0 550,0 500,0 450,0 Nm rpm kW 400,0 350,0 300,0 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 TORQUE (Nm) POWER (kW)

Figure 5

ENGINE VIEWS

(F4AFE411A*C005 - F4AFE411C*C026)

227539

INTAKE SIDE VIEW

1. Rail 2. High pressure fuel pipe 3. Fuel pump 4. Fuel filter 5. Oil sump 6. Engine control unit EDC17CV41 -7. Engine cable - 8. Intake manifold

Figure 7

FRONT VIEW

1. Engine cable 2. Fixed belt tensioner 3. Water pump 4. Damper pulley 5. Auxiliary drive belt 6. Fixed belt tensioner -7. Automatic belt tensioner - 8. Alternator - 9. Thermostat cover

Figure 8

REAR VIEW

1. Tappet cover 2. Throttle valve control actuator 3. Motorized throttle valve (engine brake) 4. Engine flywheel -5. Fuel low pressure pipes - 6. Lifting eyelet

227542

Figure 9

TOP VIEW

1. Intake manifold - 2. Rail - 3. Oil filler cap - 4. Blow-by breather - 5. Thermostat cover

6. Alternator - 7. Turbocharger - 8. Throttle valve control actuator - 9. Exhaust manifold - 10. Tappet cover

GENERAL CHARACTERISTICS

Type F4AFE411A*C005 F4AFE411C*C026

Cycle Four stroke - Diesel engine

Fuel system Common Rail Injection System

Injection Direct

Number of cylinders 4 in line



+

+

+.. =

For timing check

mm X mm INJECTION supply Type: Bosch

High pressure common rail EDC 17CV41

Nozzle type and brand BOSCH CRIN2.0

Injection sequence 1 - 3 - 4 - 2

Injection pressure bar 1600

Data, features and performances are valid only if the technician fully complies with all the installation requirements provided

Type F4AFE411A*C005 F4AFE411C*C026

Max. power kW (hp) rpm 118 (158) 2500 152 (204) 2500 Maximum torque Nm (kgm) rpm 580 (59.14) 1.250 750 (76.47) 1.400 Low idle speed with no load rpm 750

Peak engine speed with no load rpm 2.800

TURBOCHARGING Turbocharger type

With aftercooler HONEYWELL GT 25S

bar

LUBRICATION By means of centrifugal pump, thermostat, radiator, heat exchanger, aftercooler Oil pressure at 80˚C

- at idle speed bar

- at max speed bar

2.0 4.0

COOLING(1) By means of centrifugal pump, thermostat,_{radiator, heat exchanger, aftercooler}

Total capacity litres 8

Water pump drive Belt driven

Thermostat - start of opening ˚C - maximum opening ˚C 79 ± 2 96 REFILLING(2)

- Lubrication circuit total capacity(3) _litres kg

13,5 12.2 - engine sump at minimum level litres

kg

9 8.1 - engine sump at maximum level litres

kg

12 10.8

(1) The quantities indicated only relate to the engine in its standard configuration. Use a 50% mixture of water and PARAFLU HT even during the summer months. As an alternative to PARAFLU HT, use another product that complies with FPI9.COOL002 or CNH MAT 3624 or SAE J1034 specifications.

(2) Only use lubricants which meet the international standards API CJ-4 / ACEA E9-E6. Recommended oil is SAE 10W-40 or 5W-30 meeting FPI9.LUBR001 or CNH MAT 3521. The oil used is considered to be acceptable until a quantity equalling 0.15% of fuel consumption is reached.

SECTION 2

Operating diagrams

Page

COMMON RAIL INJECTION SYSTEM . . . 3 - General specifications . . . 3 - Electric system. . . 3 - Main sensors . . . 3 - System functions . . . 4 - Hydraulic system . . . 5 - Fuel system diagram . . . 6 - Fuel prefilter . . . 8 - Fuel filter . . . 8 - Mechanical supply pump . . . 9 - High pressure pump CP3.3 . . . 10 - Rail . . . 15 - Pressure relief valve. . . 15 - Electro-injector . . . 15 - Quick coupler for fuel return . . . 16 LUBRICATION. . . 17 - General specifications . . . 17 - Oil pump. . . 18 - Heat exchanger. . . 18 OIL VAPOUR RECYCLING . . . 20 - General specifications . . . 20 COOLING SYSTEM . . . 21 - General specifications . . . 21 - Water Pump . . . 22 - Thermostat . . . 23 INTAKE AND EXHAUST SYSTEM . . . 25 - Description . . . 25

Page

- Turbocharger . . . 26 - Throttle valve . . . 27 EXHAUST GAS AFTER-TREATMENT SYSTEM

(ATS) . . . 28 - Schematic . . . 28 - ATS system heating/cooling system . . . 31 MAIN COMPONENTS OF ATS SYSTEM. . . 32 - Tank . . . 32 - AdBlue fluid level gauge control . . . 32 - DeNOx 2.2 supply module

(SM - Supply Module). . . 33 - Filter removal . . . 34 - Filter assembly. . . 35 - DeNOx 2.5 dosing module

(DM - Dosing Module). . . 36 - Diverter valve . . . 37 - NH3 sensor . . . 38 - Nitrogen oxide detecting sensor . . . 39 - Exhaust gas temperature sensor . . . 40 - Temperature and humidity sensor . . . 41 - Catalytic converter . . . 42 - Differential pressure sensor . . . 43 SCHEDULED MAINTENANCE FOR ATS SYSTEM

(DRAFT) . . . 44 REPLACING THE DPF

(DIESEL PARTICULATE FILTER)

CATALYTIC CONVERTER . . . 45 - Removing the DPF catalytic converter . . . 45 - Refitting the DPF catalytic converter . . . 47

221783

Figure 1

Main sensors

Through the sensors, present on the engine, the ECU con-trols the engine operation.

