Welcome to the Final Tier 4/Stage IV Integrated Emissions Control system DLM.

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This course is designed to help you better understand the components and
functions of the Integrated Emissions Control system. Whether you work in sales,
parts, service or some other roll; when you have completed this course you should
be prepared speak knowledgably about John Deere’s Final Tier 4/Stage IV
emissions technology and to continue on to higher levels of training in your area of
responsibility.

In this course, we will look at the different components that make up the Integrated
Emissions Control system, and become familiar with the system theory of operation.
We will discuss the properties, handling, and storage of diesel exhaust fluid (DEF).
Next we will review some of the symbols used in the operator interface, and look at
some of the new Diagnostic issues related to the Integrated Emissions Control
system. And finally, we will provide a brief overview of service, maintenance
procedures and appropriate fluids.

Let’s begin with a review of John Deere’s emission technologies.

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It’s important to help customers understand, that as John Deere has progressed
through the different emissions levels, we have chosen to build on already proven
technology at each level. We are committed to providing optimized solutions that
are fluid efficient, field proven, fully integrated, and fully supported. We are focused
on adding the right engine technologies to maintain and maximize performance.
This smart approach to meeting emissions regulations provides an economical
solution without compromising on power, transient response, reliability, durability, or
ease of operation.

Let’s take a closer look.

The John Deere cooled EGR, exhaust filters, and SCR engine platform for Final
Tier 4/Stage IV compliance is optimized to meet emissions regulations while
delivering the performance, reliability, and durability that customers expect from
John Deere.

John Deere Final Tier 4/Stage IV engines operate efficiently with ultra-low-sulfur
diesel as well as B5-B20 blends, providing optimal performance and fuel-choice
flexibility.

Having accumulated significant operating hours with smart exhaust filter

technology, John Deere has now optimized our own SCR solution.

John Deere designs, manufactures and services the engine, drivetrain, 4

In this course we are going to focus primarily on the components of the Integrated
Emissions Control system starting from the turbocharger outlet. This includes the
Exhaust Filter with the Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter
(DPF), and the Fuel Dosing System which were all part of the Interim Tier 4, Stage
III B Aftertreatment System. While there have only been minor changes to this
system for Final Tier 4, Stage IV, it is important to understand its components and
function in order to fully understand the Integrated Emissions Control system. This
information was fully covered in the IT4 Engine Aftertreatment System Overview
DLM. Let’s take a minute to test your knowledge of the of the IT4 Aftertreatment
System.

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[Music]

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In this portion of the course, we’ll briefly review the different components of the IT4
Aftertreatment system, beginning with the Exhaust Filter. John Deere used this
proven system as the foundation for it’s Final Tier 4/Stage IV Integrated Emissions
Control system. Therefore, it is important to understand what each of the
components of this system are and how they function.

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The key component of the John Deere Interim Tier 4 aftertreatment system is the
Exhaust Filter. Most IT4 John Deere engines utilize a catalyzed exhaust filter that
contains an inlet cone and diesel oxidation catalyst (DOC), a diesel particulate filter
(DPF), and an outlet cone. The DOC and DPF are both made of ceramic material.
Under normal operating conditions, the DOC reacts with exhaust gases to reduce
carbon monoxide, hydrocarbons, and some particulate matter (PM). The
downstream DPF forces exhaust gases to flow through porous channel walls,
trapping and holding the remaining PM. Trapped particles are eventually oxidized
within the DPF through a self-activating cleaning process called passive
regeneration, utilizing exhaust heat created under normal operating conditions.

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Four sensors are part of the aftertreatment system which provide the ECU with the
information it needs to manage the exhaust temperature. They include the DPF
Outlet Temperature Sensor. the DOC Outlet Temperature Sensor, and the DOC Inlet
Temperature Sensor. The remote mounted DPF Differential Pressure Sensor
measures the pressure drop or difference in pressure across the DPF. There are
many other sensors on the engine that impact the function of the Aftertreatment
System, but we are only discussing sensors that apply to the exhaust filter.

