TEREX FINLAY

SCANIA TIER 4 DC9 & DC13 ENGINES

Rev-01

Author: James Gallagher

Date: 16/09/2013
Subject to change without notice
 SCANIA TIER 4

• Bore/Stroke 130/ 140mm

• Bore/Stroke 130/ 160mm
• Swept volume 9,29 l
• Swept volume 12,7 l
• Compression ratio 16:1
• Compression ratio 17,3:1
• Fuel injection Scania XPI
• Fuel injection Scania XPI
• Oil pan capacity 32-38litres
• Oil pan capacity 34-45litres
• Power range 202-294kW . Power range 294-368kW
• Max power @ speed 2100rpm . Max power @ speed 2100rpm
• Max torque @ speed 1300rpm . Max torque @ speed 1400rpm
• Dry weight 950kg . Dry weight 1050kg
 WHY TIER 4
 To produce a machine for the Europe & North American market we have to comply with the new strict 2011
emission legislation which is known as the Teir4 I (Interim) and then the full Teir4 F (Final) in 2014.
 In order to do this we have had to look closely at all the engine manufactures to try and decide the most
economical solution for the Teir4i & for all future emission controls.
 So the decision was taken to use the Scania engine with the SCR system for the Crusher line.

Urea
Tank
UREA - AdBlue

 Pure urea is in the form of white crystals.

 Urea dissolved in water is non toxic.
 Urea is corrosive to some metals such as non-alloyed steel, copper
containing alloys and zinc coated steels.
 UREA freezes at -11oC
 Tank storage not to exceed 50oC
 UREA, also known as DEF (DIESEL EXHAUST FLUID), is added to the
engines exhaust to reduce the level of NOx gases (Nitrogen Oxides).
 Commercially it’s called AdBlue, DIN70070.
 Urea reductant is 32.5% weight urea, 67,5% deionised water.
 Urea reductant crystallizes above 100°C
 THE PROCESS
 In order to reduce the concentrations of nitrogen oxide compounds (NOx) in the exhaust gases, catalytic converters are
used and reductant (32.5% urea and the rest water, under the trade name AdBlue) is delivered into the exhaust gases in
the hydrolysis catalytic converter.
 When the exhaust gases have been treated in the SCR catalytic converter water (H2O), carbon dioxide (CO2) and
nitrogen (N2) come out of the exhaust pipe.
 The illustration is a principle drawing of the components carrying out exhaust gas after treatment.

1. Hydrolysis catalytic converter with reductant doser. Reductant is added, evaporated and mixed with the
exhaust gases.
2. Reductant tank and reductant pump to deliver reductant to the reductant doser.
3. SCR catalytic converter that converts nitrogen oxide compounds into nitrogen and water.

 The exhaust gas after treatment processes are

monitored and activated by the exhaust gas after
treatment control unit EEC3 which is controlled by the
engine control unit EMS.

Warning!
When the engine is running the exhaust system parts can reach such high
temperatures that there is a risk of personal injury. Make sure that the
exhaust system temperature has decreased to a suitable level before starting
work
WHAT IS SCR?

Selective Catalytic Reduction

Hydrolysis
Catalyst Urea dosing pump

Urea dosing tank

NOx Sensor

Engine Coolant

Catalytic Urea pipework

converter

 The SCR system uses liquid Urea which is injected into the Hydrolysis Catalyst &
mixed with the hot exhaust gasses through the Catalytic Converter, this starts a
chemical reaction to convert the Nitrogen Oxide into N2 (Nitrogen) & H20 (Water).
 WHAT EFFECTS WILL SCR HAVE?

 SCR - Selective Catalytic Reduction

 Use of DEF to reduce NOx emissions
 Low Sulphur Diesel required, 10ppm, to meet
emissions legislation.
 Scania System can technically handle up to
300ppm of sulphur in the diesel.
 If NOx levels are exceeded the engine will be
de-rated.
 If the UREA tank level reaches 10%, the
exhaust dosing will be stopped and the engine will
be de-rated.
WORKING TEMPRATURE

 Exhaust temp > 200°C necessary

 Good function above 250°C
 Ideal operating temperature from 300°C to 500°C
 If the temperature rises above 550°C- 600°C the torque will be reduced to save the catalyst.
WHAT IS THE RATIO?