Boost pressure and air temperature sensor

The boost pressure and air temperature sensor is an integrated component which has the task of detecting the pressure and temperature of the air inside the intake manifold.

Both pieces of information are needed by the injection control unit to define the amount of air taken in by the engine.

This information is then used to calculate the injection time. The sensor is fitted on the intake manifold.

The output voltage is proportional to the pressure (or tem-perature) measured by the sensor.

Engine oil temperature and pressure sensor

It is fitted on the crankcase and measures the engine oil pres-sure and temperature.

1. Electroinjector connections 2. Motorized throttle valve actuator connector (Exhaust flap)

3. Boost pressure and air temperature sensor 4. Rail pressure sensor 5. Timing segment speed sensor (camshaft) -6. Fuel temperature sensor - 7. Fuel high pressure pump metering unit - 8. In line connector - 9. Rpm increment speed

sensor (crankshaft) 10. Engine Control Unit EDC17CV41 11. Engine oil pressure and temperature sensor -12. Coolant temperature sensor

COMMON RAIL INJECTION SYSTEM General specifications

In order to reduce PARTICULATES emissions, very high injection pressures are required.

The Common Rail system allows injecting the fuel up to pressures reaching 1600 bar, at the same time, the injection precision, obtained by the electronic system control, optimizes the engine performance, reducing emissions and consumption.

Rail pressure sensor

Assembled on a rail end, it measures the fuel pressure in the rail in order to determine the injection pressure.

The signal provided by the sensor is used by the engine mana-gement control unit to adjust the injection pressure and duration.

Coolant temperature sensor

This is a variable resistance sensor that is able to measure coolant temperature and transmit a signal to the control unit reflecting the thermal conditions of the engine.

Fuel temperature sensor

This sensor is identical to the previous one.

It detects the temperature of the fuel to give the control unit information about the fuel oil temperature conditions. Rpm increment speed sensor

It is an inductive sensor placed on the front part of the engine. Signals generated through the magnetic flow that is closed on the tone wheel, change their frequencies depending on crankshaft rotation speed. The engine management control unit uses the rpm sensor signal to determine the rotation speed and angular position of the crankshaft.

Timing segment speed sensor

This inductive sensor is located in the left rear part of the engine. It generates signals obtained from magnetic flux lines which close through the holes situated in gears force fitted to the camshaft. The signal generated by this sensor is used by the engine management control unit as the injection phase signal.

Although it is similar to the rpm sensor, it is NOT interchan-geable as it has a different shape.

System functions Self-diagnostics

The control unit self-diagnostics system checks the signals from the sensors and compares them with the allowed limit values.

FPT Code recognition

The engine management control unit communicates with the Immobilizer control unit to obtain the startup consent. Engine pre-heating resistance management

The pre-post heating is activated when even only one of the water, air or fuel temperature sensors signals a temperature that is less than 5C.

Synchronization search

By means of signals from the sensor on the camshaft and that on the crankshaft pulley, at start-up the cylinder into which

Injection control

On the basis of the information from the sensors and the mapped values, the control unit controls the pressure regula-tor and changes the pre-injection and main injection mode. Closed loop injection pressure management

Depending on engine load, measured by processing signals coming from various sensors, the control unit controls the regulator in order to always have the optimum pressure. Pilot and main injection advance control

The control unit, depending on signals coming from various sensors, computes the optimum injection point according to an internal mapping.

Idle speed control

The control unit processes signals coming from various sen-sors and adjusts the amount of injected fuel.

It controls the pressure regulator and changes the injection time of electro-injectors.

Within certain thresholds, it also takes into account the bat-tery voltage.

Maximum speed limiting

At 2700 rpm, the control unit limits fuel flow-rate by reducing the electro-injectors opening time.

Over 3000 rpm it deactivates the electro-injectors. Cut Off

Fuel cut off upon deceleration is controlled by the control unit performing the following logics:

- it cuts off electro-injectors supply;

- it re-activates the electro-injectors shortly before idle speed is reached;

- it controls the fuel pressure regulator. Smokiness on acceleration control

With important load requests, the control unit, depending on signals received by air inlet meter and engine speed sensor, controls the pressure regulator and changes the electro--injectors actuation time, in order to avoid exhaust smokes.

Checking fuel temperature

When the fuel temperature exceeds 75C (measured by the sensor placed on fuel filter) the control unit intervenes and reduces the injection pressure.

If the temperature exceeds 90C, the power is reduced to 60%.

AC compressor engagement control

The control unit is able to control the engagement and disen-gagement of the electromagnetic clutch of the compressor on the basis of the coolant temperature.

Figure 2

A. Low pressure - B. Return - C. High pressure

1. Rail pressure relief valve - 2. Quick coupler for fuel return - 3.Common Rail - 3. Fuel filter - 4. High pressure pump 5. Mechanical feed pump - 6. Fuel filter - 7. ECU - 8. Electro-injectors

The Common Rail system has a special pump that continuously keeps fuel at high pressure, independently from stroke and cylin-der that has to receive the injection and accumulates fuel in a common duct for all electro-injectors.

