Serq4103 SLD

ACERT™ 2007
Systems Overview
GLOBAL MANPOWER DEVELOPMENT

Good Old Days
1969 427 Corvette 2006 427 CID LS7
Lowest emissions
Ease of service
435 hp 505 hp
Less service
460 ft-lb More Power 470 ft-lb
9-14 MPG More Torque 16-26 MPG

Best fuel economy
When were
1969 the good old days? Today

Regulated Diesel Emissions
• Particulate Matter (PM)
• Soot from incomplete combustion
• Soluble organic fractions from the fuel &
lubricating oil (SOF)
• Sulfates formed from the sulfur in the fuel
• Oxides of Nitrogen (NOX)
• Composed of nitric oxide (NO) and nitrogen
dioxide (NO2)
• Hydrocarbons (HC)
• Regulated either as total hydrocarbon
emissions (THC) or as non-methane
hydrocarbons (NMHC)
• Carbon Monoxide (CO)
• Smoke/Opacity

On-Highway Emissions 1988 to 2010
0.6 EPA ‘88
0.5
0.4
PM
0.3
EPA ‘91
0.2
0.1 EPA EPA EPA EPA
07/10 ‘04 ‘98 ‘94
0
0 1 2 3 4 5 6 7 8 9 10 11
NOx (g/bhp.hr)
New Engine Content
• Core engines remain essentially

the same
• Percent new content
• C7 / C9 = approx. 35%
• C13 = approx. 32%
• C15 = approx. 32%
• Predominantly external
components

2007 On Highway Engine
S/N Prefixes
• C15 TRUCK ENGINE
• Prefix: SDP
• C13 TRUCK ENGINE
• Prefix: LEE
• C9 TRUCK ENGINE
• Prefix: C9S
• C7 TRUCK ENGINE
• Prefix: C7S

2007 System Overview
Flow
Series Sensor
Turbochargers
Throttle
CGI
Cooler
CGI
ATAAC
Valve
C
T
Diesel
High Particulate
Intake Valve CCV Pressure Filter
Filter
Actuation Injection
System

2007 System Overview
Flow
Series Sensor
Turbochargers
Throttle
CGI
Cooler
CGI
ATAAC
Valve
C
T
Diesel
High Particulate
Intake Valve CCV Pressure Filter
Filter
Actuation Injection
System

ACERT™ 2007
System Components

Component Identification

Diesel Particulate Filter (DPF)

Dual DPF

DPF Connection

CGI Line
CGI Line
CGI Line

CGI Venturi & Cooler

CGI Line to the Mixing Valve

CGI Actuator
Mixing Valve Door

Clean Gas Induction System
C15 C7

Aftertreatment Regeneration
Device

Cat Regeneration System
Consists of:
• ARD (Aftertreatment Regeneration
Device)
• DPF (Diesel Particulate Filter)
• Electronic Controls

CRS – Cat Regeneration System
Goal: To increase exhaust gas temperature to accelerate
regeneration of the Diesel Particulate Filter (DPF)
C (s) + O2 + Energy (heat) = CO2 (g) + H2O

Trapped in the DPF From Engine or ARD
In engine exhaust Out tail pipe

Cat Common Rail Fuel System

A4E4
2
Variable Nozzle Turbocharger
AVNT DAVNT

Adv HP Peak Torque
C7 Up-Ratability 350
330
860
860
Adv HP Peak Torque

300 860 Buy DPF, Turbo, &
275 800
Injectors
Adv HP Peak Torque
250 800 Buy DPF
250 660
Adv HP Peak Torque

230 660
230 620 Buy Injectors & Turbo
230 560
Adv HP Peak Torque

210 620
210 520
Buy DPF & Pistons
190 520
Subject to Change 9/1/2006

C9 Up-Ratability
Adv HP Peak Torque

425 1350
425 1250
400 1250
Adv HP Peak Torque

365 1250
350 1250 Buy DPF, Injectors
335 1150
Adv HP Peak Torque

285 890 Buy DPF, Injectors

C13 Up-Ratability
Adv HP Peak Torque
485 1650
470 1550/1750
470 1650
470 1550
430 1550/1750
430 1650
430 1550
410 1450/1650
410 1450/1550
410 1550
410 1450
380 1450
Adv HP Peak Torque Buy

370 1450
DPF, Injectors, Turbo,
370 1350
350 1550 and Pre-cooler
350 1450
350 1350
335 1250
305 1150

C15 Up-Ratability
Adv HP Peak Torque

625 2050
600 2050
600 1850
Adv HP Peak Torque Buy Pistons and DPF

550 1850
500 1850
500 1650
475 1650/1850
475 1650/1750
475 1850
475 1650
435 1550/1750
435 1550/1650
435 1650
435 1550
435/500 1550/1650

ACERT™ 2007


Piston Ring
Piston Ring Seals
Cam Gear
Bushing Control Valve
Crank Seal
Crankshaft
Turbine Wheel
Pin Vanes
Unison Ring

If oil pushes the

piston to the right
unison ring turns
clockwise and
vanes are closed.

If oil pushes the
piston to the left
unison ring turns
CCW and vanes
are open.

Slot Vane Vane

Axis

AVNT Cutaway

Speed Sensor

AVNT Cutaway

Double Axle Variable Nozzle
Turbocharger
Double Axle VNT

Nozzle
Ring
Unison
Ring
Unison Ring
Rotating Pin
Inserts Here

REA & Rod Arm

REA & Rod Arm

REA Cutaway
Linkage that
joins Unison
Ring

REA Pinouts
Pin 1 => Battery +

Pin 2 => CAN +
Pin 3 => Ground
Pin 4 => CAN -

REA Cutaway

C7 RV and C9 Double Axle VNT
Design & Assembly
C9 Mid Mount C9 High Mount C7RV
Compressor orientations are every 25 deg

AVNT and DAVNT as Brakes
• C7 Truck Engines will not have a

Cat Brake, but will use the turbo to
aid braking power.
• The C9 will use Cat Compression

Brake in conjunction with the
Turbo Brake.

C9 Cat Compression Brake
• Uses a 2 wire solenoid that

controls the oil flow going to the
actuator
• Piston Actuator holds exhaust
valves open continuously while
braking

Current Design - Operation
zActuator
Piston

New Cat Compression Braking Cycle
On Cam
Hand-off point
Similar to IVA, but no

valve closing

New C9 Cat Compression
Brake Fundamentals
• On the engine’s compression stroke air
leaving the cylinders is obstructed by
the only partially open exhaust valves.
• This restriction allows some pressure to
be released but still requires the engine
to do compression work.
• This braking mode produces much less
noise than traditional engine brakes.
• Fan noise may be more noticeable

Engine Interactions – Valve
Train
Brake contact point

2007 C9 Brake

Current Design - Geometry
Components in red are current-
production parts
(1) Control Valve
(2) Valve Mounting

Bolts

Brake on Engine

C9 Cat Compression Brake
Development

ACERT™ 2007
LSF vs. ULSF

LP Turbo
LSF ULSF

LP Compressor Wheel
LSF
ULSF

LP Turbo Housing
LSF ULSF

Tip
• Only in the Troubleshooting Guide is

the “Cat Compression Brake” referred
to as the “Retarder”
• In all other manuals, it is referred to as
“Cat Compression Brake”

ACERT™ 2007
New ET Codes

Fault Code # Name of Fault Engine Derate
641-4 Variable Geometry Turbo no
actuator voltage low
641-7 Engine Turbocharger no
Variable Geometry Actuator #
1: Not Responding Properly
1: Abnormal Update
1: Failure
103-8 Engine Turbocharger Speed yes
Abnormal Frequency
High