 The ratio between Fuel & Urea can be seen above and is normally between 5-7% of the fuel
consumption.
 Based on the above an engine running at 1800RPM and 100% Load factor will use:

204 g/kWh X 257 kw = 52428 g/hr ÷1000 = 52.42 Lph.

The Urea consumption with the same engine will be 18g/kWh x 257kw = 4626 ÷ 1000 = 4.62 Lph.
 DOSING UNIT

 Hydrolysis catalyst with dosing unit fitted in top.

 Dosing unit is cooled by circulating the Urea around the system.
 Dosing will stop when there is approx. 10% of urea reductant left in the tank, this small volume
is needed to allow the circulation to cool the dosing unit.

Figure 2

Figure 1

 Urea is pumped from the Urea Tank and is sent under pressure via the
heated hoses to the Dosing unit (Figure 2) which is controlled via (E67)
Controller above. Figure 1) Dosing unit mounted on
Hydrolysis Catalyst.
 The Exhaust NOx sensor & Temperature sensor sends the information
back to the controller (Figure 1) to either increase or decrease the injection of
Urea depending on the exhaust temperatures & engine load to ensure the
correct emissions are met.
PIPE WORK

Heated hoses Hoses fitted with

electrical coil to heat
hose body.
Dosing Unit

Engine coolant
circulated through Urea
tank & pump

 From the Urea pump to the Dosing unit itself the feed and return hoses are electrically
heated via an internal wire winding through the walls of the hoses to stop freezing in cold
climates.
 The Blue coloured lines are for the engine coolant which is circulated through the Urea
tank again to protect from cold climate conditions.
UREA TANK & PUMP

Urea tank holds 60 Litres

approximately.

Hot Coolant from engine

for heater

Urea flow from tank

through pump to
dosing unit
NOx SENSOR

 The NOx Sensor is located on the outlet of the exhaust system where the sensor relays this
information back to the (E67 Controller), which in turn will increase or decrease the Urea
dosage to maintain the correct emission levels.
 STARTUP
 The Urea pump (#11) starts when the following has taken place: The engine has started, the EEC3 control unit
(Figure1) has carried out a system check, the catalytic converter (#8) is starting to warm up and has reached the correct
operating temperature (200–250°C), and any Urea heating (if required) is complete. The Urea pressure is built up to (9-
10 Bar) ready to be injected into the hydrolysis catalytic converter by the Urea dosing unit (#6).
 When the temperature sensor (#9) indicates that the temperature of the exhaust gases has reached 200–250°C, the
EEC3 control unit activates the Urea dosing unit (#12), which starts injecting the Urea into the hydrolysis catalytic
converter (#6). The dose is determined by the engine control unit EMS on the basis of the combustion control in the
engine which is currently being operated by the engine control unit.
 The SCR catalytic converter(#8) reduction process starts.
Figure 1

EEC 3 Control Unit

(Fitted under Urea tank)
 OPERATION
Operation.
 First, the exhaust gases are mixed with Urea when they pass the
hydrolysis catalytic converter (#6). The process of hydrocarbon
reduction begins in the hydrolysis catalytic converter (#6) and ends in
the SCR catalytic converter (#8).
 Once the exhaust gases have passed the hydrolysis catalytic
converter (#6), the exhaust gas temperature is measured using the
temperature sensor (#9). The value is read off by the EEC3 control unit
and transmitted to the engine control unit. The values from the
temperature sensor (#9) are used by the engine control unit to control
the exhaust gas temperature, which should be between 200 and
250°C. This can be done with the fuel injection system XPI.
 The exhaust gases then pass through the SCR catalytic converter
(#8) where most reduction of hydrocarbons takes place by means of
Urea injected in previously. NOx is converted into water, carbon dioxide
and ammonia.
 OPERATION & SHUTDOWN
Continued.
 The volume of Urea mixed with the exhaust gases in the hydrolysis
catalytic converter (#6) is determined by the engine control unit (ECU),
then activated by the EEC3 control unit and carried out by the Urea Dosing
Unit (#12). The dose is determined by the engine control unit (ECU) based
of the values from the NOx sensor (#7), temperature sensor (#9) and the
combustion control mode of the engine control unit (ECU).
 The EEC3 control unit activates injection of Urea to the hydrolysis
catalytic converter (#6) from the Urea tank (#1) by means of the Urea
pump (#11) and the Urea Dosing unit (#12).
Shutdown.
 When the engine is switched off, the Urea pump continues for a specific
period to supply the Dosing Unit with Urea. However, Urea is not injected
into the hydrolysis catalytic converter but is returned to the Urea tank and
has the purpose of cooling the Urea Dosing Unit after operation, Otherwise
it may be damaged by the heat from the hydrolysis catalytic converter.
CATALYTIC CONVERTER