At the electro-injector inlet therefore, there is always fuel at the injection pressure calculated by the ECU.

When an injector solenoid valve is energised by the electronic control unit, the injection of fuel directly taken from rail takes place in the related cylinder.

The hydraulic system is implemented by a low-pressure circuit and a high-pressure circuit. The high-pressure circuit is made up of the following pipes:

- piping connecting high-pressure pump outlet to rail; - pipings supplying electro-injectors from rail.

The low-pressure circuit is made up of the following pipes: - fuel suction piping from tank to prefilter;

- pipings supplying the mechanical supply pump through the control unit heat exchanger, manual priming pump and prefilter; - pipings supplying the high-pressure pump through the fuel filter.

The fuel return circuit from rail and from injectors and the high-pressure pump cooling circuit complete the system.

Hydraulic system

Fuel system diagram

This Common Rail injection system, with CP3.3 pump is shown in diagram form in the 4 cylinder version.

The pressure regulator, placed upstream of the high-pressure pump, adjusts the fuel flow that is necessary on the low-pres-sure system. Afterwards, the high-preslow-pres-sure pump takes care of supplying the rail properly. This solution, only pressurising the necessary fuel, improves the energy efficiency and limits heating the fuel in the system.

Function of the limiting valve (8), assembled on the highpres-sure pump, is keeping the preshighpres-sure, at the preshighpres-sure regulator inlet, constant at 5 bar, independently from the efficiency of the fuel filter and of the system set upstream.

The intervention of the pressure relief valve (8) brings about an increase in the fuel flow in the high-pressure pump cooling circuit, through the inlet and drain pipe (19) from the pipe (10).

The quick coupler housed on the cylinder head, fitted on the electro-injector return (11), limits the fuel return flow from the electro-injectors at a pressure of 1.3 ÷ 2bar.

Two by-pass valves are placed in parallel with the mechanical supply pump.

The by-pass valve (17) allows fuel to flow from mechanical pump outlet to its inlet, when the fuel filter inlet pressure exceeds the allowed threshold value.

The by-pass valve (18) allows filling the supply system through the manual priming pump (3).

!

Due to the very high pressure that builds within this hydraulic system, the following precautions must be observed for safety reasons:

- avoid connecting high-pressure pipe fittings with approximate tightening;

- avoid disconnecting the high-pressure pipes when the engine is running (DO NOT make any attempt at bleeding: this is absolutely useless and dangerous!).

!

To ensure correct operation of the system, it is essential that the low-pressure circuit is intact. Therefore, avoid any attempt at modification or alte-ration and intervene immediately if a leak is identified.

!

After high-pressure pipeline installation, during the following 20 hours of work, frequently check engine oil level. (IT MUST NOT INCREASE).

Figure 3 227484 A .Outl e t conne cti o n to h ig h p re ss u re p u m p -B .I nl e t conne cti o n fr o m m e cha ni ca l sup p ly p um p -C .Low p re ss u re -D .F ue l d is cha rg e -E .H ig h p re ss u re 1 .F u e l ta nk -2 .P re fil te r -3 .M anua l p um p -4 .Eng in e contr ol uni t -5 .F u e l fil te r -6 .F lo w ra te m od ul at or -7 .H ig h p re ss u re p u m p -8 .L imi ti n g va lv e o n h ig h pr e ss u re pu mp, 5 ba r -9 .M e ch an ic al su ppl y p u m p -1 0 .H ig h pr e ss u re pu mp re flu x pi pe -11. Q u ic k co u p ler fo r fu e l ret u rn fro m th e in jec to rs -12. Ret u rn p ip e -13. C o m m o n rail exc ess p ressu re valve 14. C o m m o n rail -15. P ressu re sen so r -16. In jec tor -17. B y-p ass valve -18. B y-p ass valve -19. H igh -p ressu re p u m p coolin g p ip in g

70494

227475

Figure 4 Figure 5

The fuel filter is of the high water separation type, it is fitted on the right side of the vehicle chassis with the sensor (4) for detecting water in fuel on the cartridge (3) base.

Priming pump (5) and system air bleeding screw (2) located on the filter support.

The presence of condensate into filter is signalled by sensor (4) when a warning light on the instrument panel is lit.

Fuel prefilter

1. Heater connector 2. Fuel filter 3. Electric fuel heater -4. Fuel temperature sensor - 5. Fuel filter support A. Inlet connection from mechanical supply pump

B. Outlet connection to high-pressure pump

It is located on the crankcase in the circuit between the feed pump and the high pressure pump.

Cartridge filtering degree: 4 microns Pressure delta: 0.1 bar.

Fuel temperature sensor and heater resistors are located on the support.

The fuel temperature, signalled by the relative sensor to the engine management control unit, allows a very accurate cal-culation of the fuel flow-rate to be injected into the cylinders.

Fuel filter

!

Mechanical supply pump

Gear pump, fitted on the rear side of the high pressure pump and used to supply it. It is driven by the high pressure pump shaft.

Normal operating conditions Figure 6

72592

A. Fuel inlet from tank, B. fuel outlet to filter, 1-2 by-pass valves in close position.

Overpressure condition at outlet Figure 7

72593

The by-pass valve (1) intervenes in the presence of overpres-sure at the outlet B. The presoverpres-sure of the fuel overcomes the force exerted by the spring of the valve (1), thereby placing the pump outlet in communication with the inlet by way of passage (2).