Fault Code # Name of Fault Engine
Derate
641-5 Variable Geometry No
Turbocharger Current Low
641-6 Variable Geometry No

Turbocharger current high

Abnormal Frequency

High

ACERT™ 2007
Medium Duty Fuel System

Cat Common Rail Fuel System
Pressure Relief
Fuel Valve
High Pressure Rail
Fuel Sensor
2μ
10μ
To CRS
ULSD
System Injectors

Fuel System Function
1. Pump raises pressure 2. ECM tells injector when to fire
Pump pressure = 27,500 PSI
6. Do it again!
5. ECM tells pump

to increase volume 3. Rail pressure drops
to correct pressure
4. ECM detects
pressure drop

Common Rail Fuel System
Things to Remember
• 190MPa = 27,558 PSI System Pressure
• It’s Always There!
• 230MPa = 33,800 PSI Pressure Relief Valve
Setting
• Single use Fuel lines
• NO “Cracking” lines to bleed them
• Cleanliness Cleanliness Cleanliness
Cleanliness Cleanliness Cleanliness

Hand Hydraulic Pump & Valve

Capable of 3,000psi

Hotdog Simulates Finger

Nozzle Aimed at Hotdog

Red ATF Used for Visibility

Full Pressure & Valve Released

Splatter On Plexiglass, Hotdog
Knocked Over

Hotdog Torn & Perforated

Hotdog In Rescue Glove

Penetrated In 2 of 3 Trials

ATF Injected Into Hotdog

Glove Dislodged & Splatter

Hydraulic Injection Injury

Penetration Wound

Penetration Wound

Required Incision

Scar

No
Reusing
Fuel
Lines
Medium Duty Fuel System
Main Component Review

• Common High Pressure Rail
• Supply Lines
• Quill Lines
• Pressure Release Valve
• Injectors
• High Pressure Fuel Pump
• Primary/Secondary Filters

Cat Common Rail

Rail Ends
Rail Pressure Sensor

PRV

Supply Line/Quill Tube
Quill Tube

Quill Tube/Injector
Quill Tube Bore

Guide
Drain

Quill Tube and Alignment
Oil Here

Common Rail-Cross-Section
Injector Rail &
Lines
Quill

Common Rail Injector

Fuel Pump
Pump Solenoid #1
Connector
(from ECM)
High Pressure Outlet
(to Rail) Pump Solenoid #2
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
(from 10 μ High Pressure Inlet
Primary Filter)
Low Pressure Outlet

(to 2 μ Filter
& CRS System)

Pump Cutaway
HP
Rail
LP
Supply
Outlet Check
Valves

High Pressure Supply Line
One Time Use Part

Pump Timing
Timing Pin

Air Compressor Timing
Remove 8,9
Ensure timing mark on

crankshaft is positioned
between timing marks on
housing

CRS Off Schematic

CRS On Schematic

Fuel Flow

Pilot Solenoid Main Solenoid
Fuel Enable
Valve
Pilot Fuel
Main Fuel
Air
Compressor Oil
Pressure
Sensor

Fuel Enable Valve
Fuel going to FTP is less Fuel going to CRS Pilot and Main Fuel
than 90 psi Lines is 230-280psi
Fuel returning
from FTP is
230-280 psi

ACERT™ 2007
CRS Fuel Flow

CRS Manifold
Pilot Fuel
Main Fuel

CRS Manifold #2
Pilot Fuel
Pressure Sensor
Main Fuel
Pressure Sensor
Pilot Fuel Main Fuel

From CRS Manifold #2
Purge Air
Clamps

CRS Manifold #3
Pilot Main
Purge Air

ACERT™ 2007
Shop Tips

Rubber Grommets
Rubber Grommets

Rubber Grommets
Rubber Grommets

Rubber Grommets

Rubber Grommets

One Time Use Parts
Injector High Pressure Pump High Pressure

Supply Line Supply Line

Shop Tips
• Do not plug any diagnostic tools using shop

air into the fuel system.
• Pressurized air will damage Fuel Transfer

Pump seals that have a tolerance of 10 psi.
• If the Fuel Transfer Pump Seals are damaged,

then the FTP must be replaced.

Adaptive Trim
• Works with E-Trim

• Evaluates Injector every 125 hours of
running
• Must Run “Injector Verification Test”
when replacing an Injector
• Injector can only be adjusted so
much
• -07 Injector Code

ACERT™ 2007
Troubleshooting

Status Parameters

Electrical Diagnostics
• 651,652,653,654,655,656 – 05,06
• Injector #X current Low, High.
• 157 – 03,04
• Fuel Rail Pressure Voltage High, Low
• 1347, 1347 – 05,06
• Fuel Rail Pump #1, #2 Output Current
Low, High

Events
• 157-07 Fuel Rail Pressure Not

Responding
• Poor performance. Troubleshoot for
Failed Relief Valve, Failed Fuel Pump,
Injector Failure
• 157-15 Fuel Rail Pressure High

• Incorrect timing or slipped gear

A-trim Diagnostics
-02
• Cylinder #X Injector A-trim Data Incorrect
• 20% Engine Derate
• Failed injector Solenoid
-07
• Cylinder #X Injector Not Responding
• A-Trim over maximum or minimum adjustment

New Fuel System Service Tests
• Fuel System Verification Test

• Fuel System Functional Test
• Injector Fuel Delivery Test

Fuel System Verification Test
Test Purpose:
• Check if seat detection is functioning
• Set a-trim for new injectors
Test Method:
• Run A-Trim sweep
Service:
• Injector, wiring or ECM

Fuel System Verification Test
Test Purpose:
• Check if seat detection is functioning
• Set a-trim for new injectors
Test Method:
• Run A-Trim sweep
Service:
• Injector, wiring or ECM

Fuel System Functional Test
Test Purpose:
• Check if pump gear is installed properly
• Check for fuel leaks at low and high rail pressure
• Check if both fuel pump pistons are functional
Test Method:
• All above checks are done by measuring rail pressure
inflections and thresholds during various pumping events
and momentarily cutting out pumping and injection
Service:
• Low Pressure Fuel System, front gear train, troubleshooting for
leaks, HP pump

Injector Fuel Delivery Test
Test Purpose:
• Check if each injector is delivering fuel
Test Method:
• Estimate pump static leakage, injector dynamic
leakage, injector total fuel delivery: all by measuring
rail pressure by momentarily cutting out pumping or
injection under known conditions
Service:
• Injector or wiring

ACERT™ 2007
Diesel Particulate Filter

1. What is a DPF?
2. How does a DPF work?
3. What does a DPF look like?
4. Is special DPF maintenance

required?