NOx sensor

Temperature
sensor

 Once the exhaust gases have been treated in the Hydrolysis dosing chamber, the treated
gasses then go through the SCR catalytic converter.
 This in turn changes the nitrogen oxide compounds into nitrogen and water from Nitrous
oxide (NO2).
 Water (H2O), carbon dioxide (CO2) and nitrogen (N2) come out of the exhaust pipe.
DOSING UNIT

1. Restriction
2. Pre-filter
3. Pressure and temperature sensors
4. Metering nozzle
5. Solenoid valve
6. Heating element
 DOSING UNIT – CONTINUED

1. Connection for electrical connector

2. Urea inlet
3. Urea outlet
4. Metering nozzle
5. Ventilation
 SCR COMPONENTS

1.Control unit EEC3 EEC (Exhaust Emission Control) Engine Management System

2.Coolant valve
3.Temperature sensor
4.Level and temperature sensor in reductant tank
5.Electrically heated hoses for reductant
6.Reductant pump
7.Reductant doser
8.NOx sensor
 REDUCTANT TANK

EEC3 Control unit

 The reductant tank comes in two sizes, 38 and 60 liters, for cold temperatures the reductant in the tank is
heated by means of the engine's coolant.
 The reductant pump and EEC3 control unit are located on the same bracket as the reductant tank.
 The connection for reductant and coolant is located on the top of the reductant tank, and it also contains a
temperature sensor, filter and level sensor.
 EXHAUST TEMPRATURE SENSOR

Temperature sensor location

 There is a temperature sensor for measuring the exhaust gas temperature at the inlet of the SCR catalytic
converter. This sensor reports to EEC3, which notifies EMS. The sensor is located on the SCR catalytic converter
at the exhaust intake.
 The exhaust temperature sensor detects the temperature of the exhaust gases before the SCR catalytic
converter. The sensor informs the engine control unit of the exhaust gas temperature.
 The engine control unit uses the exhaust temperature to determine when & how much reductant should be
injected into the exhaust gases in order to obtain the required emission level.
TANK LEVEL & TEMPRATURE

1. Pipe for coolant

2. Level sensor
3. Temperature sensor

 There is a level and temperature sensor in the reductant tank

which measures the fluid level and fluid temperature.
 This sensor reports to EEC3. The sensor is located in the
reductant tank.
REDUCTANT PUMP

Reductant pump location

 To achieve the right pressure to dose reductant into the in the exhaust system, there is an electronically
operated pump with variable speed control in the system which is monitored and activated by EEC3.
 The reductant pump reports the pump speed to EEC3.
 REDUCTANT PUMP
1.Pump unit
2.Valve block
3.Reductant filter
4.Cover
5.Connections for coolant
6.Ventilation
7.Internal hexagon bolt
8.Connection for electrical connector
9.Connections for reductant
10.Electric motor for diaphragm pump

 The reductant pump sucks reductant from the reductant tank, filters and builds up pressure for to the reductant
doser.
 The reductant pump is an electrically driven diaphragm pump with a filter to clean the reductant before the
dosing unit.
 The reductant pump is heated using the engine's coolant at low outdoor temperatures in order to thaw frozen
reductant or prevent it freezing.
REDUCTANT PUMP
1. Intake
 The illustration shows a section through the valve block
2. Outlet
viewed from below.
3. Pre filter
 Reductant is sucked through the intake (1) and pre-
4. Antifreeze Block
filter (3) and then through a port (6) to the pump chamber,
5. Relief valve
where reductant pressure is built up. If the reductant
6. Port to pump chamber
pressure exceeds 13 bar in the pump, the relief valve (5)
7. Check valve
and check valve (7) open, reducing the reductant
pressure in the pump.
 The amount of reductant pumped to the reductant
doser can be varied by regulating the speed of the
electric motor between 800 and 3500 revolutions per
minute.
 If the reductant freezes at low outdoor temperatures in
the pump when it is non-operational, which takes place at
approx. -11°C, there is antifreeze (4) for the valve block,
which is a cavity filled with a soft material which can be
compressed the liquid freezes and expands.
REDUCTANT DOSER