Figure 8

Air bleeding conditions

72594

The by-pass valve (2) cuts in when, with engine off, the fuel system shall be filled through the priming pump. In this situa-tion the by-pass valve (1) stays closed and the by-pass valve (2) opens as a result of the incoming pressure. The fuel flows out of outlet B.

!

Figure 9

72595

1. Fuel outlet fitting to rail 2. High pressure pump 3. Pressure regulator 4. Drive gear 5. Fuel inlet fitting from filter -Pump with three radial pistons controlled by the timing gear,

without needing any setting. The mechanical supply pump controlled by the high pressure pump shaft is fitted on the rear side of the high pressure pump.

High pressure pump CP3.3

!

70498

Figure 10

Every plunger unit is composed of:

- a piston (5) actuated by a three-lobe element (2) floating on the pump shaft (6). The element (2), as it floats on a misaligned part of the shaft (6), when the shaft rotates, does not rotate with it but is only translated in a circular movement along a wider radius, with the result of alter-natively activating the three pumping elements;

1. Cylinder - 2. Triple-lobe element - 3. Cap intake valve - 4. Ball delivery valve - 5. Piston - 6. Pump shaft 7. Low-pressure fuel inlet - 8. Plungers supplying fuel ducts

Sect. B - B

Sect. C - C

- cap intake valve (3); - ball delivery valve (4). High pressure pump internal structure

Figure 11

Operating principle

72597

1. Connection between fuel outlet and rail 2. Delivery valve to rail 3. Plunger 4. Pump shaft 5. Plunger supply pipe -6. Pressure regulator supply pipe - 7. Pressure regulator.

Sect. D - D Sect. B - B

Figure 12

72601

1. Plunger inlet - 2. Pump lubrication pipes - 3. Plunger inlet 4. Main plunger supply pipe 5. Pressure regulator

-6. Plunger inlet - 7. Regulator drainpipe - 8. Pressure limiting valve 5 bar - 9. Fuel drainage from regulator inlet.

Sect. C - C 72598

The figure shows the low-pressure fuel paths inside the pump; it shows the main supply pipe of the pumping elements (4), the pumping element supply pipes (1 - 3 - 6), the pipes used to lubricate the pump (2), the pressure regulator (5), the 5-bar pressure relief valve (8) and the fuel discharge (7). Pump shaft is lubricated by fuel through delivery and return ducts (2).

The pressure regulator (5) establishes the quantity of fuel to be supplied to the plungers; The excess fuel flows off through the pipe (9).

5 bar pressure relief valve acts as fuel return collector and keeps 5 bar constant pressure at regulator inlet.

Figure 13

Sect. A - A

1. Fuel outlet pipe - 2. Fuel outlet pipe - 3. Fuel outlet from pump with connector for high-pressure pipe for the

common rail.

The figure shows the flow of the fuel at high pressure through the outlet ducts of the pumping elements.

Operation

The cylinder is filled through the cap intake valve only if the supply pressure is suitable to open the delivery valves set on the pumping elements (about 2 bars).

The amount of fuel supplying the high-pressure pump is metered by the pressure regulator, placed on the low-pres-sure system; the preslow-pres-sure regulator is controlled by the engine management control unit through a PWM signal. When fuel is sent to a pumping element, the related piston is moving downwards (suction stroke). When the piston stroke is reversed, the intake valve closes and the remaining fuel in the pumping element chamber, not being able to come out, is compressed above the supply pressure value existing in the rail.

The thereby-generated pressure makes the exhaust valve open and the compressed fuel reaches the high-pressure cir-cuit.

The pumping element compresses the fuel till the top dead center (delivery stroke) is reached. Afterwards, the pressure decreases till the exhaust valve is closed.

The pumping element piston goes back towards the bottom dead center and the remaining fuel is decompressed. When the pumping element chamber pressure becomes less than the supply pressure, the intake valve is again opened and the cycle is repeated.

The delivery valves must always be free in their movements, free from impurities and oxidation.

The rail delivery pressure is modulated between 250 and 1600 bars by the electronic control unit, through the pres-sure regulator solenoid valve.

The pump is lubricated and cooled by the fuel.

The radialjet pump disconnection - reconnection time on the engine is highly reduced in comparison with traditional injec-tion pumps, because it does not require setting.

If the pipe between fuel filter and high-pressure pump is to be removed-refitted, be sure that hands and components are absolutely clean.

Pressure regulator description

The pressure regulator is fitted on the low pressure circuit of pump CP.3. The pressure regulator modulates the amount of fuel sent to the high-pressure circuit according to the commands received directly from the engine control unit. The pressure regulator is mainly composed of the following components: - connector, - casing, - solenoid, - pre-load spring - shutter cylinder.

When there is no signal, the pressure regulator is normally open, therefore with the pump providing maximum delivery. The engine control unit, via the PWM (Pulse Width Modulation) signal, modulates the change in fuel flow rate in the high-pressure circuit by partially closing or opening the sections of passage of the fuel in the low-pressure circuit.

Figure 14

185436

1. Solenoid 2. Magnetic core 3. Shutter cylinder -4. Fuel inlet - 5. Fuel outlet.

When the engine control unit operates the pressure regulator (via PWM signal), the solenoid (1) is energized, which in turn generates the movement of the magnetic core (2). The shift of the core causes the shutter cylinder (3) to move axially, choking the flow of fuel.