Diesel Particulate Filter
•Single DPF •Dual DPF

•Vertical or Horizontal •600 Hp & Up
Mounting

What is a DPF
Cells Fill Up
Soot Collects
Along the Inlet
Walls
Particulate Matter
or Soot Clean
Exhaust Out

How does a DPF work
Substrate
HC Catalyst (Platinum) Washcoat

CO
NOx
PM (soot+SOF+sulfates)
O2
CO2
H2O
NOx
O2

Ash Distribution
• Low density ash plug near outlet of filter
• High density ash layer on wall – thickness
increasing from inlet to outlet

Core Materials
Cordierite
• Inexpensive raw material
(cordierite is basically sand)
• Low thermal expansion coefficient
• Good mechanical strength
Cordierite

What does a DPF look like?
Sensors on Center Section CGI Connection
DPF Outlet
DPF Inlet
Skin
Temperature
Protection
V-Band Clamps—Torque 100 inch/pounds

DPF Sensors
Particulate Trap # 1 Intake Particulate Trap #1 Outlet
Temperature Sensor Temperature Sensor
Particulate Trap #1 Particulate Trap # 1

Differential Pressure Differential Pressure
Sensor Tap Sensor Tap

tl et
Ou
t ion
dl e Se c
t Mid
I nl e ion
t
on Sec
ti
S ec

Inlet Section

Inlet Section
Formed Marmon
Flange
Distributor
Tube
Condensate
Ring
Insulation
Formed Flange
Connections to
Lifting Center Section
Eye

Inlet - Description
Outer Shell
Inlet Diffuser
Tube
Condensation Ring
Outer End
Cap
Inner End
Cap Insulation
Lifting Eye Inner Shell

Center Section
Sensor Box Temperature
Probe
Pressure
Boss
Sensor Box
Strap
Filter does not
slide out of
center section

Center Section
1- time use gasket
Ceramic mat material –

review safety material in
Service Manuals

Center Section
Retaining ring is
welded in place

Center Section
Inlet Section Center Section Retainer Ring

Irreversibility
Irreversibility feature

Irreversibility
Cone feature on
the center section

Irreversibility
Irreversibility Tab on
Outlet Section
Cone
Feature on
Center
Section

Irreversibility
Cone feature is longer on reverse side of filter and will
cause interference with tab if trying to install backwards

Center Section – Sensor Box
Rock Guards
75 in/lbs

Center Section
Center Section
Outlet Section
Retainer Ring Irreversibility Tab

Sensor Box

Insulation

Outlet Section

Outlet Section
Condensate Ring
Insulation
Irreversibility Tab
Drain Lifting Eye

Outlet Description
Outer Shell
Irreversibility
Tabs
Outer End
Cap
Condensation Inner End

Ring Cap
Insulation
Inner Shell Lifting Eye

Outlet Section - Vertical
Rain Protection
System on
Verticals
Drain in this area

Typical DPF Installation
CGI Line
Air Flow
CGI Line

OEM DPF Harness Connection
Purge Pump
Power Connector
DPF 1 & 2 Connectors

Dosing vs. CRS
Dosing On-Engine CRS
• Capability to regenerate • Operational over
at all conditions wide range of conditions
• Sulfur sensitivity • Self-contained on engine
(mis-fueling) • No lag
• Unburned fuel in exhaust between
pipe fueling and
• Control of unburned fuel ignition
(hydrocarbon slip) • Improved
combustion
control

Aftertreatment Temperatures

Competitor’s Strategies

EGR Percentage

What’s Happening to the Iron?

Rules of Engagement
• Engines Purchased from Leasing Company

• Single Lease Customer Operation
• All 6 Units Operated on the same Route
• South East to West Coast
• 2 Phase Program (Phase 1=360K, Phase
2=475K)
• Outside Engine Industry Expert Conducts
• Teardown, Inspections & Written Reports

Products History
Cat C15 Cummins DDC S60

Line Haul Line Haul Line Haul
ACERT™ Cooled-EGR Cooled-EGR
1. 355,515 Miles 360,901 Miles 381,100 Miles
2. 480,973 Miles 455,319 Miles 480,717 Miles
Same Oil Change Intervals

Competitive Tear Down
Inlet Manifolds
Soot
Build Up

Detroit Intake
Phase 1 Phase 2
Soot Build Up

Cummins Intake
Soot Build Up

Cat Intake

Durability - Soot Loading
% Soot By Weight (Phase 1)
@ 360,000 miles
3.55%
1.94%
.34%
Cat DDC Cummins

Source: Caterpillar Technical Service and Engine Engineers, Independent Research

Durability - Soot Loading
% Soot By Weight (Phase 2)
@ 475,000 miles
1. 82%
1.55%
.13%
Cat DDC Cummins

Source: Caterpillar Technical Service and Engine Engineers, Independent Research

Performance Deterioration
Cooled-EGR contaminates the

air system with soot, blocking
ports and acids attack valve
seats
Phase 1

Detroit Valves and Ports
Soot Build-Up Airflow Restricitons
Phase 2

Cummins Valves & Ports
Acid Attacking Soot Build-Up Reduced Air Flow

Valve Faces

Cat Valves & Intake Port
Phase 2
Airflow Unrestricted
Valves Free
of Deposits

Bearing Life
Wear

Cummins EGR Cooler
Inlet Plugging Outlet 60% plugged
Phase 1 Phase 2

Detroit EGR Cooler
Soot Build Up
Phase 2

Engine Inspection Report
DETROIT
• Deep wear grooves – top ring reversal area
• Lack of honing marks throughout ring swept
area
• # 6 intake valves show unusually high levels of
deposits
• Oil rings show severe wear in expanders
• High soot levels, normal result from using EGR

CUMMINS
• Significant Wear Overall
• Significant Higher Top Ring Side Wear
• Cyl. Liners Worn Through Hone Pattern
• 60 MM Wide Below Top Ring Reversal Point
• High Soot Levels, Normal Result from Using
EGR

CATERPILLAR
• Excellent Top Ring Wear for 480K Miles
• Very Light Liner Step @ End of Ring Travel
• Lower Soot Levels = Lower Wear Levels

Anticipated Life In Miles
1,000,000
530,000 490,000
Cat Cummins DDC

Cooled EGR
• More Soot Into the Air Intake

• More Soot Build-Up in the Engine Oil
• More Wear of Critical Parts
• More Repair Costs over Time?
• Higher Overall Operating Costs?
• Overhaul before Trade Cycle?
• Resale ?

ACERT™ Technology
• More Cool Clean Air

• Cleaner Air = Cleaner Oil
• Better Durability/Reliability
• Lower Overall Operating Cost than EGR
• B50 = Million Miles to Overhaul
• Higher Resale Value

Soot Level Summary…
3X 2X
Higher Higher
Cat C15 Cummins DDC S60
Line Haul Line Haul Line Haul
ACERT™ Cooled-EGR Cooled-EGR
355,515 Miles 360,901 Miles 381,100 Miles

ACERT™ 2007
Application and Installation

Paccar Pictures

Dual DPF

CGI Line
CGI Line

Vertical DPF

Exhaust Routing

Exhaust Routing

Primary Exhaust Configurations
Low Route
High Route Horizontal
Vertical DPF DPF
High Route
Horizontal
DPF

Dual DPF / Dual Exhaust Stacks
Single “Y” Tube

New OEM Stacks
Resonator
• Noise attenuation
Convection diffuser
• To cool exhaust gas temp

Convection Diffuser

ACERT™ 2007
Special DPF Maintenance

DPF Ash Service

Shop Tips
• The DPF weighs up to 250 pounds

• DPF must be put on a transmission or
engine jack when removed
• DPF must be handled carefully
• If the outside of the DPF is dented or
damaged, then the inside could be
damaged

Shop Tips
• The center gaskets are a 1 time use part

• Must use Anti-seize on the body or boss
of the sensors in the entire exhaust
system
• The torques on 3 V-band clamps must
be correct

Shop Tips
This image is the result of

NOT using Anti-Seize on
the DPF Inlet
thermocouple sensor spin
nut or DPF mounting
boss during initial
installation in Tech Center
Building L (DPF Upgrade).

Center Section Analysis
“Good” DPF – no signs of Soot collected on outlet side

soot on outlet of DPF -failed

Center Section Analysis
Soot collected on outlet side of DPF -failed

Failed DPF
Soot collected on outlet side of DPF

What do you think?

