System and component information XF105

EAS
 ©200533 DAF Trucks N.V., Eindhoven,
The Netherlands.

In the interest of continuing product development,

DAF reserves the right to change specifications
or products at any time without prior notice.

No part of this publication may be reproduced

and/or published by printing, by photocopying, on
microfilm or in any way whatsoever without the
prior consent in writing of DAF Trucks N.V.

©
200533 DW332102
 STRUCTURE
XF105 series

TECHNICAL DATA
Structure

0
EAS
1

©
200533
 TECHNICAL DATA
XF105 series Contents

CONTENTS
Technical data

Page Date 0
1. EAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200533
1.1 Power supply and earth of EAS electronic unit . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200533
1.2 EAS electronic unit CAN connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 200533
1.3 Metering module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 . . . . . 200533
1.4 Temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 . . . . . 200533
1.5 Tank module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 . . . . . 200533
1.6 EAS electronic unit K-line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 . . . . 200533

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200533 1
 TECHNICAL DATA
Contents XF105 series

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2 200533
 TECHNICAL DATA
XF105 series EAS

1. EAS
1.1 POWER SUPPLY AND EARTH OF EAS ELECTRONIC UNIT 0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

A Electronic unit connection point

B Description of connection point
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
1 Supply voltage before ignition Ubat V DC
2 Supply voltage before ignition Ubat V DC
3 Electronic unit earth <0.5 V DC Voltage loss measurement with
as many consumers as possible
switched on.

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200533 1-1
 TECHNICAL DATA
EAS XF105 series

A B C D E F
0 4 Electronic unit earth <0.5 V DC Voltage loss measurement with
as many consumers as possible
switched on.
9 Power supply after ignition Ubat V DC

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1-2 200533
 TECHNICAL DATA
XF105 series EAS

1.2 EAS ELECTRONIC UNIT CAN CONNECTION

0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

A Electronic unit connection point

B Description of connection point
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
7 V-CAN1-L communication V DC CAN signal in accordance with
connection ISO 11898
8 V-CAN1-H communication V DC CAN signal in accordance with
connection ISO 11898

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200533 1-3
 TECHNICAL DATA
EAS XF105 series

1.3 METERING MODULE

0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

A Electronic unit connection point

B Description of connection point
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
26 Supply voltage, metering module ≥ 12 V DC
27 Output signal to metering module % Duty cycle depends on quantity of
AdBlue to be injected

Metering module coil resistance 15 

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1-4 200533
 TECHNICAL DATA
XF105 series EAS

1.4 TEMPERATURE SENSORS

0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

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200533 1-5
 TECHNICAL DATA
EAS XF105 series

0 A
B
Electronic unit connection point
Description of connection point
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
22 Earth, exhaust gas temperature < 0.5 V DC
sensor after catalytic converter
23 Input signal, exhaust gas V DC Signal voltage depends on X
temperature sensor after catalytic temperature. The sensor can be
converter checked by unplugging the
connector and measuring the
resistance. See table below.
24 Earth, exhaust gas temperature <0.5 V DC
sensor before catalytic converter
25 Input signal, exhaust gas V DC Signal voltage depends on X
temperature sensor before catalytic temperature. The sensor can be
converter checked by unplugging the
connector and measuring the
resistance. See table below.

Type of temperature sensor before and after

catalytic converter PTC
Supply voltage approx. 5V (1)
(1) Open voltage, with detached connector

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1-6 200533
 TECHNICAL DATA
XF105 series EAS

Resistance value and signal voltage

Temperature (C) Resistance () Signal voltage (V) 0
-40 169.7 0.638
-20 185.1 0.688
0 200.5 0.737
25 219.6 0.796
50 238.5 0.853
100 275.9 0.961
150 312.7 1.062
200 349.0 1.156
250 384.6 1.245
300 419.7 1.328
350 454.2 1.407
400 488.1 1.481
450 521.4 1.550
500 554.1 1.616
550 586.2 1.679
600 617.8 1.738
650 648.8 1.793
700 679.2 1.846
750 709.0 1.897
800 738.2 1.944
850 766.8 1.990

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200533 1-7
 TECHNICAL DATA
EAS XF105 series

1.5 TANK MODULE

0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

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1-8 200533
 TECHNICAL DATA
XF105 series EAS

A
B
Electronic unit connection point
Description of connection point
0
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
18 Input signal, AdBlue temperature V DC Signal voltage depends on X
sensor temperature. The sensor can be
checked by unplugging the
connector and measuring the
resistance. See table below.
19 Earth, AdBlue temperature sensor <0.5 V DC
20 Input signal of AdBlue level sensor V DC Signal voltage depends on X
temperature. The sensor can be
checked by unplugging the
connector and measuring the
resistance. See table below.