185437

1. Solenoid 2. Magnetic core 3. Preload spring -4. Shutter cylinder.

Figure 15

When the solenoid (1) is not energized, the magnetic core is pushed into the rest position by the pre-load spring (3). In this position the shutter cylinder (4) allows the greatest section of passage for the fuel flow.

108500

Figure 16

1. Rail - 2. Pressure sensor - 3. Fuel intake from HP pump 4. Relief valve.

The rail volume is of reduced sizes to allow a quick pressurisa-tion at startup, at idle and in case of high flow-rates. It anyway has enough volume as to minimise pulsations cau-sed by injectors openings and closings and by the high-pres-sure pump operation. This function is further enabled by a calibrated hole being set downstream of the high-pressure pump.

A fuel pressure sensor (2) is screwed to the rail. The signal sent by this sensor to the electronic control unit is a feed--back information, depending on which the rail pressure value is checked and, if necessary, corrected.

Rail

Pressure relief valve

The function of the valve fitted at one end or rail is to protect system components against any fault which might result in overpressure in high pressure system.

This valve enables to have the engine operated for long time with limited performance and inhibits fuel excessive overhea-ting, so preserving the pipings returning from the tank.

15

70505

Figure 17

Electro-injector

The electro-injector essentially consists of two parts: - actuator - spray nozzle composed of pressure rod (1),

plunger (2) and nozzle (3);

- control solenoid valve composed of coil (4) and pilot valve (5).

The solenoid valve checks the lift of the nozzle needle.

Injector in resting position

1. Pressure rod 2. Needle 3. Nozzle 4. Coil -5. Pilot valve - 6. Ball shutter - 7. Control area - 8. Pressure chamber - 9. Control volume - 10. Control pipe - 11. Supply

pipe 12. Control fuel outlet 13. Power connection -14. Spring - 15. High pressure fuel inlet.

Quick coupler for fuel return

It is housed on the rear part of the cylinder head and adjusts the pressure of fuel returning from the injectors to a pressure of between 1.3 2 bars.

70506

186859

Figure 18

Figure 19

When coil (4) is energised, it makes shutter (6) move upwards. The control volume (9) fuel flows towards flow duct (12) making a pressure drop occur in control volume (9). Simultaneously the fuel pressure into pressure chamber (8) makes plunger (2) lift, with following fuel injection into the cylinder.

End of injection

When coil (4) is de-energised, shutter (6) goes back to its clo-sing position, in order to re-create such a force balance as to make plunger (2) go back to its closing position and end the injection.

Beginning of injection

A To tank - B From electro-injectors

15

The electro-injector cannot be overhauled and therefore it must not be disassembled.

Figure 20

LUBRICATION SYSTEM LAYOUT A. Oil under pressure B. Oil in freefall

-C. To the heat exchanger and to the turbocharger - D. Recovery of oil from the turbocharger 1. Oil introduction - 2. Crankshaft - 3. Oil sump - 4. Suction strainer - 5. Oil pump

227478

LUBRICATION General specifications

The forced circulation lubrication is carried out by the lobe oil pump (5), housed in the front part of the crankcase and driven by the straight-toothed gear keyed to the crankshaft tang.

The lubricant oil is conveyed from the oil sump to the crank-shaft, to the camshaft and to the valve control.

Lubrication also includes the heat exchanger, the turbochar-ger and the compressor if there is a compressed air system. All these components often vary depending on use and are therefore dealt with in the specific part of the manual.

70576

Figure 21

Figure 22

Since the oil pump cannot be overhauled, it shall be replaced when damaged.

Oil pump

Housed in the front of the crankcase, the oil pump is a rotary pump commanded by a spur gear fitted to the stub of the crankshaft.

Heat exchanger

200097

NOTE

The oil pump is driven directly by the crankshaft.

PUMP SPEED PRESSURE NOMINAL FLOW (rpm) (bar) (L/min) 750 2 12.2 4.200 4 75.9

107419

107418

70482

Figure 23

Figure 24 Figure 25

MAIN DATA TO CHECK THE OIL PRESSURE CONTROL VALVE SPRING

By-pass valve to cut out clogged oil filter.

Max section :

20 cm3_{/1’ at pressure of 0.83 bar and oil temperature of} 26.7C.

Opening pressure: 3.0 to 3.8 bar Pressure regulation at 100C oil temperature

- 1.2 bar min pressure; - 3.8 bar max. pressure

Flow Oil pressure regulator valve

1. Threaded plug - 2. Spring - 3. Valve 4. Oil filter body - 5. By-pass valve

Figure 26

OIL VAPOUR RECYCLING General specifications

1. Tappet cover - 2. Oil vapour breather - 3. Oil vapour separator control valve - 4. Oil vapour filter housing

201723

The oil vapour recirculation circuit is used to decant and burn the breather gases from the crankcase. These gases consist of a mix of air, fuel vapours and lubricant oil vapours.

The gases from the crankcase rise back up to the cylinder head and are then conveyed into a separator fitted inside the tappet cover. The separator is equipped with a diaphragm valve which allows:

- the condensation and recovery of the vapours;

- the lower part of the crankcase to be kept at the right vacuum value.

The condensed vapours fall back into the sump while the remaining vapours are conveyed to the filter via the designated pipes before being released into the atmosphere.

COOLING SYSTEM General specifications

The engine cooling system, of the closed-loop forced-circulation type, consists of the following components: - Expansion tank: the position, shape and dimensions can change depending on the engine outfitting.