Good Filter
Weld marks
This is a new filter from the factory

What do you think?

Good Filter
Staining is Acceptable,
Black soot is not
This is a used filter from service

LC Lab DPF

LC Lab DPF

Nuked Trap

ACERT™ 2007
DPF Troubleshooting

Configuration Parameters

Status Parameters
Aftertreatment Regeneration 3
• Diesel Particulate Trap #1 Intake Temperature
• Diesel Particulate Trap #1 Outlet Temperature
Other Status Parameters

• Diesel Particulate Trap #1 Differential Pressure
• Diesel Particulate Trap #2 Differential Pressure

Electrical Diagnostics
Voltage High (-03) or Low (-04)

• 3242 Particulate Trap #1 Intake
Temperature
• 3246 Particulate Trap #1 Outlet
Temperature
• 3251 Particulate Trap #1 Differential
Pressure

Temperature Events
Particulate Trap #1 Intake

• 3242-2 Temperature Incorrect
• 3242-15,16 High Temperature Severity Level
1&2
• 3242-18 Low Temperature Severity Level 2
Particulate Trap #1 Outlet
• 3246-2 Temperature Incorrect
• 3246-15,16 High Temperature Severity Level
1&2
• 3246-17 Low Temperature Severity Level 2

Pressure and Soot Events
Particulate Trap #1 Pressure

• 3251-16, 0 High Differential Pressure
Severity Level 2 & 3
• 3251-2 Differential Pressure Incorrect
• 3251-17 Low Differential Pressure Severity
Level 2
Particulate Trap #1 Soot
• 3719-16, 0 Excessive Soot Loading Severity
Level 2 & 3

ACERT™ 2007
Clean Gas Induction

Clean Gas Induction
• What is CGI?
• Exhaust Gas from the Clean Side of
the DPF
• Cooled and Recycled through the
Engine
• No more than 15% during normal
operation

Clean Gas Induction
How does it help emissions?

• The recycled gas cools the
combustion process and dramatically
reduces the Nitrous Oxides or NOx in
the exhaust. NOx is one of the major
exhaust components that must be
reduced to meet the 2007 emissions
regulations.

How much CGI?
• Excessive CGI mass flow can cause

poor engine performance and
negatively affect the engine's
emissions.
• Low CGI mass flow can negatively
affect the engine's emissions.

2007 System Schematic
Midrange
Air
Comp
CGI
Venturi
Valve CGI
Cooler
ATAAC
CRS Combustion Air Combustion Air Valve

Venturi
C
Particulate
ARD
T
Filter
Variable
Nozzle
Turbo
CCV Line

Heavy Duty
Engine Air Filter
Air
Comp
CGI Venturi
Valve CGI
Pre Cooler
Cooler
ATAAC
Combustion Air Valve

CRS Combustion Air
Venturi
C
C
Particulate
ARD
T
T
Filter
OCV
Filter
CRS Purge
Air Pump

Open Crankcase Ventilation



CGI won’t happen…
• If coolant temperature is below 20ºC

(68ºF)
• Intake Manifold Air Temperature is
below 30ºC (86ºF)
• During startup or shut down
• If an active diagnostic is present
affecting the CGI System
• During ignition of the ARD
• Functional during regeneration

Chemistry Lesson
NOx
NOx CGI
HH2OO CO
CO2
2 2
PM NOx
NOx
PM HH2OO
NOx PM NOx CO HC
NOx CO
2
CO
CO HC
HC CO2
2

EGR
Up to 40% EGR !
Diesel Particulate
PM,
PM,
NOx, CO,
NOx, CO,
EGR Filter / Muffler
HC
HC
PM,
PM,
NOx, CO,
NOx, CO,
PM, NOx, CO, HC
HC
HC NOx ,
H2O, CO2
Oxidation Catalyst Particulate Trap
(“Oxicats”)

System Components
CGI Line
CGI Cooler
CGI Mixing Valve

Venturi
DPF

CGI Flow
From DPF

CGI Flow

Venturi
Differential Pressure Sensor Ports
Air
Flow
Air Entry View

(Note the reduction of
Side View the inner diameter)

Venturi Locations
C13 / C15 C7 / C9

Venturi
• The Bernoulli principal for fluids is what

allows the Venturi to work
• It is the same principal that allows planes to fly
• Simplified: as the speed of the fluid increases
the pressure of the fluid will decrease

CGI Coolant Flow
Coolant
Coolant

CGI Cooler
Side View Inlet View

CGI Coolant and Gas Lines
Coolant Gas Line

Line
C7 Engine

Components blocking the CGI Lines on the C15

Coolant Line Gas Line
C15 Engine

C13 ACERT™ 2007 Engine

Coolant
Line Gas Line
C13 ACERT™ 2007 Engine

CGI Sensor System
To monitor the CGI and ensure proper

performance, there are sensors to measure three
values located at points along the path of the
clean gas.
• Differential Pressure Sensor
• Absolute Pressure Sensor
• Temperature Sensor

Sensor Group Location
CGI Gas
Temperature
Sensor
To Differential
Pressure and
Absolute
Pressure
Sensors
(Remotely Mounted)

CGI Sensor System
CGI Absolute
Pressure
CGI
Differential
Pressure Air Flow
Sensor
Sensors are Remotely Mounted To CGI Cooler
Venturi

Pressure Sensors
Air Flow
Differential
Pressure Sensor
Air Flow
CGI Absolute
Pressure Sensor

Mass Air Flow
• Mass Air Flow is a calculated value

derived from differential pressure,
absolute pressure, air temperature
and mathematical algorithms

Differential Pressure Sensor
• Measures the
difference between the In #1 In #2
two pressures
Measurement
• 3 Wire Active Sensor Diaphragm
• Supply, Return, Signal
In #1 = 10
• Troubleshoots like In #2 = 8
any 3 wire sensor Differential = 2

Sensor Locations
CGI
Absolute
CGI
Differential
C15

Temperature Sensors
Thermocouples
• 2 Types – single
and dual
• Signal Conditioning
in connector
housing

Sensor Voltages
• All active analog sensors
• Troubleshooting process remains the same
• Voltage from PIN 1 to PIN 2 is approximately +5V
• Voltage from PIN 3 to PIN 2, ranges from .2 - 4.8V

proportional to the pressure or temperature
being measured

CGI Actuator
CGI
Actuator Oil
Lines
CGI CGI
Actuator Actuator
Solenoid

CGI Actuator
• Pulse Width Modulation (PWM) current

controlled device
• The ECM output voltage will vary between zero
volts and battery voltage which will result in an
average current between 0 and 1.2 amps.