Type of sensor level/temperature

Type of AdBlue level sensor reed switches in combination with resistors
Type of AdBlue temperature sensor NTC
Supply voltage, AdBlue level sensor approx. 5V (1)
Supply voltage, AdBlue temperature sensor approx. 5V (1)
(1) Open voltage, with detached connector

Electrical connections
1. Level sensor earth
2. Level sensor signal
3. Temperature sensor earth
4. Temperature sensor signal
L

i400979

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200533 1-9
 TECHNICAL DATA
EAS XF105 series

AdBlue level sensor resistance value L = 288 mm

0 Length H (mm) Resistance () Tolerance ()
>182 120 ≥ 2.8
182 240 ≥ 4.6
166 360 ≥ 6.4
150 510 ≥ 8.7
134 660 ≥ 10.9
118 960 ≥ 15.4
102 1290 ≥ 20.4
86 1680 ≥ 26.2
70 3180 ≥ 48.7
54 4980 ≥ 75.7
38 6780 ≥ 102.7
22 9480 ≥ 143.2

AdBlue temperature sensor resistance value

Temperature (C) Resistance () ≥ 5%
-20 7569
-15 5855
-10 4569
-5 3596
0 2854
5 2282
10 1838
15 1491
20 1217
25 1000
30 826.7
35 687.4
40 574.6
45 482.7
50 407.4

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1-10 200533
 TECHNICAL DATA
XF105 series EAS

1.6 EAS ELECTRONIC UNIT K-LINE

0

36 30 3 1
29 4
22
15 9 8 6
i4 00 706

A Electronic unit connection point

B Description of connection point
C Reading at connection point (Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F "X" mark indicates that additional information is available in "Technical data"
A B C D E F
14 HD-OBD diagnostics connection

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200533 1-11
 TECHNICAL DATA
EAS XF105 series

©
1-12 200533
 EAS
XF105 series Contents

CONTENTS
EAS

Page Date

1. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200533

1.1 EAS overview drawing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 EAS unit overview drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1 . . . . .
1-2 . . . . .
200533
200533 1
1.3 Exhaust gases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 . . . . . 200533
1.4 Operation of EAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 . . . . . 200533

2. DESCRIPTION OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 200533

2.1 EAS unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 200533
2.2 Metering module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 . . . . . 200533
2.3 Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 . . . . . 200533
2.4 Tank module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6 . . . . . 200533
2.5 Exhaust temperature sensor before catalytic converter . . . . . . . . . . . . . . 2-7 . . . . . 200533
2.6 Exhaust gas temperature sensor after catalytic converter. . . . . . . . . . . . . 2-7 . . . . . 200533
2.7 Catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 . . . . . 200533

3. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 200533

3.1 Start-up phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 200533
3.2 Operating phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 . . . . . 200533
3.3 Stand-by phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 . . . . . 200533
3.4 After-run phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 . . . . . 200533
3.5 Checking for presence of catalytic converter. . . . . . . . . . . . . . . . . . . . . . . 3-8 . . . . . 200533

4. DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 200533

4.1 Key to block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 200533
4.2 Block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 . . . . . 200533

©
200533 1
 EAS
Contents XF105 series

©
2 200533
 EAS
XF105 series System description

1. SYSTEM DESCRIPTION
1.1 EAS OVERVIEW DRAWING

A B
1
1
Q
2
CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

A AdBlue tank E8 Bleed valve

B Tank module E9 Pressure sensor before throttle
B1 AdBlue level sensor E10 Pressure sensor after throttle
B2 AdBlue temperature sensor E11 Pressure relief valve
C Air supply E12 Prefilter
D Air filter F Metering module
E EAS unit
F1 Metering valve
E1 Electronic unit
E2 AdBlue pressure sensor F2 Mixing chamber
E3 AdBlue pump G Exhaust temperature sensor before
E4 Internal relay catalytic converter
E5 AdBlue temperature sensor H Injector
E6 AdBlue filter I Catalytic converter
E7 Air pressure control valve J Exhaust temperature sensor after
catalytic converter