1. Electrical connector
2. Reductant inlet
3. Reductant outlet
4. Metering nozzle
5. Ventilation

Important!
After working the machine it is important to let the engine return to idle for 5+ minutes before switching it
off, this is to allow the Hydrolysis catalyst to cool down and to allow the reductant pump to continue
pumping cool reductant through the Dosing unit also to cool it down.
 REDUCTANT DOSER

1. Restriction
2. Pre-filter
3. Pressure and temperature sensor
4. Metering nozzle
5. Solenoid valve
6. Heater element

 From the pump, the reductant flows to the inlet of the doser at a pressure of 9–10 Bar (Approx.), then passes
through the pre-filter (2), fills the ducts after which the sensor (3) reads the pressure and temperature.
 The dosage quantity is determined by the opening time of the solenoid valve (5). It opens once per second and the
amount of time that the solenoid valve is open during that second determines the dosage quantity. The opening time
can vary from 0.05 – 0.95 of 1 second.
 The reductant is metered to the exhaust gases via the metering nozzle (4).
 After the engine has been switched off, the reductant pump continues to pump reductant to the dosing unit to cool it,
(Otherwise the dosing unit can be damaged by the heat in the silencer). No metering takes place but the reductant
flows out to the reductant tank via the restriction (1) and the outlet. Cooling stops when the temperature is not critical
in the reductant doser.
 REDUCTANT DOSER

1. Graphite gasket
2. Metering nozzle

 A graphite gasket (1) is fitted on the reductant doser

which seals against the evaporator in the silencer
(against the hydrolysis catalytic converter in industrial
and marine applications).
 It should be renewed if the reductant doser has been
removed from the evaporator in the silencer or the
hydrolysis catalytic converter. Also check the metering
nozzle (2).
 30
COOLANT VALVE

 There is an electrically controlled water valve for the coolant flow from the engine's cooling system to the
reductant tank.
 The coolant heats the reductant in the reductant tank and the reductant pump at low outdoor
temperatures.
 The position of the water valve varies according to the engine installation.
 HEATED REDUCTANT HOSES

 The hoses designed for reductant are electrically heated in order to prevent ice formation at low outdoor
temperatures.
 Electrical heating of the hoses is activated by EEC3.
 The hoses run between the connections on the top of the reductant tank to the reductant pump and on to
the reductant doser.
 ELECTRICAL SYSTEM OVERVIEW

The locations of components vary depending on the

engine version and installation. For information on
detailed locations, see the overview for the
component in question.

1. Control unit EEC3

2. NOx sensor
3. Temperature sensor
4. Level and temperature sensor
5. Reductant pump
6. Reductant doser
7. Coolant valve
8. Electrically heated hoses for reductant
MECHANICAL SYSTEM OVERVIEW

1. Reductant tank
2. Coolant hoses for heating reductant tank and
reductant pump
3. Hydrolysis catalytic converter
4. SCR catalytic converter
 REDUCTANT FILTER

1. Reductant filter
2. Antifreeze

 The illustration shows the reductant filter (1) facing

upwards.
 The reductant filter must be renewed according to the
specified inspection interval.
 If the reductant freezes at low outdoor temperatures
when the reductant pump is non-operational, which
takes place at approx. -11°C, there is antifreeze (2) for
the valve block, which is a cavity filled with a soft
material which can be compressed.
UREA STORAGE & CLEANLINESS

 There are many different suppliers of

storage tanks, with a vast range of capacities,
on offer.
 Cleanliness of storage and top up
procedures MUST be very strict.
 Dirt into the SCR system will cause
damage to the pump and dosing unit.
 In colder areas special heating 'mats’ can
be used to prevent UREA freezing and some
tanks have built in heaters.
 DO NOT share or clean any containers
used for UREA with Diesel or other forms of
chemicals.
EXHAUST BRAKE
 EXHAUST BRAKE