CGI Actuator
Solenoid
Oil Return
Oil Supply

CGI Actuator
Solenoid
Shaft
Shaft

CGI Housing

CGI Housing
Fresh Air Filtered Air
LP Compressor Outlet Inlet
to HP Turbo
Compressor Inlet
Electrically
controlled
hydraulic
actuator
Mixing Valve Door

Gas Inlet from
CGI Cooler
LP Turbo
Compressor Inlet

CGI Minimum Flow
Fresh Air
Mixing door seals off CGI

intake passage while
allowing unobstructed
flow of air from the truck
air filter
Flow from
CGI Cooler

CGI Moderate Flow
Fresh Air
Mixing door begins to

open allowing CGI air flow,
leaving fresh air flow
largely unobstructed
Flow from
CGI Cooler

CGI High flow
Fresh Air
Mixing door opens wider,

increasing CGI flow &
partially obstructing
fresh air flow
Flow from
CGI Cooler

CGI Housing
CGI Mixing Door
Air Inlet
Temperature
Sensor

Shop Tips
• Make sure all joints

are properly aligned
and clamps torqued
properly
• Leaks can affect
performance
• Loose clamps can
activate codes on ET

ACERT™ 2007
Serviceable Components

Mounting Gp- Mounting Gp-
Sensor (CGI Actuator (CGI
VMAF Sensors Valve
& Mounting) Mounting)
Control Gp-
Lines Gp-Air CGI (CGI Valve
(CGI Pressure & RHA)
Sensor Lines)
Lines Gp-Air
(CGI Jumper)
Lines Gp-Oil
Cooler Gp-CGI (CGI RHA Oil)

ACERT™ 2007
CGI Components
LSF vs ULSF

CGI Cooler
ULSF LSF

ET Tests
New ET Tests
• Air System Verification Test
• CGI Actuator Sweep Test

ACERT™ 2007
CGI Troubleshooting

Status Parameters
• CGI Actuator Valve Position

Events
• High and Low Clean Gas Induction

Mass Flow (2 severity levels)
• Low Clean Gas Induction
Temperature (2 severity levels)
• CGI Temperature Drifted High

Troubleshooting
3 Main areas to look at:

• Flow Sensor
• Actuator
• Leaks in lines

CGI Codes
Code # Name of Code Derate
520197-3 CGI Absolute Pressure Voltage High Yes
520197-4 CGI Absolute Pressure Voltage Low Yes
520194-5 CGI Control Valve Current Low No
520194-6 CGI Control Valve Current High No
520194-7 CGI Control Valve Not Responding Yes
520196-3 CGI Delta Pressure Voltage High No

CGI Codes
520196-4 CGI Delta Pressure Voltage Low No
520193-20 CGI Temperature Drifted High Yes
520193-3 CGI Temperature Voltage High Yes
520193-4 CGI Temperature Voltage Low Yes
520192-15 High Clean Gas Induction Mass No

Flow

CGI Codes
520192-16 High Clean Gas Induction Yes

Mass Flow
520192-18 Low Clean Gas Induction Yes
Mass Flow
520193-18 Low Clean Gas Induction Yes
Temperature

Safety
• CGI VMAF sensors and the steel lines

leading up to the sensors are hot.
• If the customer used the wrong fuel

(High sulfur fuel, or low sulfur fuel) be
careful removing parts because the
sulfuric acid residue can burn hands.
Also if washing parts coated with
sulfuric acid residue, wear a full length
face shield

Service Tests
• Air Systems Verification Test
• Test Purpose
• Verify the ARD combustion air valve,the CGI mixing
valve and VTG (MR only) actuator are functioning
properly
• Test Method (Capture below air flow
readings)
• Open CGI mixing valve
• Closed CGI mixing valve
• Open ARD combustion air valve
• Closed ARD combustion air valve
• High boost VTG position
• Low boost VTG position

Air Systems Test Result

ACERT™ 2007
Aftertreatment Regeneration Device

Topics Covered
• MR/HD System View

• Definition of CRS
• CRS Chemistry
• Types of Regeneration
• Conditions when CRS is active/inactive
• System Components
• New Sensors
• New ET Codes and Tests
• Serviceable Components

Definition of ARD
• Aftertreatment Regeneration Device

(ARD) is an industry generic term for a
component that regenerates the Diesel
Particulate Filter (DPF).
• The ARD is part of the Cat

Regeneration System (CRS)

Soot and Ash
Definition of Soot Soot Cleaning
Soot is a byproduct of • DPF Collects the soot
incomplete combustion
• Elevated exhaust
temperatures convert the
soot to vapor
Definition of Ash Ash Cleaning

Ash is Noncombustible • DPF Collects the ash
residue of a lubricating
• Ash is removed using a
oil or fuel
special service tool

Midrange
Engine Air Filter
Air
Comp
Venturi
CGI
CGI
Valve
Cooler
ATAAC
CRS Combustion Air

C Venturi
Particulate
ARD
T
Filter
Variable
Nozzle
Turbo
CCV Line

Heavy Duty
Engine Air Filter
Air
Comp
Venturi
CGI
CGI
Valve
Cooler
ATAAC
CRS Combustion Air

C Venturi
Particulate
ARD
T
Filter
Variable
Nozzle
Turbo
OCV
Filter
CRS Purge
Air Pump

Aftertreatment Regeneration
Device
What is ARD?
• A device that increases exhaust gas
temperature to enable regeneration of the DPF
What are the benefits of our CRS?

• Regenerates under all conditions

Requirements for Combustion
ir
en A
Sp iti
yg on
ark on
Ign
Ox usti
plu
mb
g
Co
Fuel
Diesel Fuel

Regeneration Types
Active Regeneration
No
Regeneration Passive Regeneration
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Passive Regeneration
• Occurs when the engine is under high load

• Exhaust temperatures alone are enough to
regenerate small amounts of soot
Passive Regeneration
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Active Regeneration
• Mobile Active (No Interaction) (Moving)

• Enhanced Passive (No Interaction) (Stationary)
• Manual (Requires Interaction) (Stationary)
Active Regeneration
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Mobile Active Regeneration
• Occurs when a regeneration is needed and

vehicle is over 20 MPH
• No operator notification
Active Regeneration
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Enhanced Passive Regeneration
• Occurs at 0 MPH
• Maintain soot during extensive idle periods
• Lower exhaust temp
• 700 RPM, Fan On
• 400° C for 20 minutes every 2 hours
Enhanced Passive
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Manual Regeneration
• Occurs at 0 MPH
• DPF lamp must be illuminated
• Must initiate with force switch
• ET commanded manual regen does not require
DPF lamp to be illuminated
Active Regeneration
0°C 200°C 400°C 600°C 700°C

32°F 392°F 752°F 1112°F 1292°F

Manual Regen Requirements
• Level 1 regeneration warning reached

• DPF Light “On”
• Coolant Temp greater than 20°C (68°F)
• ARD out Temp greater than 30°C (86°F)
• Aftertreatment Disable Switch Off or Not
Programmed
• Clutch Pedal Position Switch Off (open)

Manual Regen Requirements
• Transmission neutral switch engaged

• Service brake switch #2 engaged
• In park (if automatic transmission)
• PTO On/Off Switch in the “Off” position (if
programmed)
• Regeneration in PTO set to enabled (if
programmed)
• Vehicle must be stationary

Manual Regen
• Hold manual regen switch for 4 seconds

• ECM tests the air valve and fuel valve
• DPF lamp will go out and engine speed will
ramp to 1400 rpm
• Engine fan turns on (for parasitic loading)
• HEST lamp will come on when exhaust temp
exceeds 450° C

ARD Lights for 5 Reasons
• Automatic – DPF regeneration

• Enhanced passive – maintenance of the DPF
• Manual – DPF regeneration
• Mid-Range warm-up – emissions strategies
and white smoke elimination
• HC cleanup (MR/HD) – emissions strategies
and white smoke elimination

Emissions Strategies
Mid-Range Warm-Up
• Emissions compliance sooner
• Runs if dpf out is less than 250° C and vehicle speed
is 0 MPH
• Engine RPM remains at low idle due to VNT usage
• Runs until dpf inlet is greater than 450° C (1 second)
or dpf outlet is greater than 325° C for 2 minutes

