IMPACT 4.01.

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Chassis ID

Path
25/Description, Design and function//Intake and exhaust system, system description

Model
FH (4)

Identity
136090080

Publish date
04/09/15

ID/Operation

Intake and exhaust system, system description

Inlet and exhaust system
Exhaust aftertreatment system EATS
Principle solution
Silencer
Sensors
DOC
DPF
SCR catalytic converter
ASC
Reactant, system
Reactant system, principle
Heating
Cooling
System errors
ADR approved vehicles
Pump unit reagent
Nozzle for reagent
Tank, fittings and hoses for reagent
Regeneration
Passive regeneration of the DPF
Active regeneration DPF
Active sulphur regeneration of SCR
AFI
Filling with reagent
Handling reagent
Measures is cases of spillage
EGR system
EGR valve
EGR mixing chamber
EGR mixing chamber
EGR throttle
EGR throttle
Exhaust manifold
Starter element

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the Volvo Group
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Exhaust shutter
Exhaust shutter
AVU valve
Engine brake
Engine brake EPG
Engine brake EPG
Engine brake VEB+
Engine brake EPGC
VCB valve
VCB valve
Turbocharger
Turbocharger
Turbocharger bypass valve
Crankcase ventilation
Separator
Closed crankcase ventilation
Partially open crankcase ventilation

Inlet and exhaust system

Exhaust aftertreatment system EATS (Exhaust After Treatment System )
The following combination is used to meet Euro 6 exhaust emission controls:

EGR (Exhaust Gas Recirculation)

DOC (Diesel Oxidation Catalyst)

DPF (Diesel Particulate Filter)

SCR (Selective Catalytic Reduction) - together with reagent (AdBlue)

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the Volvo Group
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The difference between requirements in Euro 6 and the earlier Euro 5 is that particulate emission
must now be reduced to 0.01 g/kWh and NOx (Nitrogen Oxide) emission to 0.4 g/kWh, and that a
limitation on the number of particulates is now included. EGR and SCR reduce the emission of
nitrogen oxide and the DOC and DPF reduce the emission of particulates.

EATS, components
1

Silencer with:
DOC
DPF
Nozzle for reagent (AdBlue)
Mixing chamber
SCR
ASC (Ammonia Slip Catalyst)
Sensor

Tank for reagent (AdBlue)

Pump unit for reagent (AdBlue)

ACM (Aftertreatment Control Module)

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.01.10

ECM (Engine Control Module) (not shown)

EGR (not shown)

Fuel injector for regeneration (not shown)

26/10/15

Principle solution

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To increase the efficiency of the exhaust aftertreatment by raising the temperature of the exhaust at
low loads, some exhaust is returned to the combustion chamber through the EGR system.
Before the exhaust is emitted, it passes through the silencer (1) that first contains a DOC(2) . The
DOC oxidises carbon monoxide and hydrocarbon, generates heat for active regeneration and creates
a suitable mixture of gases for the SCR catalytic converter.
The exhaust passes on through the DPF(3) , which removes particulates from the exhaust.
Finely atomised reagent (AdBlue) is then injected via the nozzle (4) and is mixed with the exhaust in
the mixing chamber (5) .
Once the mixture passes through the SCR catalytic converter (6) , nitrogen oxide in the exhaust is
reduced with the help of ammonia produced from the injected reactant (AdBlue).
Before the exhaust leaves the silencer (1) , it passes through the ASC(7) where any remaining
ammonia is oxidised.
The ECM makes all the strategic calculations concerning the injection of reagent (AdBlue) and sends
a request to the ACM, which controls the pump, coolant valve and air valve (in the pump unit) to
ensure precise injection timing and optimum reduction of emission under all operating conditions.

Silencer
The silencer contains all the exhaust aftertreatment filters and catalytic converters that clean the
exhaust and reduce the emission of nitrogen oxide and particulates. There are a number of sensors
on the outside of the silencer to control the EATS. The silencer also reduces the noise level of the
engine combustion to legal levels. The silencer is available in two variants:
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Silencer (one unit), components

Silencer

DOC

DPF

Nozzle for reagent (AdBlue)

Mixing chamber

SCR

ASC

Mixing chamber

Sensor (not shown in illustration)

Silencer (two units), components

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Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.01.10

Silencer

DOC

DPF

Nozzle for reagent (AdBlue)

Mixing chamber

SCR

ASC

Mixing chamber

Sensor (not shown in illustration)

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Sensors
A number of sensors are required for the exhaust aftertreatment system to meet Euro 6
requirements. These sensors provide the ECM with information on temperature, pressure and
concentration of NOx in the exhaust. This information forms the basis for dosing the reagent (AdBlue)
as well as controlling the regeneration of the DPF and SCR. The silencer is available in two variants.
Sensor, location