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200533 1-1
 EAS
System description XF105 series

1.2 EAS UNIT OVERVIEW DRAWING

1 1

3
10

4
8

5 6 7 i400700
1. Electronic unit
2. AdBlue pressure sensor
3. AdBlue pump
4. Internal relay with housing
5. AdBlue temperature sensor
6. AdBlue filter
7. Air pressure control valve
8. Bleed valve
9. Air pressure sensor before throttle
10. Air pressure sensor after throttle

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1-2 200533
 EAS
XF105 series System description

17

16
11 1
12

13

15

14

i4 00 701

11. Pressure relief valve

12. AdBlue supply with prefilter
13. Drain plug for AdBlue
14 Air outlet
15. AdBlue discharge
16. AdBlue return
17. Air supply

Note:
To provide a clearer overview, the electrical
wiring is not shown in the drawings above.

©
200533 1-3
 EAS
System description XF105 series

1.3 EXHAUST GASES

The substances below are produced in the

combustion process of a diesel engine and are

1 discharged as gaseous emissions from the

exhaust:
- Water vapour (H2O)
- Carbon dioxide (CO2)
- Hydrocarbons (CH)
- Carbon monoxide (CO)
- Sulphur oxide (SOx)
- Soot particles
- Nitrogen oxide (NOx)
In the ideal combustion process (all injected
diesel fuel completely burned up), only water
vapour (H2O) and carbon dioxide (CO2) are
released.
If the fuel is not completely burned up,
hydrocarbons (CH) and carbon monoxide (CO)
are released. The quantities that are produced
during combustion in a diesel engine are,
however, very small and of little significance to
the emissions level.
Sulphur oxide (SOx) is produced as a result of the
sulphur present in diesel fuel. These quantities
are very small as a result of the low sulphur
content in diesel fuel.
The most significant exhaust gas emissions are
soot particles and nitrogen oxides. The level of
soot particles can be reduced by means of
adjustments in the engine (e.g. injection timing,
injection duration).
Nitrogen and oxygen are present in the
atmosphere (80% nitrogen and 18% oxygen).
Nitrogen oxides are the result of nitrogen
combining with oxygen. This reaction takes place
at the high pressure and at the temperatures that
occur in the combustion chamber. Nitrogen
oxides consist of approximately 90% nitrogen
monoxide and approximately 10% nitrogen
dioxide and are referred to as NOx.
The purpose of the EAS system is to control
emissions in order to meet the stringent
requirements relating to nitrogen oxide
emissions.

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1-4 200533
 EAS
XF105 series System description

1.4 OPERATION OF EAS

General

A B
1
Q
1
2
CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

EAS is an abbreviation of Emission After

treatment System.
The EAS system provides post-treatment of
exhaust gases in order to reduce exhaust gas
emissions. The EAS system works in
combination with a catalytic converter. The EAS
unit meters AdBlue (reducing catalyst) in the
exhaust gases to the correct level under various
operating conditions in order to reduce exhaust
gas emissions. AdBlue is a liquid consisting of
32.5% urea and 67.5% water.
The EAS unit consists of various components
mounted in a single unit. The components in the
EAS unit are each described in turn in order to
explain the operation of the system. However,
opening the EAS unit is not permitted.
Consequently, individual components in the EAS
unit may not be replaced separately.