- Radiator, for dissipating the heat taken from the engine by the coolant. This component can also change depending on the outfitting both in terms of position and dimensions.

- Heat exchanger to cool the lubricant oil: this is also part of the specific outfitting for the engine. - Centrifugal water pump set in the front part of the engine block.

- Thermostat regulating the circulation of the cooling liquid. - The circuit extends to the compressor.

Figure 27

227479

A. Water coming out from thermostat - B. Water recirculating in engine - C. Water coming into pump 1. Thermostat - 2. Water pump - 3. Radiator - 4. Expansion tank - 5. Water/oil heat exchanger.

70486

Figure 28

Water Pump

The water pump is located in a hollow obtained in the cylinder block and is driven by and a poly-V belt. An automatic tensioner keeps the belt tension.

Pump performances

Coolant fluid temperature: 100 ± 5 ˚C Anti-freeze concentration: 50%

Sec. A-A

Pump speed [rpm] Flow [L/min] Pressure [bar]

5.000 210 2.00 to 2.45

Thermostat

The thermostat, located in the cylinder head, is of the by-pass type and doesn’t need regulations. If there are doubts as to its proper functioning, replace it.

The basic parts of a thermostat are: heat motor, which includes a valve attached to a piston that is embedded in a special wax, flange, spring and frame.

The thermostat has a jiggle pin that allows trapped air in the cooling system to pass through the thermostat and be released from the system.

The thermostat has two important jobs:

- Accelerate engine warm-up by blocking the circulation of coolant between the engine and radiator until the engine has reached its predetermined temperature.

- Regulate the engine’s operating temperature by opening and closing in response to specific changes in coolant temperature to keep the engine’s temperature within the desired operating range.

Figure 29

1. Flange 2. Stem (piston) 3. Frame 4. Min. stroke at full opening temperature 5. Jiggle pin 6. Flange seal -7. Main spring - 8. Wax slug - 9. By-pass valve

Thermostat performances

Min. allowed working temperature: -40 ˚C

Max. allowed working temperature: 135 ˚C

Max. allowed peak temperature (5 minutes): 150 ˚C

Max. working differential pressure: 3 bar

Opening start: 79 ± 2 ˚C

Full opening temperature: 96 ˚C

Min. stroke at full opening temperature: 7.5 mm

Operation description

- When the engine is cold, the thermostat is normally closed; restricting flow to the radiator allowing the engine to warm-up; - As the engine warms, the increase in heat causes the wax to melt and expand, pushing against a piston inside a rubber boot; - This forces the piston outward, opening the thermostat so coolant can start to circulate between the engine and radiator; - As heat increases, the thermostat continues to open until engine cooling requirements are satisfied;

- If the temperature of the circulating coolant begins to drop, the wax element contracts; allowing spring tension to close the thermostat, which decreases coolant flow through the radiator.

Figure 30

209198

A. Thermostat closed (coolant to water pump through by-pass port) B. Thermostat open (coolant to radiator)

Figure 31

INTAKE AND EXHAUST SYSTEM

227494

1. Intake manifold - 2. Exhaust manifold - 3. Turbocharger - 4. Motorized throttle valve (Exhaust flap) A. Cooled compressed air from intercooler (compressed cold air) - B. Turbocharger compressed air outlet to intercooler (compressed hot air) - C. Turbocharger filtered air inlet from air filter (filtered air) - D. Turbocharger

exhaust gas outlet from motorized throttle valve (Exhaust flap) (exhaust gas)

Description

The engine intake system recalls external air through the air filter.

The filtered air runs through the entry hose to the turbochar-ger.

Exiting from the turbocharger, the filtered and compressed air passes through the intercooler.

The compression causes an increase in air temperature and hence its expansion.

In order to introduce a greater quantity of mixture into the combustion, the air is inter-cooled thus increasing its density at the same pressure.

The cycle ends with the introduction of inter-cooled air into the intake manifold and then to the pistons to be used inside the combustion chamber.

After combustion, the exhaust manifold collects the fuel gases coming from the cylinders and conveys them directly to the turbocharger to activate it.

The adoption of turbocharging makes it possible to increase the power developed by the engine by emitting, at each cycle, a quantity of combustive air greater than what the engine would have been able to intake naturally through the alterna-ting motion of the pistons.

A greater quantity of air emitted into the combustion cham-ber makes it possible to completely burn a higher quantity of fuel, so as to respect the optimal stoichiometric ratio. The exhaust gases cause rotation of the turbine splined to the centrifugal compressor by means of a connecting shaft. Rotation of the turbine involves the rotation of the compres-sor which compresses the air coming from the filter.

Turbocharger

The turbocharger is composed of the following main parts: a turbine, boost-pressure regulation valve (Waste-Gate), a central body and a compressor.

During engine operation, the exhaust gases pass through the turbine body spinning the turbine rotor.

The compressor rotor is connected by a shaft to the turbine rotor, which it spins and in doing so compresses the air taken in through the air filter.

The air is then cooled by the intercooler and sent to the cylinders via the intake manifold.

The turbocharger is fitted with a Waste-Gate valve which is driven by a pneumatic actuator allowing the passage of the exhaust gas to the turbine to be reduced depending on the pressure reached at the compressor outlet.

The engine oil is used to cool and lubricate the turbocharger and the bearings.