Temperature sensor - located in the silencer inlet pipe before the DOC

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IMPACT 4.01.10

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Temperature sensor - located between DPF and DOC

Differential pressure sensor - for pressure difference before and after the DPF

Temperature sensor - located before SCR

NOx sensor 1 - located before SCR

NOx sensor 2 - located after SCR

Sensor, location

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IMPACT 4.01.10

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Temperature sensor - located in the silencer inlet pipe before the DOC

Temperature sensor - located between DPF and DOC

Differential pressure sensor - for the pressure difference before and after the DPF

Temperature sensor - located before SCR

NOx sensor 1 - located before SCR

NOx sensor 2 - located after SCR

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DOC

The DOC(2) creates heat for active regeneration of the DPF by oxidising the diesel fuel that is
injected in via the fuel injector (11) and which is mixed with exhaust in the mixing chamber (8) .
The DOC also oxidises hydrocarbons and carbon monoxide from the engine and creates a suitable
gas combination for SCR.
The DOC cannot be repaired or replaced as an individual unit. The entire silencer unit must be
replaced if this is necessary.

DPF

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The DPF (3) removes particulates from the exhaust before it is emitted. A DPF with wall flow normally
removes 85 to 100% of particulates.
It is due to the DPF that no visible black smoke is emitted from the exhaust pipe.
The carbon that collects in the DPF cannot be removed through oxidation, so the DPF must be
cleaned manually at a service workshop. Refer to the service literature for service intervals.

SCR catalytic converter

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The exhaust is led into the SCR catalytic converter (6) , which is integrated in the silencer (1) . The
catalytic converter is a ceramic structure with many small channels that are covered with an active
substance.
Atomised reagent (AdBlue) is injected into the exhaust pipe via the nozzle (4) and mixes with the hot
exhaust gas in the mixing chamber (5) . The heat from the exhaust gas rapidly converts the reagent
(AdBlue) to ammonia and carbon dioxide.
When the exhaust passes the SCR catalytic converter, the reaction between the ammonia and the
nitrogen oxides (NOx) in the exhaust is accelerated with the final product being nitrogen and water
vapour.
Ammonia is the active substance and the most important ingredient in the chemical process that
takes place in the catalytic converter. This chemical reaction takes place at a temperature above
about 200C.
The SCR catalytic converter cannot be repaired or replaced as an individual unit. The entire silencer
unit must be replaced if this is necessary.

ASC

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ASC(7) is used to remove (oxidise) any remaining ammonia that has not reacted in order to prevent
the exhaust from smelling of ammonia.

Reactant (AdBlue), system

Reactant (AdBlue) is added to the exhaust in the silencer before it passes through the SCR catalytic
converter. This additive coverts the nitrogen oxides to nitrogen and water vapour, both of which exist
naturally.
Reagent (AdBlue) system, components

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Tank, reagent (AdBlue)

Combined temperature and level sensor in the reagent (AdBlue) tank

Filter, reagent (AdBlue)

ACM

ECM

Pump unit, reagent (AdBlue)

Silencer (with DPF, SCR and DOC)

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IMPACT 4.01.10

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Air line (from vehicle pneumatic system)

Line, reagent (AdBlue)

10

Coolant line (from engine coolant system)

11

Air valve (in the pump unit's combination valve)

12

Pump, reagent (AdBlue) (in the pump unit)

13

Coolant valve (in the pump unit)

14

Filter, reagent (AdBlue) (in the pump unit)

15

Air filter, (in the pump unit)

16

Non-return valve, air pressure (in the pump unit)

17

Air pressure sensor (in the pump unit)

18

Temperature sensor (in the pump unit's combination valve)

19

Pressure sensor reagent (AdBlue)

20

Electric hose heater for reagent (AdBlue)

21

NOx sensor - located after the SCR catalytic converter.

22

NOx sensor - located before the SCR catalytic converter.

23

Temperature sensor - located after the DPF

24

Differential pressure sensor - for pressure difference before and after DPF

25

Differential pressure sensor - for pressure difference before and after DPF

26

Temperature sensor - located between the DPF and the DOC

27

Temperature sensor - located in the silencer inlet pipe before the DOC

28

Nozzle, reagent (AdBlue)

The entire exhaust aftertreatment system is controlled by the ECM and the ACM.
ECM

The ECM calculates the amount of reagent (AdBlue).

requests injection of reactant (AdBlue) via the ACM.

controls regeneration.

ACM:

monitors sensors

controls the pump for reagent (AdBlue) and valves

doses reagent (AdBlue) when requested by the ECM.

Reactant (AdBlue) system, principle

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When the key is turned to pre-running, the ACM(4) controls:

air valve (11)

air pressure sensor (17)

non-return valve (16)

pressure sensor for reagent (AdBlue)(19)

The air circuit and the circuit for the reagent (AdBlue) between the pump unit (6) and nozzle (28) are
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IMPACT 4.01.10

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also checked for blockage and leakage.