©
200533 1-5
 EAS
System description XF105 series

The EAS system consists of the following main

components:
- AdBlue tank (A)
- Tank module (B)
1 -
-
Air supply (C)
Air filter (D)
- EAS unit (E)
- Metering module (F)
- Exhaust temperature sensor before catalytic
converter (G)
- Injector (H)
- Catalytic converter (I)
- Exhaust gas temperature sensor after
catalytic converter (J)
To reduce the nitrogen oxides, an amount of
AdBlue product is injected. The quantity of
AdBlue that needs to be injected depends on the
engine speed, the torque supplied by the engine
and the exhaust gas temperature. Engine torque
and engine speed data are sent to the electronic
unit (E1) in the EAS unit (E) via the CAN network.
The AdBlue is mixed with a quantity of air
beforehand in the metering module (F) to ensure
that it is well distributed for the catalytic converter
(I). The amount of AdBlue/air is determined by
the electronic unit (E1) in the EAS unit (E).
An injector (H) is installed before the catalytic
converter (I). It atomises the AdBlue before the
catalytic converter (I). An exhaust gas
temperature sensor (J) is installed after the
catalytic converter (I). This sensor transmits the
temperature of the exhaust gases to the
electronic unit (E1) in the EAS unit (E). AdBlue is
not injected when the exhaust gas temperature is
lower than 200 C. Below this temperature,
virtually no reaction takes place in the catalytic
converter (I). In addition, AdBlue is not injected if
the temperature of the AdBlue is lower than
approximately -10 C.
Air circuit
The air supply (C) from circuit 4 of the air system
is connected to the air pressure control valve (E7)
in the EAS unit (E) via an air filter (D). The AdBlue
is transported to the injector (H) by the air
pressure. Depending on the setting of the air
pressure control valve (E7), a specified air
pressure passes to the mixing chamber (F2) of
the metering module (F). The air pressure is
measured by the air pressure sensors (E9 and
E10).

©
1-6 200533
 EAS
XF105 series System description

AdBlue circuit
The tank module (B), consisting of an AdBlue
level sensor (B1) and an AdBlue temperature
sensor (B2), is installed in the AdBlue tank (A).
These sensors transmit the level and the
temperature to the electronic unit (E1) in the EAS
unit (E). The AdBlue is pumped by the AdBlue
1
pump (E3) to the metering valve (F1) via the
prefilter (E12) and the AdBlue filter (E6).
Depending on the setting of the metering valve
(F1), a specified quantity of AdBlue passes to the
injector (H). An AdBlue temperature sensor (E5)
and an AdBlue pressure sensor (E2) that transmit
the temperature and pressure of the AdBlue to
the electronic unit (E1) in the EAS unit (E) are
installed after the AdBlue filter (E6).

©
200533 1-7
 EAS
System description XF105 series

©
1-8 200533
 EAS
XF105 series Description of components

2. DESCRIPTION OF COMPONENTS
2.1 EAS UNIT

The following components are mounted in the

EAS unit: 1
- AdBlue pump
- Bleed valve
- Air pressure control valve
- AdBlue pressure sensor
- AdBlue temperature sensor
- Air pressure sensor before throttle
- Air pressure sensor after throttle
- Throttle
- Electronic unit
- Heating elements
i 4 00 719
AdBlue pump
The AdBlue pump is a diaphragm pump that
pumps the AdBlue to the metering module under
pressure. The pressure does not depend on the
quantity of AdBlue to be injected. There is a
pressure control valve in the pump that keeps the
pressure constant when small quantities of
AdBlue are injected. There is also a damper in the
pump that damps any pump pressure peaks.
The AdBlue pump has a variable speed and is
controlled by the electronic unit with a duty cycle.
The speed of the pump depends on the quantity
of AdBlue to be injected.
Bleed valve
This valve opens the AdBlue return pipe so that
the AdBlue pipes can be blown clean during the
after-run phase. This valve is also activated when
starting up in order to depressurise the AdBlue
circuit. The bleed valve is controlled by the
electronic unit with a duty cycle.
Air pressure control valve
The air pressure control valve supplies constant
air pressure to the metering module in the EAS
system. The air pressure depends on the quantity
of AdBlue to be injected. When small quantities of
AdBlue are injected, the pressure is lower than
with large quantities. This is to prevent AdBlue
that is already in the injector from evaporating
and crystallising in the pipes. The air pressure
control valve is controlled by the electronic unit
with a duty cycle.

©
200533 2-1
 EAS
Description of components XF105 series

AdBlue pressure sensor

The pressure sensor measures the pressure of
the AdBlue after the filter. The pressure sensor is
a piezo sensor. The higher the pressure, the
higher the voltage signal. The sensor signal is an
1 input signal for the electronic unit. The pump is
controlled depending on the measured pressure
so that the pressure of the AdBlue is kept
constant independently of the injected quantity.
AdBlue temperature sensor
The temperature sensor measures the
temperature of the AdBlue after the filter. The
sensor signal is an input signal for the electronic
unit. The electronic unit switches on the heating
of various components in the EAS unit,
depending on the measured temperature, to
prevent freezing. This value is also used to
determine whether the EAS unit should be in
operation.
Air pressure sensor before throttle
This air pressure sensor measures the air
pressure after the air pressure control valve
before the throttle. The pressure sensor is a piezo
sensor. The higher the pressure, the higher the
voltage signal. The sensor signal is an input
signal for the electronic unit. The air pressure
control valve is controlled depending on the
measured pressure.
Air pressure sensor after throttle
This air pressure sensor measures the air
pressure after the throttle. The pressure sensor is
a piezo sensor. The higher the pressure, the
higher the voltage signal. The sensor signal is an
input signal for the electronic unit. The electronic
unit uses this signal to check the value of the
other sensor for plausibility. This signal is also
used to trace any air leaks to the metering
module.
Throttle
The throttle ensures that a constant quantity of air
flows to the metering module. The flow of this
constant quantity of air is "monitored" by the air
pressure sensors before and after the throttle.