Figure 32

227480

A. Intake air - B. Compressed air - C. Exhaust gas

1. Gasket on exhaust manifold 2. Studs 3. Fastening nuts 4. Exhaust gas turbine -5. Waste-gate valve - 6. Air compressor

Waste-Gate valve

The function of the Waste-Gate valve is to choke the exhaust gas outlet, by conveying part of the gas directly into the exhaust pipe, when the boosting pressure downstream the turbocharger reaches the calibration value.

Figure 33

227497

DEMONSTRATIVE CROSS-SECTION OF A TURBOCHARGER WITH WASTE-GATE VALVE

Throttle valve

The throttle valve is positioned at the turbocharger exhaust gas outlet, it’s controlled by an electric actuator via signals from the engine management control unit.

The main new feature is an electric actuator which allows the exhaust gas outlet to be choked to increase the outlet temperature. This possibility is exploited in order to quickly bring catalytic converter up to standard thermal conditions (reduction of emissions when is cold).

The throttle valve is cooled by the engine coolant. Figure 34

221358

1. Electric connection 2. Electric actuator 3. Studs 4. Gasket -5. Fastening nuts - 6. Motorized throttle valve (Exhaust flap)

2

2 Figure 35

EXHAUST GAS AFTER-TREATMENT SYSTEM (ATS) Schematic

2-WAYS DIVERTER VALVE VERSION

204274

3-WAYS DIVERTER VALVE VERSION Figure 36

A. AdBlue pump module supply line - B. AdBlue return line to tank - C. AdBlue system heating line - D. AdBlue delivery line to dosing module.

The ATS system consists essentially of:

- a DOC oxidizing catalytic converter DOC (6); - a DPF particulate filter catalytic converter (5);

- a differential pressure sensor (11) which detects the difference in pressure of the particulate filter inlet and outlet; - a tank (8) for reagent solution (water - urea: “AdBlue”) with level gauge (7);

- an 2-ways/3-ways H2O diverter valve (9); - pump module (10);

- an injection and dosing module 2.2/2.5 (12); - a SCR catalytic converter (2);

- three exhaust gas temperature sensors (1): one at the DOC catalytic converter inlet (6), one after the DPF catalytic conver-ter (5) and the other on the exhaust gas outlet pipe from the catalytic converconver-ter (2);

- one humidity detection sensor fitted on the engine air inlet pipe downstream of the air filter;

- two nitrogen oxide (NOx) detection sensors (3) fitted upstream and downstream of the catalytic converter; - one ammonia (NH3) detection sensor (4) at the exhaust gas outlet.

To restrict the emissions in the exhaust to within the limits prescribed by legal regulations, an exhaust gas post-treatment system (ATS) has been adopted combining two devices:

- a catalytic converter/particulate filter for the treatment of the HC (unburnt hydrocarbons), the CO (Carbon monoxide) and the particulate;

- The DeNOx 2.2 device for the treatment of NOx (nitrogen oxide).

The ATS system is controlled electronically by the EDC17CV41 control unit which on the basis of the engine rpm, torque delivered, the exhaust temperature, the quantity of nitrogen oxides and the intake air humidity, adjusts the flow rate of the AdBlue solution to be introduced into the system.

The pump module picks up the reagent solution from the tank and sends it under pressure to the mixing and injection module to be injected into the exhaust pipe.

Figure 37

180401

1. NOx upstream of catalytic converter - 2. Differential pressure sensor - 3. Dosing module 2.2/2.5 - 4. NOx downstream of catalytic converter 5. NH3 sensor 6. SCR catalytic converter outlet temperature sensor 7. SCR catalytic converter -8. SCR catalytic converter inlet temperature sensor - 9. DPF catalytic converter - 10. DOC catalytic converter - 11. DPF

catalytic converter inlet temperature sensor.

In the first stage the exhaust gases leaving the turbine encounter the catalytic converter DOC (10) in which the hydrocarbons (HC) and carbon monoxide (CO) are transformed, through oxidation reactions, into carbon dioxide (CO2) and water (H2O). Subsequently the exhaust gases pass through the DPF particulate filter (9) which holds back the carbonaceous particles forming the particulate.

In order for the system to remain efficient, it needs to be regenerated and for this purpose there is a differential pressure sensor (2) which, by detecting the difference in input and outlet pressure is able to provide the control unit with an index for the clog-ging of the filter.

The particulate filter regeneration is performed through the Exhaust Flap device to choke the outlet section of the exhaust gas from the turbine creating a dummy load to the engine. This way the exhaust gases reach the filter at a high temperature and the particles of the particulate burn keeping the filter clean.

In the second phase the dosing module (3), through an injector placed in the exhaust pipe upstream of the SCR catalytic conver-ter (7), introduces a solution of waconver-ter and urea (AdBlue) into the exhaust gas.

The first stage of the process takes place in the first part of the SCR catalytic converter: due to the effect of the exhaust gas temperature, the reagent solution evaporates instantly and is hydrolysed to ammonia (2NH3) and carbon dioxide (CO2); at the same time, the solution evaporates lowering the exhaust gas temperature to levels close to the optimum temperature requi-red for the process.

Exhaust gases containing ammonia at the temperature required for the reaction enter the SCR catalytic converter (7), where the second stage of the process takes place: by reacting with the oxygen in the exhaust gas the ammonia is converted into free nitrogen (N2) and water vapour (H2O).

The Clean Up Catalyst (CUC) is in the end section of the catalytic converter and serves to oxidise the excess urea produced by the engine in the transient operating phases.