At the same time, the temperature of the reagent (AdBlue) in the pump unit and the tank as well as
the outside temperature are monitored.
Once the engine is started, the dosage system can be in one of four different phases.
1

Standby phase

Filling phase

The system is being filled with reagent (AdBlue). This can take from 10 seconds to 20
minutes (normally around 2 minutes when the hoses are empty). Any air in the reagent
(AdBlue) hose between the pump unit and the nozzle is evacuated by injecting a small
amount of reagent (AdBlue).

Dosage phase

The system is waiting for a dosage command from the ECM(5)

The pump (12) injects reagent (AdBlue) into the silencer via the nozzle (28) .

Draining phase

When the starter key is turned off, the system between the pump unit (6) and the nozzle (
28) is drained of reagent (AdBlue) by increasing the air pressure to over 4 bar for about 15
seconds. The non-return valve(16) opens and reagent (AdBlue) is forced back into the
silencer. This is to protect the hoses, nozzle, pressure sensor and temperature sensor. On
certain vehicles, such as distribution vehicles, the system waits 15 minutes before
draining. However, the system is always drained when the outside temperature is below a
certain value. The system also has an adjustable delay between turning off the starter key
and starting the draining phase. This is so that the system can rapidly return to the dosage
phase if the key is turned to pre-running position again relatively quickly.

Heating
At low temperatures when the system is frozen, the components and the reagent (AdBlue) must be
heated up. An electric hose heater heats the reagent (AdBlue). A coil with coolant from the engine
cooling system heats the tank and the pump unit.
When the engine is started and the temperature of the pump unit, tank or outside temperature is too
low (the low temperature limit varies between different vehicle applications and engine sizes), the
control unit opens the coolant valve (13). At the same time, the hose heater (20) heats the reagent
(AdBlue).
To prevent battery discharge and obtain maximum effect, the system only activates heating when the
engine is running. Once the engine has been started, there is a delay before the heating function
starts to allow all the conditions time to stabilise.
If the engine is turned off before the first heating phase (i.e. before any pressure builds up in the
pump unit), heating ceases and the system shuts down.
In order to prevent the coolant valve sticking when seldom used, it is activated each time the engine
is started irrespective of the outside temperature.

Cooling
If the temperature in the tank is too high, the system activates drainage phase to prevent damage to
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IMPACT 4.01.10

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the pump. When the temperature in the tank has dropped sufficiently, the dosage phase restarts.
The reagent (AdBlue) nozzle is also cooled. This is done by dosing reagent (AdBlue) and/or air even
when dosing is not requested for emission control purposes. It occurs under driving conditions when
the exhaust temperature is high, for example, during long periods of engine braking.

System errors
The system monitors the air pressure via its air pressure sensor in order to detect low air pressure in
the vehicle pneumatic system. If the pressure is too low, the system is drained and then shut down.
This is to avoid using air from the vehicle's pneumatic system if there are any problems (the brake
system is prioritised).
The pressure in the reagent (AdBlue) lines is monitored in order to detect air in the lines, blocked
suction lines or leakage. Abnormally low pressure indicates clogged lines or leakage before the pump
unit.

ADR (European Agreement Concerning the International Carriage of Dangerous

Goods by Road) approved vehicles
Vehicles with ADR permits transport hazardous goods and for safety reasons have a main switch for
the electrical system in the cab. The main switch also cuts power to the aftertreatment system control
unit ACM and so must not be used in connection with service or repair work without first draining the
reagent (AdBlue) system. This is done by turning off the ignition. The system must be drained
correctly, since any remaining reagent (AdBlue) can damage sensors and hoses.

CAUTION
Risk of corroding injury.
Urea solution (AdBlue) may splash up if the system is pressurised.

Switch off the ignition. Wait at least two minutes before the hoses are removed in order to allow
the automatic draining of the exhaust aftertreatment system.

Do not use the ADR switch until the exhaust aftertreatment system has been emptied.

Pump unit reagent (AdBlue)

Pump unit reagent (AdBlue), components

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Pump reagent (AdBlue)

Combination valve, with temperature sensor for reagent (AdBlue) and air valve

Coolant valve

Air pressure sensor

Pressure sensor for reagent (AdBlue)

Pump unit reagent (AdBlue), connections

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Compressed air inlet

Compressed air outlet, to nozzle for reagent (AdBlue)

Coolant inlet

Coolant outlet

Inlet reagent (AdBlue), from tank

Outlet reagent (AdBlue), to nozzle for reagent (AdBlue)

A strainer (5) in the reagent (AdBlue) inlet line removes dirt particles from the reagent (AdBlue). A
strainer in the compressed air inlet line (1) removes dirt particles from the pneumatic circuit.