Emissions Strategies
HC Clean-up (on MR and HD)
• Eliminate HC slip (raw fuel in the DPF)
• Engine RPM will elevate to 700 RPM
• Runs every one hour based on a timer
•Runs until DPF inlet is above 400° C or outlet is greater than 325° C for
2 minutes

What Triggers a Regen?
• ECM soot calculation

• ECM calculates the amount of soot the engine is
putting out under all operating conditions
• Time
• HD - 12 hours (6 hours with sensor fault)
• MR - 5 hours
• DPF differential pressure

• Used as a fail safe since there is no direct correlation
between soot loading and differential pressure

Trigger Graph
Soot
Time
Pressure
Soot %
Pressure
12 Hrs (5 MR)
Time (hours)

Partial Soot Loading Model Inputs
• Coolant Temperature
• Ambient Air Temperature
• Altitude
• Fuel Flow
• DPF Inlet & Outlet Temperature
• Shot Mode
• Engine Speed
• Exhaust Gas Temperature #1 (Turbo Out)
• Exhaust Gas Temperature #3 (Flame Length)
• CGI Flow
• Timing
• Total Exhaust Flow

ACERT™ 2007
Operator Interface

CRS Indicators and Switches
Force Regen Switch

DPF Lamp
HEST Lamp
Manual Disable Switch

CRS Operator Interface By OEM
REHS3405 Å Switches Æ Å Indicator Lamps Æ
e L igh
itc e
am e
e
p
Sw evic
d L vic
Sw evic
am
H
h
p
t
sa tion t
La late
h
en
en
ble n De
rat men
era tem
i tc
D
rce on D
tm
tm
mp
u
tur
Fil artic
mp ys
t
o
g e re a
g e re a
g e r tr e a
i
i
ble
t
Te st S
a
a
Re tert
Re ftert
r
r
P
ter
ne
ne
ne
sa
e
Fo
u
el
t
Af
Af
Di
ha
Di
A
M
es
OE
Re
Ex
Di
Kenworth Standard (3) Yes Yes No
Peterbilt Standard (3) Yes Yes No
Freightliner Optional (2) Standard (2) Yes Yes No
International Optional (2) Standard (3)* Yes Yes Optional
Ford No No No No No
GM No Standard (2)* Yes ** No No

Driver Interface
Non-GM (2 lamps) GM (2 lamps)

• On when below 5mph • On during mobile
and DPF out temp is active or forced
above 840°F (450°C) manual regen (not
warmup or enhanced
passive)
• On Solid for Level 1
soot • Amber light for Level
1 soot
• Blinking for Level 2
soot • Red light for Level 2
soot

Aftertreatment programmable Monitoring system set to SHUTDOWN
Level 0 Level 1 Level 2 Level 3 Level 4
ENGINE DERATE NONE 20% 100% 100%
STOP * Will flash for 30 seconds prior to shutdown ON

OFF FLASHING *
ENGINE Will run 60 seconds each restart
ON FLASHING *
CHECK OFF ON SOLID

ENGINE
DPF ARD disable switch active - ON FLASHING (3703-31)

LAMP OFF
ON SOLID ON FLASHING
HEST
LAMP ON: WHEN TEMP ≥ 840°F (450°C) and SPEED < 5MPH OFF
20 MPH 5 MPH MOBILE ACTIVE

REGENERATION PASSIVE ET SERVICE
REGENERATION ENHANCED PASSIVE
TYPE ALLOWED ONLY
MANUAL
3719-16 3719-0 3715-31

INCREASING SOOT LOAD

20% 100% 100%

ENGINE DERATE NONE
Under 20mph/Idle
STOP
ARD disable switch
* Will flash for 30 seconds prior to shutdown ON
OFF FLASHING *
Diagnostic/Event disable
ON FLASHING *
CHECK OFF ON SOLID

ENGINE

LAMP OFF
HEST
LAMP ON: WHEN TEMP ≥ 840°F (450°C) and SPEED < 5MPH

TYPE ALLOWED ONLY
MANUAL
3719-16 3719-0 3715-31


20% 100% 100%

ENGINE DERATE NONE
Under 20mph/Idle
STOP
ARD disable switch
* Will flash for 30 seconds prior to shutdown ON
OFF FLASHING *
Diagnostic/Event disable
ON FLASHING *
CHECK OFF ON SOLID

ENGINE

LAMP OFF
HEST

TYPE ALLOWED ONLY
MANUAL
3719-16 3719-0 3715-31


STOP * Will flash for 30 seconds prior to shutdown ON

OFF FLASHING *
ON FLASHING *
CHECK OFF ON SOLID

ENGINE

LAMP OFF
HEST

TYPE ALLOWED ONLY
MANUAL
3719-16 3719-0 3715-31


Aftertreatment programmable Monitoring system set to DERATE
STOP
OFF ON SOLID
ENGINE
CHECK OFF ON SOLID

ENGINE

LAMP OFF
HEST

REGENERATION ENHANCED PASSIVE ONLY
TYPE ALLOWED
MANUAL
3719-16 3719-0 3715-31


Operator Interface Review
Permanent System Lockout

Stop Engine Lamp
Engine derate
Check engine lamp
DPF Lamp - blink
DPF Lamp - solid
0 100

Regeneration Control
Regeneration Dash Switch
(3 position switch)
Start
Auto
Stop

Visor Label
! CAUTION OPERATION
Hot exhaust Exhaust filter full

• Clear area around exhaust
• Can cause fire
• Press and hold switch for
• Keep flammables and 4 seconds
people away from
exhaust • To allow activation, inhibit
switch must be off
See Driver’s Manual

4 ARD SubSystems
• ARD Combustion System

• ARD Fuel Supply
• ARD Air Supply
• Temperature Control/Monitoring

ARD Combustion System
• ARD Head
• Spark Plug
• Ignition Coil/cable
• Combustion Air Line
and sensor
• Fuel
Lines/valves/sensors
• ARD Housing

Combustion Zones
Primary
Secondary
Zone
Zone
Max length 12”

ARD Housings

ARD Head
Nozzle
Swirler Plate

ARD Combustion
Combustion Air Holes
Pilot & Main

Exit here

ARD Combustion System
Combustion Air Vents
The spark for ignition jumps

directly to the swirler plate

ARD Housing Assembly
ARD Head Combustion Containment ARD Housing

Canister

ARD Fuel Supply
• Fuel Filter base

• Fuel Enable Valve
• Pilot and Main Fuel
PWM valves
• Pilot and Main Fuel
Pressure Sensors

ARD Fuel Supply
Fuel Enable Valve

ARD Fuel Supply
Pilot Main Fuel

Fuel Line
Line
Pilot Main Fuel

Main Pilot Fuel Pressure
Solenoid Pressure Sensor
Solenoid Sensor

PWM Solenoid Current

ARD Fuel Supply
Pilot Coolant In Main Coolant Out
Pilot
Main

New Fuel Manifold Location

ARD Air Supply
Venturi Differential Pressure Sensor
CRS Combustion Air Valve

CRS Temp Sensors
Flame Detect
Flame Length
DPF DPF
Outlet Inlet
Turbo Out

Temp Control & Monitoring
• Exhaust gas temperature #1

• Particulate trap inlet and
outlet temperature sensors

Exhaust Gas Temperature #2 Sensor
Exhaust Gas Temperature

#3 Sensor

Particulate trap # 1 outlet and inlet temperature sensors

ACERT™ 2007
ARD Serviceable Components

ARD Nozzle
• Nozzle is not serviceable

ARD Solenoids
Pilot Solenoid Main Solenoid

To Disable Regeneration
• Set the disable regeneration switch on

the dash (If Installed)
OR
• Go to ET configuration screen and use
the ARD Data Link Disable parameter to
manually disable the regen.
Both actions will manually disable the CRS (air,fuel,and spark).