©
2-2 200533
 EAS
XF105 series Description of components

Electronic unit
The electronic unit continuously processes the
input signals from the various sensors and the
information received via the CAN network. The
electronic unit processes these signals and,
depending on the programmed values in different
maps, activates the various EAS valves.
1
Heating elements
The pump, filter and the AdBlue pipes in the EAS
unit all have a heating element. These elements
ensure that the AdBlue cannot freeze when the
EAS unit is in operation. If the AdBlue freezes
when the EAS unit is not in operation, it is thawed
out by the heating elements. The duty cycle used
to control the coils depends on the temperature of
the AdBlue.

©
200533 2-3
 EAS
Description of components XF105 series

2.2 METERING MODULE

A specified quantity of AdBlue is mixed with air in

the metering module. The metering module is

1 activated by the electronic unit with a duty cycle

to allow the quantity of AdBlue being injected to
be precisely controlled.
The AdBlue is mixed with air in order to:
- distribute the AdBlue evenly in the exhaust
pipe and therefore in the catalytic converter.
- prevent crystallisation of the AdBlue.

i4 00 703

©
2-4 200533
 EAS
XF105 series Description of components

2.3 INJECTOR

The injector is installed in the exhaust pipe before

the catalytic converter. The injector atomises the
liquid and distributes the AdBlue well in the
exhaust gas flow. 1

i400720-2

The AdBlue adheres to the inside wall of the

injector (A), creating a film (B). The AdBlue is
transported along the injector wall to the end of
the injector by the air flow (C). A mixture of
A
AdBlue and air forms at the injector holes (D).
The AdBlue/air mixture (E) is evenly sprayed into B
the exhaust gas flow to create a homogeneous
mixture. C
D E

i400788

©
200533 2-5
 EAS
Description of components XF105 series

2.4 TANK MODULE

The tank module consists of a level sensor and a

temperature sensor. The tank module is in the

1 AdBlue tank.
Temperature sensor
The temperature sensor measures the
temperature of the AdBlue liquid in the AdBlue
tank. The temperature sensor is an NTC sensor
(as the temperature rises the resistance becomes
lower). This value is compared with the AdBlue
temperature in the EAS unit and is used to
activate the heating coils in the EAS unit.
Level sensor
The level sensor measures the level of the liquid
in the AdBlue tank. The level sensor consists of
11 micro-switches (reed switches) connected in Rfull
parallel with 12 resistors. These micro-switches
are influenced by a magnetic field positioned
RS1
outside the sensor. A float is fitted around the
sensor. The float has a permanent magnet R1
attached and floats on the AdBlue liquid. One of
the switches is closed by the permanent magnet. RS2
Two or more resistors are switched in series
depending on the closed switch and this changes R2
the resistance value. The resistance value is
converted by the EAS unit ECU into a CAN RS3
message for the VIC. The VIC actuates the
AdBlue meter on the DIP.

RSX
RX

i400980

©
2-6 200533
 EAS
XF105 series Description of components

2.5 EXHAUST TEMPERATURE SENSOR BEFORE CATALYTIC CONVERTER

The exhaust gas temperature sensor measures

the exhaust gas temperature before the catalytic
converter. The temperature sensor is a PTC
sensor (as the temperature rises, the resistance
becomes higher). The presence of a catalytic
1
converter can be ascertained on the basis of the
measured temperature before the catalytic
converter position in combination with the
measured temperature after this position.
i400983

2.6 EXHAUST GAS TEMPERATURE SENSOR AFTER CATALYTIC CONVERTER

The exhaust gas temperature sensor measures

the exhaust gas temperature after the catalytic
converter. The temperature sensor is a PTC
sensor (as the temperature rises, the resistance
becomes higher). This value is one of the
parameters that determine whether and how
much AdBlue must be injected. The catalytic
converter does not operate below a specified
temperature and therefore no injection takes
place below that temperature. i400984
The presence of a catalytic converter can be
ascertained on the basis of the measured
temperature after the catalytic converter position
in combination with the measured temperature
before this position.