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For applications in the higher power range, engine models with our new series
turbocharger technology provide an excellent solution. Configured with a Fixed, or
low-pressure Turbocharger, followed by a variable geometry turbocharger (VGT), or
high-pressure turbocharger. 4045, 6068, and 6135 IT4 engines are equipped with
VGTs that are improved versions of the Tier 3 VGTs. For IT4 6090 engines, a new
electro-hydraulic actuated VGT is used. Series turbocharging allows the engine to
generate higher power output without compromising emissions efficiency. The
managed airflow generates optimal boost while maximizing low speed torque,
transient response, peak torque, and fuel economy.

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To achieve needed temperatures within the exhaust filter during an active
regeneration, a small quantity of fuel is introduced into the exhaust system. All John
Deere IT4 engines 130 kW and above use external dosing. The external fuel dosing
system is comprised of the Fuel Dosing Pump, the Fuel Dosing Unit, shown here,
and the Fuel Dosing Injector which we will discuss in more detail a little later. The
Fuel Dosing Pump assembly supplies fuel to the system and includes a relief valve.
The dosing system will self purge periodically every 1 to 8 hours depending on
vehicle application and duty cycle. A very small amount of fuel will be injected for up
to 10 seconds. Note that the DOC temperature must be at or above 275 deg C
(527 F) to purge. In addition, a service purge is required after any repairs that allow
air to enter the system. All IT4 engines under 130 kW used in-cylinder dosing, which
we will discuss in a bit more detail shortly. Next, let’s take a closer look at the Fuel
Dosing Unit.

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The Fuel Dosing Unit assembly has two valves; the Fuel Dosing Shutoff Valve and
the Fuel Dosing Control Valve. It also has two sensors; the Fuel Dosing Inlet
Sensor, that is a dual sensor which monitors temperature and pressure, and the
Fuel Dosing Outlet Sensor which monitors fuel pressure.

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The Fuel Dosing Injector is comprised of the fuel dosing nozzle and the cooling
adaptor. The injector is a mechanical pulse type pencil nozzle. Fuel pressure
overcomes internal spring force and opens the nozzle tip to inject fuel. When
commanded by the ECU, the Dosing Unit control valve pulses open at a frequency
of 1000 Hertz (Hz) and fuel travels through the Fuel Inlet to the injector. It is then
injected into the exhaust stream from the nozzle tip. This additional fuel generates
the higher temperature necessary for aftertreatment system active regeneration.
Coolant flows through the ports and around the coolant jacket to lower the nozzle
temperature and to reduce fuel breakdown. Fuel trapped inside the injection unit
and in the fuel line between the low pressure pump, metering unit and injection unit
needs to be periodically purged out to avoid aging and injector coking from high
temperatures. There is also a container for fuel measurement and a test procedure
used to test the spray from the tip. The injector parts are non-serviceable, replace
the whole assembly when required.

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As stated earlier, all IT4 engines under 130 kW use in-cylinder dosing. In-cylinder
dosing occurs when the ECU sends a signal to the injectors to inject a certain
amount of fuel near bottom dead center (BDC), close to the exhaust stroke of the
cylinder. This dosing sends small amounts of fuel into the exhaust stream and
becomes a catalyst to raise the exhaust temperature high enough for exhaust filter
regeneration. It’s important to note that when in-cylinder dosing is occurring, not all
cylinders may be active for dosing. The ECU will determine how many cylinders
need to have in-cylinder dosing at any point in time, depending on the load and
temperature requirements. In-cylinder dosing is the best solution for these engines
due to lower power density, limiting the amount of fuel dilution of the oil to an
acceptable level. Let’s look at the Exhaust Filter, what it does, and how fuel dosing
works in relationship to the Exhaust Filter strategy.