ACERT™ 2007
ARD Troubleshooting

3 Significant ET Events
3473-31 Failed to Ignite (2)
3711-17 Particulate Trap Active Regeneration (2)

Inhibited due to Low Exhaust Gas
Temperature
3474-31 Loss of Combustion (2)



/Derate/Warning
/Enabled
/Disabled
/2
3714-31



Engine Shutdown Parameters
/ Shutdown
• Warning for emergency vehicle ratings only
Shutdown / Derate
• Warning for emergency vehicle ratings only

Status Parameters
• Aftertreatment Regeneration 1
• Total Disable Time
• Secondary Air Differential Pressure
• Fuel Rate
• Fuel Pressure Control Command
Percentage
• Secondary Air Gas Mass Flow

Status Parameters
• Ignition Transformer Primary Status (Off/On)
• Regeneration Status (Active/Inactive)
• Data Link Disable Status (Disabled/Enabled)
• Air Pressure Control Command Percentage
• Disable Switch Status (Off/On)
• Force Switch Status (Off/On)
• Disabled Lamp (Off/On)
• Exhaust System High Temperature Lamp Status
(Off/On)
• Aftertreatment Regeneration Lamp Status (Off/On)

Status Parameters
• Aftertreatment Regeneration 2 cont…
• ARD Stationary Regeneration Kickout Status Flag
0- Not Kicked Out 8- Service Brake #2 Not Released

1- Transmission Speed Request 9- Inlet Air Shutoff Activated
2- Service Brake #1 Depressed 10- Stationary Regeneration
3- Clutch Engaged Disabled
4- Not In Neutral 11- Regeneration Not Desired
5- Parking Brake Not Set 12- Regeneration Disable Switch
6- PTO Switch On Engaged
7- Throttle Depressed 13- Vehicle Speed > Limit
• ARD Purge Air Actuator Status/Override

Status Parameters
• Fuel Pressure
• Pilot Fuel Pressure
• Inlet Temperature
• Flame Temperature
• Outlet Temperature

Status Parameters
• Other Status Parameters

• Diesel Particulate Trap #1 Differential
Pressure
• Diesel Particulate Trap #2 Differential
Pressure
• ARD Programmable Regeneration
Monitoring System Status
• Aftertreatment Regeneration Device Fan
Enable Vehicle Speed Threshold

Events
• Air Flow
• CGI flow high
• Aftertreatment 1 Secondary Air Mass Flow High & Low
• Aftertreatment 1 Secondary Air Mass Flow Incorrect
• Aftertreatment Air Pressure Control Solenoid Not Responding
• Pressure
• Aftertreatment 1 Fuel Pressure 1 (Pilot) & 2 (Main) High & Low
• IMAP Low
• Aftertreatment 1 Purge Air Pressure Low
• To detect purge air leaks, OEM pump power, seized pump
• Aftertreatment 1 Purge Air Pressure Not Responding
• Detect ARD head purge air check valve failures

Events
• Temperature
• Exhaust Gas Temperature #1,2,3 Drifted High
• ARD Exhaust gas temperature #3 high
• Particulate Trap Active Regeneration Inhibited Due to Low
• Turbo inlet Temperature High
• Others
• Aftertreatment Failed To Ignite
• Aftertreatment Loss of Combustion
• Aftertreatment Fuel Injector #1 Not Responding
• Aftertreatment Regeneration Device Manually Disabled

CRS Service Tests
• Service Procedures
• Manual DPF Regeneration
• Ash Service Test
• Diagnostic Tests
• CRS Ignition Test
• Air Systems Verification Test

ET CRS Service Procedures
• Manual DPF Regeneration

• Purpose
• To reproduce low temperature codes
• To clean out trap (90%) after other ARD
problems are fixed
• Method
• Same as forced regen. time depends on
soot loading (40 to 60 minutes)

• Ash Service Regeneration

• Purpose
• To regenerate (100%) before an ash service
• Method
• Same as periodic (60 minute) regen

ET CRS Diagnostic Tests
• CRS Ignition Test

• Purpose
• To see if ARD can ignite
• Method
• Normal ignition and regeneration for 2 min.
• Service
• Spark plug, ignition coil, ECM wiring, wiring
between ignition coil and spark plug




ACERT™ 2007
Purge Air Pump Strategy

Purge Air Pump Power
Purge Pump
Power Connector
DPF 1 & 2 Connectors

CRS Purge Air Pump
• Why a new electric air pump

• To purge fuel from all ARD fuel lines
• This eliminates nozzle “coking” or
“gumming”
• Coking
• Industry issue with all regeneration systems
• Fuel nozzle in the hot exhaust stream.

CRS Purge Air Pump
Air Pump

CRS Purge Air Pump
80-85 PSI Deadheaded
40 micron
Filter
Replace when
pump is replaced
Air Pump

Purge Air Pump
14 KPa/2 PSI
Check Valve
Air from Filtered Air

Compressor for Engine

Purge Air Pump
Air From Compressor Filtered Air for Engine

Purge Air Strategy
• Key On (3 minute purge)

• Nozzle purge (3 minutes)
• Completed Regen (10 minute + Continuous)
• Continuous 10 minute purge
• Cycles between nozzle purge,& return to tank purge
• Continuous purge
• Shutdown during Regen (10 minute)
• Same continuous 10 minute purge as above
• Does not do 60 minute purge

Nozzle Purge

Fuel Line Purge

ACERT™ 2007
Diagnostic Codes

ET Code Interpretation
520192 15 CGI Mass Flow Rate 3
SPN max of FMI 2 digits Description of fault or event Indicates the

8 digits severity of the
fault or event
(1, 2 or 3)

New Failure Mode Identifiers
• FMI 00
• FMI 15
• FMI 16
• FMI 17
• FMI 18
• FMI 19
• FMI 20
• FMI 31

FMI Logic
a – Total signal input range possible that can be seen by an electronic module
b – Total signal range physically possible as defined by an application
c – Range defined as normal for a given real world measurement
d – Range defined as below normal, MOST SEVERE LEVEL, of what is considered
normal for the given real world measurement
e – Range defined as above normal, MOST SEVERE LEVEL, of what is considered
normal for the given real world measurement
f – Range which is low outside the range of what is considered physically possible for
a given system, indicating a short to a low source has occurred
g – Range which is high outside the range of what is considered physically possible
for a given system, indicating a short to a low source has occurred

FMI Logic
h – Range defined as below normal, LEAST SEVERE LEVEL, of what is considered

normal for a given real-world measurment
i – Range defined as above normal, LEAST SEVERE LEVEL, of what is considered
normal for a given real-world measurment
j – Range defined as below normal, MODERATELY SEVERE LEVEL, of what is
considered normal for a given real-world measurement
k – Ranged defined as above normal, MODERATELY SEVERE LEVEL, of what is
considered normal for a given real-world measurement

FMI Logic
0V 5V
0.2 4.8
Data 01 18 17 15 16 00
Voltage 4 3
Current 5 6

Failure Mode Identifiers
01 15 00
FMI 01 FMI 15 FMI 00

Data valid but Data valid but Data valid but
below normal above normal above normal
operating range operating range operating range
(most severe) (least severe) (most severe)

17 16
FMI 17 FMI 16
Data valid but Data valid above
below normal normal operating range
operating range (moderate severe)
(least severe)

18
FMI 18
Data valid but
below normal
operating range
(moderate severe)

FMI 19 FMI 20 FMI 31

Received network Data drifted high Not available or
data in error the condition
exists

New Failure Mode Identifiers

ACERT™ 2007
Electronics

2007 Electronics

2007 Electronics
• A4 Engine ECM
• Data links
• Communication Adapters
• Caterpillar Electronic Technician
J1939
J1708/ATA
A4 ECM Data link CAII ET

A4 ECM
• Same as current production MXS and NXS

ECMs with minor internal differences
• MR 292-9609 (C7, C9)
• Serial number suffix RB
• HD 292-9610 (C13, C15)
• Serial number suffix RA

2007 Electronics
• A4 Engine ECM
• Data links
J1939
J1708/ATA

2007 Data links
J1939 and ATA

• What is J1939?
• Why is Caterpillar using J1939?
• Why does Caterpillar still support ATA?