©
200533 2-7
 EAS
Description of components XF105 series

2.7 CATALYTIC CONVERTER

Design
A catalytic converter initiates a chemical reaction,

1 but it does not actually take part in the reaction.

An SCR (Selective Catalytic Reduction) catalytic
converter, which is integrated into the exhaust
silencer, is used on the vehicle. Four ceramic
elements are installed in the exhaust silencer.
Two elements are in series and are switched in
parallel with two other elements. The elements
are cylindrical and consist of a great many very
fine channels. A carrier material (2) which holds
the active catalytic agent (3) is applied to the
element (1). The catalytic agent is vanadium
oxide. The surface of the carrier material is very
rough and porous and so the effective area past
which the exhaust gas flows is very large.

i400982

i400877

©
2-8 200533
 EAS
XF105 series Description of components

Operation
AdBlue is a solution of 32.5% urea (NH2CONH2) 1
and 67.5% water (H2O). After metering before the 2
catalytic converter, the AdBlue (NH2CONH2 + 3
H2O) breaks down into ammonia (2NH3) and
carbon dioxide (CO2). The vanadium in the
catalytic converter attracts ammonia (2NH3).
1
The nitrogen oxides in the exhaust gases (NOx)
consist of 90% nitrogen monoxide (NO) and 10%
nitrogen dioxide (NO2). The exhaust gases that 1
flow through the catalytic converter come into
contact with the ammonia (2NH3) and the 2
resulting reaction converts the nitrogen oxides 3
into nitrogen (N2) and water (H2O).
Reaction
Seen as a formula, the following reactions take
place:
1

Fast reaction: 2
2NH3+ NO + NO2 ∏ 2N2+ 3H2O
(nitrogen + water)
3

Slow reactions: i400705

4NH3+ 4NO + O2 ∏ 4N2+ 6H2O

(nitrogen + water)
8NH3+ 6NO2 ∏ 7N2+ 12H2O
(nitrogen + water)

©
200533 2-9
 EAS
Description of components XF105 series

©
2-10 200533
 EAS
XF105 series Control functions

3. CONTROL FUNCTIONS
3.1 START-UP PHASE

A B
1
1
Q
2
CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

When the ignition is switched on, a voltage is

supplied to the EAS unit. The ECU (E1) in the
EAS unit switches the main internal relay (E4) in
the EAS unit on. The system initiates the start-up
phase. A number of checks are carried out in the
start-up phase that are required to ensure the
correct injection quantity.

After the ignition has been turned on, the

pressure of the sensors before and after the
throttle is checked to see whether the air
pressure sensors (E9) and (E10) are transmitting
plausible signals. The bleed valve (8) is operated
to ensure that there is no AdBlue pressure.

If the engine speed > 300 rpm, the bleed valve (8)
will be closed after a short period and the air
pressure control valve (E7) is activated briefly to
check whether air pressure is present. If the air
pressure is not between specified values, there is
a wait for a specific period. After this period, the
valve is activated once again to check whether air
pressure is present. If the air pressure is within
the programmed limit values, the exhaust gas
temperature is checked to determine the
temperature of the catalytic converter.

©
200533 3-1
 EAS
Control functions XF105 series

Catalytic converter temperature < 200 C

If the catalytic converter temperature is < 200 C,
only the above control takes place. The EAS unit
monitors changes in the exhaust gas
temperature.
1 Catalytic converter temperature  200 C
When the catalytic converter temperature is
 200 C, the bleed valve (E8) is opened in order
to depressurise the AdBlue circuit (at a specific
AdBlue back pressure the AdBlue pump (E3)
does not start up). The pump (E3) is started up at
maximum speed. When the pump (E3) has been
started up, the pressure of the AdBlue rises to the
pre-programmed value. The signal from the
AdBlue pressure sensor (E2) is also checked for
plausibility at the same time by comparing it to the
value stored in the ECU.
When the AdBlue pressure pipe and metering
module are empty (after-run of preceding cycles
fully completed) the metering module is activated
briefly to remove the air from the pressure pipe,
to fill the metering module and flush any
crystallisation out of the injector (H).
When this pre-programmed value is reached,
there is a check for whether or not AdBlue should
be injected. If no AdBlue has to be injected, the
system switches to stand-by phase. If AdBlue has
to be injected, the system switches to the
operating phase. During the operating phase the
AdBlue pressure is kept constant. The air
pressure control valve (E7) is also activated in
order to create a specified quantity of air under
pressure in the metering module (F).