The amount of AdBlue injected is controlled through a NH3sensor (5) fitted on the outlet pipe of the silencer, which detects the presence of ammonia in the exhaust gas and sends a signal to the engine management control unit thereby providing a feedback signal.

Figure 38

ATS system heating/cooling system

The system has two functions:

- continuous cooling of the dosing module;

- heating the AdBlue tank, the supply module and the AdBlue pipes.

227481

HEATING AND COOLING CONDITION

A. ATS System cooling/heating circuit

B. AdBlue C. Coolant circuit

1. 3-ways diverter valve version 2. AdBlue tank

3. Supply module filter 4. Supply Module 5. Dosing Module 2.2/2.5 6. Catalyst

The system is equipped with a heating circuit to adjust the temperature of AdBlue and avoid incurring the risk of freezing (AdBlue freezes at -11˚C.).

The diverter valve allows the passage of a part of the engine coolant in the coil inside the AdBlue tank and subsequently inside the supply module.

The system heats pipes and tank when engine is started; AdBlue metering is engaged only when the system is free of ice. The dosing module, given its unfavourable assembly position from a cooling point of view and given the high temperatures rea-ched by the exhaust gases downstream of the catalytic converter, is connected to the engine cooling circuit and continuously cooled.

3-WAYS DIVERTER VALVE VERSION

Figure 39

204280

HEATING AND COOLING CONDITION

A. ATS System cooling/heating circuit

B. AdBlue C. Coolant circuit

1. 2-ways diverter valve version 2. AdBlue tank

3. Supply module filter 4. Supply Module 5. Dosing Module 2.2/2.5 6. Catalyst

Figure 40

MAIN COMPONENTS OF ATS SYSTEM Tank

204272

The tank with the level indicator command (1) contains the reducing substance comprising a solution of 35% urea and water, known as AdBlue. There is a gauze filter on the filler (2).

AdBlue fluid level gauge control

Figure 41

116181

1. AdBlue liquid delivery pipe 2. AdBlue liquid return pipe 3. Engine cooling hot liquid inlet pipe 4. AdBlue temperature sensor (NTC) 5. Engine cooling hot liquid outlet pipe 6. Float (level sensor)

Figure 42

DeNOx 2.2 supply module (SM - Supply Module)

185025

1. Main filter 2. Electric connector 3. Pressure compensation diaphragm 4. Feed pipe from tank

5. Pump module heating liquid inlet pipe 6. AdBlue return pipe to tank 7. Pump module heating liquid outlet pipe -8. Delivery line to dosing module

Figure 43

185029

1. Engine coolant connector 2. AdBlue inlet from tank 3. AdBlue return to tank

-4. AdBlue outlet to dosing module - 5. Pressure sensor - 6. Filter - 7. Diaphragm pump - 8. Valve 4/2.

To prevent any damage to the pump and the dosing module, the supply module contains a filter which cleans the AdBlue of any impurities.

Refer to the procedure described below to replace the filter.

The AdBlue supply module consists mainly of a diaphragm pump which takes up the AdBlue from the tank and sends it to the dosing module.

It is equipped with a circuit connected to the engine cooling system which, in low temperatures, stops the AdBlue from freezing. Inside there is a pressure sensor.

The amount of AdBlue sent to the dosing module and the injection pressure are controlled by the engine control unit and are dependent on the operating conditions of the engine and from the signals sent by the sensors.

185435 185428 185430 185431 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 - Unscrew and remove the filter cover (1).

- On the basis of the colour of the filter, insert the correct part of the tool (1) into the filter

- Insert the specific tool (1) until a click is heard indicating that the filter (2) has been completely engaged.

Filter removal

NOTE During installation of the supply module, bear in

mind the minimum clearance for replacing the filter. The minimum measurement is approximately 155 mm.

185433 185429 185434 185428 185435 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 - Thoroughly clean the contact surface (1) with water.

- Moisten the gaskets and insert the new filter (1).

- Insert the new compensation element (1).

- Thoroughly clean the filter cover (1).

- Screw on the filter cover and tighten to a torque of 20 ± 5 Nm.

Filter assembly

NOTE Make sure that the filter cover and the contact

sur-face of the supply module show no signs of being cracked or damaged. If they do, replace the dama-ged components.

NOTE During installation of the supply module, bear in

mind the minimum clearance for replacing the filter. The minimum measurement is approximately 155 mm.

Figure 55 Figure 56

DeNOx 2.5 dosing module (DM - Dosing Module)

193974

1. Power connection - 2. AdBlue inlet - 3. Coolant inlet/outlet.

The dosing module is controlled by the engine control unit. Its function is to dose the AdBlue to be injected into the exhaust pipe upstream of the SCR catalytic converter.

It is fitted on the catalytic converter and while in operation it is subject to high temperatures. For this reason it is connected to the engine cooling circuit by means of the pipes (3).

Maximum AdBlue injection pressure: 9 bar.

DM 2.5 is based on DM 2.2 with improved cooling design.

For DM 2.5 the limit for max. ambient temperature was increased to 140˚C with adjusted useful lifetime (DM 2.2 max. ambient temperature 120˚C). This requires the usage of components with increased temperature robustness.

Benefits:

- Dosing Module can be mounted closer to exhaust gas flow - High lifetime due to low thermal stress

- Robustness against high exhaust gas temperatures

2. 2 version 2.5 version