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The Exhaust Filter contains a diesel oxidation catalyst (DOC) and a diesel
particulate filter (DPF). Under normal operating conditions, the DOC reacts with
exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate
matter (PM). The downstream DPF forces exhaust gases to flow through porous
channel walls, trapping and holding the remaining PM. Trapped particles are
eventually oxidized within the DPF through a self-activating cleaning process called
passive regeneration or natural filter cleaning, utilizing exhaust heat created under
normal operating conditions. Here’s where John Deere exhaust filters really show
their intelligence. The ECU is capable of measuring PM build up, or filter loading, in
the DPF using a combination of algorithms and sensors. When filter loading occurs,
the ECU manages the initiation and duration of a process called auto regeneration.
To achieve needed temperatures within the exhaust filter during an active
regeneration, small quantities of fuel are injected into the exhaust stream. For
Interim Tier 4, fuel was injected by a fuel dosing injector located prior to the Exhaust
Filter for all systems 130 kW and above and by in-cylinder dosing for all systems
under 130 kW. For Final Tier 4, all 6068 and smaller engines will use in-cylinder
dosing, while 6090 and above will continue to use a fuel dosing injector. This
automatic process creates the heat needed to oxidize the PM under operating
conditions when passive conditions cannot be achieved. In most cases, the
regeneration process does not have an impact on machine operation or require
operator involvement. Active regeneration cleans the filter while the machine is
operating without interrupting or decreasing productivity.

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The ECU is constantly monitoring the level of soot in the DPF. The levels range
from; Not needed to low, to moderate, to high and very high, and to service only. At
each of these levels, the ECU determines the appropriate response and controls the
aftertreatment system accordingly. Let’s take a closer look at what happens inside
the DPF as the soot builds up.

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The DPF is designed to allow the exhaust gases to pass through the porous walls.
These walls serve as a filter trapping the soot. As the soot builds up, it begins to
collect in the channels as well, creating a soot cake. The walls of the DPF have a
coating which interacts with gas, when the temperature is at the appropriate level,
oxidizing the soot particles. This is known as passive regeneration. Passive
regeneration cleans the walls, but not the soot cake, that has built up in the
channels. When enough soot cake builds up in the channels, the ECU will initiate an
active regeneration. During this process, the oxidation of the fuel begins in the
DOC, creating the heat necessary to oxidize the soot cake as well as clean out the
walls leaving only the ash, which is a by-product of engine combustion and engine
oils.

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Let’s examine how the process of regeneration works. Regeneration can happen in
two different ways: Passive, as mentioned earlier, and Active. Passive regeneration
occurs as part of the normal operation of the engine and is only dependant on heat.
Active regeneration must be managed by the ECU and requires heat, a small
amount of fuel, and the catalytic action of the DOC which generates heat. Over the
next few slides, we will look closer at both types of regeneration, beginning with
passive regeneration.

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John Deere engines and exhaust filter components are designed for uninterrupted
operation using passive regeneration, a natural cleaning process. During this
process, the engine takes no extra steps to clean the exhaust filter. It occurs during
normal engine operating conditions as a (catalytic) chemical reaction, which is the
most fuel efficient way to clean. Soot in the DPF is oxidized by NO2 at normal
operating and DOC inlet temperatures. This process occurs at DOC inlet
temperatures between 250 and 400°C (482 and 752°F). Passive regeneration does
not impact machine operation or require operator involvement.

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To understand the passive regeneration process, let’s look at some chemistry.
When the conditions are right, and with the help of the catalyst, the NOx generated
by the engine can be used to convert particulate matter into carbon dioxide. The
rate of Nitrogen Oxide (NO) oxidation is a function of temperature. The maximum
conversion is achieved between 300 and 350°C (572 and 662°F). Fuel dosing is
not required for Passive Regeneration. The more the machine is able to maintain
conditions favorable for passive regeneration, the less often active regeneration will
be needed. Operating the engine at the rated load and RPM helps the system,
whereas unnecessarily light loads and low idling decrease the effectiveness of the
passive regeneration. Now let’s look at active regeneration.

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If passive regeneration cannot be achieved, then the particulate matter must be
removed using active regeneration. This requires injecting fuel (dosing) into the
exhaust stream and elevating the DOC inlet temperature to clean the filter.
Remember, active regeneration cleaning only occurs when passive regeneration is
not possible based on temperature, load, and speed. It serves as a backup system.

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