 The Exhaust Brake is an electronically controlled

butterfly valve that sits between the turbocharger and
the exhaust hose.
 This valve is manoeuvred with the help of an
electrically operated actuator and is used to regulate
the temperature in the exhaust system as per the
requirement.
 At temperatures lower than 300°C in the exhaust
system, a layer of sulphur starts depositing on the SCR
catalyst.
 This reduces the efficiency of the catalyst and can
thereby generate a High NOx code.
 Exhaust brake intelligently controls the exhaust
temperature and keeps the catalyst clean from Sulphur.
EXHAUST BRAKE

 The Exhaust Brake will only

activate in low-load applications
where the temperature in the
exhaust does not reach the
required levels.
FAULT CODES
 SCR FAULTS / INDICATION

 The SCR system controls the injection of Urea into the exhaust system, where the Urea decomposes to
ammonia and reacts to reduce the nitrous oxides.
 This process is controlled and monitored by both the engine and the SCR ECU units.
 Any faults arising from the dosing of Urea / the subsequent inability of the system to produce acceptable levels
of NOX will have varying affects on the machine and engine performance; and ultimately result in a de-rate
condition where crushing is shut down and the machine cannot be throttled above idle.
 If an SCR fault condition occurs it will be indicated by the arrival of a fault message on the display; in addition to
this message the standard SCR fault indicator has been adopted and will be displayed on main menu, running
screens and the engine information page on the machine interface screen.
 The fault conditions have varying levels of severity, and will be released when the fault has been taken care of
and the SCR system can detect that the issue has been resolved.
 SCR FAULTS / INDICATION

 NOTE If torque has reached a low level, the The following table details the indicator status for
each SCR condition
system will not be able to auto detect that the issue
is resolved, and a service technician will be required
to release the condition; it is advisable that action is
taken early to resolve any SCR fault condition, so
that the engine does not reach this level of lockout.
 When ‘LEVEL 3 SCR CONDITION’ has taken
place as detailed below – this is an indication that
the engine has begun to de-rate to the most serious
SCR condition – the engine should be stopped
immediately and the issue fixed before the lockout
will happen – this is the last point where the
customer will have an opportunity to resolve any
issue themselves, without service intervention.
(Scania service or Terex personnel with SDP3
service tool)
 UREA FAULTS / INDICATION
 The Urea tank and integrated controller monitor the level, and condition of the Urea.
 Urea level is critical to the correct operation of the SCR system and the reduction of exhaust emissions.
 If the Urea level begins to fall critically low, action will be taken by the engine and the machine control systems
to shut down crushing and de-rate the engine (if the low level condition is serious enough, or remains for a
sustained time period).
 Urea level indicators have been implemented on the Main Menu, and in addition on running pages and engine
information pages, and are identifiable by the standard Urea level indicator symbol.

 At any point in time, all low Urea imposed conditions will be released when the tank level is refilled above 20%
and machine power is cycled.
 NOTE – ignoring Urea level conditions will result in the engine beginning to impose SCR fault conditions as
detailed previously, as the physical lack of Urea in the system will mean the NOX emissions increase above the
allowable limits.
 UREA FAULTS / INDICATION

The following table details the indicator status

for each SCR condition
 FAULT CODES – DC9 & DC13
GENERAL

 Fault codes generated in the CAN network are sent via CAN message DM1.
 This document describes how to interpret these fault codes from the DM1 message.
 Two abbreviations are used for determining fault codes.
 These are:
 SPN – Suspect Parameter Number
 FMI – Failure Mode Identifier
EXPLANATION OF FMI CODES
Code Explanation
0 Data valid but above normal operational range (that is, engine overheating)
1 Data valid but below normal operational range (that is, engine oil pressure too low)
2 Data erratic, intermittent, or incorrect
3 Voltage above normal or shorted high
4 Voltage below normal or shorted low
5 Current below normal or open circuit
6 Current above normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or pending
9 Abnormal update rate
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad intelligent device or component
13 Out of calibration
14 Special instructions
15 Reserved for future assignment by the SAE subcommittee
LIST OF FAULT CODES
LIST OF FAULT CODES
LIST OF FAULT CODES
LIST OF FAULT CODES