©
3-2 200533
 EAS
XF105 series Control functions

3.2 OPERATING PHASE

A B
1

2
Q 1
CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

A specific quantity of AdBlue is injected

depending on the engine speed, the engine
torque and the exhaust gas temperature. The
quantity of AdBlue is controlled by controlling the
metering valve (E) with a specific duty cycle. The
pressure of the AdBlue in the EAS unit is kept
constant; the air pressure depends on the
quantity of metered AdBlue.
The EAS system is constantly monitored by the
ECU in the EAS unit while it is in operation.
Functions that are checked include supply
voltage after ignition, temperature signal, engine
speed, AdBlue leakage and the presence of air
pressure. If values are outside the limit values,
the system switches to the after-run phase,
following which the system switches to fault
mode.

©
200533 3-3
 EAS
Control functions XF105 series

3.3 STAND-BY PHASE

A B
1 1

2
Q

CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

If no AdBlue is injected within a specific period, air

is blown in pulses through the metering module
(F) and the pipe between the metering module
and the injector (H). Air is blown through these
components to prevent crystallisation of the
AdBlue in the injector (H) and possible freezing of
the metering module (F). The air is blown through
by means of a pressure pulse, followed by a rest
period, and is repeated several times. The
pressure pulse is achieved by opening and
closing the air pressure control valve (E7). The
pressure of the AdBlue in the EAS unit (E) is kept
constant.

©
3-4 200533
 EAS
XF105 series Control functions

The DMCI electronic unit transmits the ambient

temperature to the EAS unit via the CAN
connection. The DMCI electronic unit receives
this message from VIC-2. If the system is in the
stand-by phase for a long period and the ambient
temperature is below the preprogrammed value,
the system switches to the intermediate after-run 1
phase. The purpose of the intermediate after-run
phase is to remove the AdBlue in the metering
module (F) and in the pipe between the EAS unit
(E) and the metering module (F). This is to
prevent the AdBlue in the pipe and the metering
module (F) from crystallising or freezing. The
AdBlue pump (E3) is switched off. The bleed
valve (E8) opens and, as a result, AdBlue
pressure is lost. The air pressure control valve
(E7) opens and after some time the metering
module (F) is activated with the maximum duty
cycle (maximum opening). Under the influence of
the air pressure the AdBlue can now flow back
from the metering module (F) to the tank via the
bleed valve (E8). At the same time, air is blown
through the pipe to the injector (H). After the
programmed time has elapsed, the metering
module (F), the bleed valve (E8) and the air
pressure control valve (E7) close.

©
200533 3-5
 EAS
Control functions XF105 series

3.4 AFTER-RUN PHASE

A B
1 1

2
Q

CAN

5 1
8 3
M
C D 12 6

7
11 2 P 4

9 P

10 P 1
2
E G
H J
F
I
i400974

If the AdBlue evaporates, crystals form in the

pipes. The pipes, the injector and other
components can become blocked or may freeze
over the course of time. To prevent this, the
system switches to the after-run phase when the
ignition is switched off. Air is blown through the
AdBlue pipes during the after-run phase.
Ambient temperature  0 C
The purpose of blowing air through the
components is to remove the AdBlue in the pipe
between the metering module (F) and the injector
(H) and the AdBlue in the injector (H). When the
ignition is switched off, voltage is no longer
supplied to the EAS unit and the AdBlue pump
(E3) is switched off. The bleed valve (E8) opens
and, as a result, AdBlue pressure is lost. AdBlue
pressure in the EAS unit (E) is lost as well. The air
pressure control valve (E7) opens as well so that
the pipe from the metering module (F) to the
injector (H) and the injector (H) itself are blown
clean.