2007 Data Links
ATA Data Link
Truck Service
Tool
Connector
ABS
Trans
Engine ATA
ECM Terminal
Block
Gauge
Cluster

2007 Data Links
How J1939 Differs from ATA
Truck Service
Tool
Connector
Engine ABS
ECM
Node Truck Service
Trans Tool
Connector
Engine ATA
120 Ω
120 Ω ECM Terminal
resistor
resistor Block
Gauge Cab
Backbone Cluster Controller Terminator

2007 Data Links
Troubleshooting
ET won’t connect over J1939

• Is dual data link support enabled?
• Does the CAII have firmware version 3.0?
• Are the terminating resistors missing?
• Does one of the devices have the wires
swapped?

Data Link Voltages

2007 Data Links
Troubleshooting
J1939 data link abnormal update

• J1939 639-9 / ATA 231-9
• Complete loss of J1939 communication
• Indicates hardware issue
J1939 data link Special Instructions
• J1939 639-14 / ATA 231-14
• Partial loss of J1939 communication
• Indicates issue with device interaction

2007 Data Links
Troubleshooting
2004 ACERT™
• 231-02 J1939 Data Incorrect
• 231-12 J1939 Device Not Responding
• Must guess which device and which device
input is causing the problem
2007
• Diagnostic for each expected ECM
Parameter

J1939 Data Link
Troubleshooting
2007
• XXX-19 data error
= 231-02 J1939 Data Incorrect
• XXX-9 abnormal update rate
= 231-12 J1939 Device Not Responding
Example
• Cruise On/Off
• 596-9 Cruise Control Enable Switch abnormal update rate
• 596-19 Cruise Control Enable Switch data error

2007 Electronics
• A4 Engine ECM
• Data links
J1939
J1708/ATA

ACERT™ 2007
Communication Adapter II
Software Update

Communication Adapters
Must use
• Caterpillar Communication Adapter II with
serial cable
Can NOT use
• Green Communication Adapter
• Parallel port cable with CAII
• Wireless Communication Adapter
• 3rd party communication adapters

How To Get New CAII Software
• New CAII software comes with ET

• Do NOT need to reinstall Communication
Adapter II Toolkit

OR
From the start menu Or from ET with CAII powered up

but NOT connected to an ECM

Software Update
• Application Firmware
Version (Serial IP) 3.1 or
Later
• Comes automatically with
with 2007A v1.1
• Do not need to update CAII
toolkit

Software Update
Select application
firmware icon

Software Update
Choose CA2v3i1.0.apf and

click OK

Software Update
Flashing the adapter may

take up to 45 seconds

Software Update

ACERT™ 2007
How To Enable Dual Data

Link Support

2007 Data links
Dual Data Link Support
• What does “dual data link” mean?

• Why is “dual data link” support needed?
• What does this mean for a Caterpillar
Service Technician?
• Update ET to the latest production version
• Update Communication Adapter II software

Must Use Dual Data Link Service
• Do NOT ignore this message!!!

• This Message means
• You are NOT connected over ATA and J1939
• You should see both the J1939 and J1708
lights blinking on the CAII

2007 Electronics
• A4 Engine ECM
• Data links
J1939
J1708/ATA

Caterpillar Electronic Technician
2007A-V1.1

ACERT™ 2007

https://truck.cat.com

Clearing Active Codes
• Active codes screen now has a reset all button
• Used for persistent active codes
• Failed to Ignite
• Loss of Combustion
• Particulate Trap Active Regeneration Inhibited due to Low
• Persistent active
• Codes caused by system problem
• Key cycle would normally cause condition that caused the
problem to go away even though the root problem still
exists
• Clearable with factory passwords

New Diagnostic Look
ATA XXX - XX
ID for component Failure Mode Indicator

or system with shows what the problem
problem is with that component
or system
J1939 XXXXXX - XX

Block Diagram
J1

Block Diagram
J2 J1

Base Engine Actuators

Basic Engine Sensors
What is New?
What is Missing?
Atmospheric
pressure sensor is
now the CGI
absolute pressure
sensor

OEM Connections
J1939 Cab Controller or Hardwired

DPF Sensors

CGI Sensors

New Sensors
• 6 New Temperature Thermocouples

• Old 2-wire thermistors not designed for high
temperatures
• Now 3-wire analog sensors
• Built in electronics in connector housing
• Single and dual sensor versions
• 4 Differential Pressure Sensors
• New to Cat
• 3-wire analog sensor
• Used in calculating air flow and reading filter
restrictions

Differential Pressure Sensor
• Measures the difference

between the two pressures
• Troubleshoots like any 3
wire sensor
In #1 In #2
In #1 = 3 Psi
- In # 2 = 2 Psi
Measurement
Differential = 1 Psi Diaphragm

New Sensor Troubleshooting
• All active analog sensors
• Troubleshooting process remains the same
• Voltage from PIN 1 to PIN 2 is approximately +5V
• Voltage from PIN 3 to PIN 2, ranges from .2 - 4.8V

proportional to the pressure or temperature
being measured

ACERT™ 2007
Support Slides

ATA Service Tool

SAE Service Tool

Cat Service Tool

Cheat Sheet

Licensing Caterpillar ET
Caterpillar Media and Product Information

Logistics
Voice (800) 566-7782 or (309) 266-0942
Fax: (309) 494-1348 or (309) 494-1345
E-mail: media_logistics@cat.com or
Media Logistics (Lotus Notes)
Hours: Monday through Friday

7:30am to 4:30pm (Central Time)


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ACERT™ 2007

GLOBAL MANPOWER DEVELOPMENT

9-14 MPG More Torque 16-26 MPG

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

• Core engines remain essentially

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Mixing Valve Door

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

C (s) + O2 + Energy (heat) = CO2 (g) + H2O

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Adv HP Peak Torque

Adv HP Peak Torque

Adv HP Peak Torque

GLOBAL MANPOWER DEVELOPMENT

Adv HP Peak Torque

Adv HP Peak Torque

Adv HP Peak Torque

Subject to Change 9/1/2006

GLOBAL MANPOWER DEVELOPMENT

Adv HP Peak Torque Buy

Subject to Change 9/1/2006

GLOBAL MANPOWER DEVELOPMENT

Adv HP Peak Torque

Adv HP Peak Torque Buy Pistons and DPF

Subject to Change 9/1/2006

GLOBAL MANPOWER DEVELOPMENT

Variable Nozzle Turbocharger

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Piston Ring Seals

GLOBAL MANPOWER DEVELOPMENT

If oil pushes the

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Slot Vane Vane

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Double Axle VNT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Pin 1 => Battery +