©
3-6 200533
 EAS
XF105 series Control functions

Ambient temperature < 0 C

The purpose of blowing air through the
components is to remove the AdBlue in the
metering module (F) and in the pipe between the
EAS unit (E) and the metering module (F). This is
to prevent the pipe and the metering module (F)
from becoming blocked or freezing. Air is also
1
blown through the injector (H) and the pipe
between the injector (H) and the metering module
(F). Some AdBlue gets left in the EAS unit. There
is sufficient compensation volume in the unit for
the AdBlue solution to expand if it were to
become frozen. When the ignition is switched off,
voltage is no longer supplied to the EAS unit and
the AdBlue pump (E3) is switched off. The bleed
valve (E8) opens and, as a result, AdBlue
pressure is lost. Also, the air pressure control
valve (E7) is actuated with a higher duty cycle.
The metering module (F), the pipe between the
metering module (F) and the injector (H) and the
injector (H) itself are now blown clean. This cycle
consists of a pressure period and a rest period
and is repeated several times. The pressure
period is achieved by increasing the duty cycle of
the air pressure control valve (E7). The rest
period is achieved by decreasing the duty cycle of
the air pressure control valve (E7). Also, the
metering module (F) is activated during one the of
the pressure periods. Under the influence of the
air pressure the AdBlue in the EAS unit (E) and in
the pipe between the EAS unit (E) and the
metering module (F) can now flow back to the
tank. At the end of this cycle, the metering module
(F), the bleed valve (E8) and the air pressure
control valve (E7) are closed.
At the end of the after-run phase, any faults are
stored. The internal relay (E4) in the EAS unit is
switched off and this de-energises the system.
Note:
When no AdBlue pressure has been built up
before the after-run phase, a short after-run is
activated. During this after-run the bleed valve
(E8) is operated for a number of seconds.

©
200533 3-7
 EAS
Control functions XF105 series

3.5 CHECKING FOR PRESENCE OF CATALYTIC CONVERTER

1010 1000 CAN

1 network

E350 E357

CAN-H

CAN-L
yellow
red
9 1 2 8 7

EA S - U N IT D 975

24 25 22 23 3 4
signal

signal
GND

GND

1 2 1 2
T R F719 T R F718
catalyst catalyst
temperature temperature
sensor sensor
upstream downstream
i400977

©
3-8 200533
 EAS
XF105 series Control functions

To check whether the exhaust system is

equipped with a catalytic converter, the
temperature curve measured by the temperature
sensor before the catalytic converter position is
compared with the temperature curve measured
by the temperature sensor after the catalytic
converter position. If a catalytic converter is 1
installed, the temperature curve of the exhaust
gases after the catalytic converter will lag the
temperature curve before the catalytic converter.
If there is the usual exhaust silencer instead of a
catalytic converter, the temperature fluctuations
before and after the exhaust silencer will be
virtually equal.
The difference in temperature and lag measured
by the exhaust gas temperature sensor after the
catalytic converter relative to that measured by
the exhaust gas temperature sensor before the
catalytic converter depend on the quantity of
exhaust gas flowing through per unit of time. The
EAS calculates the quantity of exhaust gas
flowing through (density) on the basis of the
turbocharger pressure, the input gas temperature
and the engine speed.
When the measured value is outside the
tolerance, this will activate the MIL indicator in the
DIP-4.

©
200533 3-9
 EAS
Control functions XF105 series

©
3-10 200533
 EAS
XF105 series Diagrams

4. DIAGRAMS
4.1 KEY TO BLOCK DIAGRAM

Basic code Description 1

A100 Connector HD-OBD diagnosis
B455 Dosing module
D975 Unit EAS
E350 Fuse electrical systems
E357 Fuse EAS
F718 Sensor exhaust temp. after catalyst
F719 Sensor exhaust temp. before catalyst
F723 Sensor AdBlue temp/level

©
200533 4-1
 EAS
Diagrams XF105 series

4.2 BLOCK DIAGRAM

Block diagram I400976 applies to:

- XF105 model

1 A100
1010 1000 CAN
OBD conn network

E350 E357

CAN-H

CAN-L
yellow
red
9 1 2 14 8 7
R
EA S - U N IT D 975

20 19 18 24 25 22 23 26 27 3 4
signal

signal
GND

1 2 3 4
signal

signal
GND

GND

1 2

1 2 1 2
R T R F723 T R F719 T R F718 B455
AdBlue AdBlue
Level Temperature catalyst catalyst
sensor sensor temperature temperature
sensor sensor
Tank module upstream downstream Dosing module
i400976

©
4-2 200533
English
Printed in the Netherlands DW332102