CAUTION
Risk of material damage.
Reagent (AdBlue) oxidises metal and the capillary action creeps through lines at a speed of approx.
0.6 metres per hour.

Do not spill reagent (AdBlue) on disassembled connectors. If this occurs, the connectors must
be replaced immediately. Do not try to clean with water or compressed air.

Nozzle for reagent (AdBlue)

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Reagent (AdBlue) is dosed via a nozzle that injects it (AdBlue) into the exhaust before the exhaust
reaches the DPF in the silencer.
The nozzle is supplied with reagent (AdBlue)(1) and air (2) from the pump unit. Air pressure
determines the fineness of the injected mist. The amount of reagent (AdBlue) depends on engine rpm
and load. The amount of air and reactant (AdBlue) injected is controlled electronically via the ECM.
No injection occurs if the temperature of the reagent (AdBlue) is below -7C or above 70C.

Tank, fittings and hoses for reagent (AdBlue)

The reagent (AdBlue) is kept in a separate tank. It is located on the side of the vehicle next to the
diesel tank.
The tank is plastic and is available in several sizes and designs.
It is vented to equalise pressure changes.
There is a drain plug on the underside of the tank for draining the reagent (AdBlue), for example, for
tank cleaning or level sensor replacement.

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Inside the tank, there is a combined tank unit comprising a suction pipe for drawing up reagent
(AdBlue). The suction pipe has a strainer (1) to prevent any particles from circulating in the system
and causing disturbances. The strainer must be inspected and cleaned as necessary. The combined
unit contains a level sensor and temperature sensor (2) .

Tank reagent (AdBlue), connections

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Coolant inlet from the pump unit

Coolant outlet to the engine cooling system

Outlet reagent (AdBlue) to the pump unit

Plugged connection

Venting

Electrical connection to level and temperature sensors

Note
The plug in the fitting (6) must not be removed as dirt could then enter the tank.

The combined tank unit also contains a coolant coil (coupled to the engine cooling system) which
heats the reagent (AdBlue). Furthermore, the hoses between the tank, pump unit and reagent
(AdBlue) nozzle are heated electrically.

Regeneration
Under normal operating conditions, by-products from the engine's combustion are collected in the
aftertreatment system (soot and carbon in the DPF and sulphur in the SCR) unit. With time, these
by-products build up in the system, which increases the back pressure and increasingly impairs the
aftertreatment system's ability to clean the exhaust. This increases wear on the engine as well as the
risk of damaging the engine and the aftertreatment system.
To prevent this, soot and carbon must be removed regularly from the DPF and sulphur from the SCR
catalytic converter. The particles of soot and sulphur are oxidised through regeneration, which raises
the exhaust temperature. The ECM calculates levels and driving conditions, and when a specific level
is reached, it initiates regeneration.
Regeneration can take place in three ways:

Passive regeneration of the DPF

Active soot regeneration of the DPF

Active sulphur regeneration of the SCR unit.

Note
Sulphur in the fuel inhibits regeneration, so a low sulphur content in the fuel (EN590 or
equivalent) is important for effective exhaust aftertreatment.

Note
The carbon that collects in the DPF cannot be oxidised away through regeneration, so the
DPF must be cleaned manually at a service workshop. Refer to the service literature for
service intervals.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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Passive regeneration of the DPF

Particles of soot that fasten in the DPF oxidise continuously by the DOC forming nitrogen oxide.
Nitrogen oxide in turn oxidises the particles at the relatively low temperature created by engine
combustion. This is called passive regeneration. The aftertreatment system attempts to use passive
regeneration as much as possible. Passive regeneration is not something the driver notices or which
affects engine operation.

Active regeneration DPF

Active regeneration can start if passive regeneration is not sufficient to raise the exhaust temperature
to the level required to remove soot particles from DPF
Active regeneration is achieved by running a special engine mode while injecting fuel (called AFI
(Aftertreatment Fuel Injector)) into the exhaust pipe before the DPF where it mixes with the exhaust.
Diesel fuel oxidises in the DOC and the temperature rises causing the soot in the DPF to be burnt off.
Active regeneration is done in two ways:

Rolling regeneration

Stationary forced regeneration

Rolling regeneration occurs when the vehicle is running normally and continues until the soot level is
correct. It may cease at low exhaust temperatures and low vehicle speed.
Stationary forced regeneration can only take place when the vehicle is stationary.
For some vehicles with special driving conditions, the function is available as an accessory in the
form of an application. The application comprises a button on the instrument panel and software. A
warning light flashes and a message is shown on the instrument panel when regeneration is
necessary.
The driver uses the button to start stationary regeneration. However, the driver can refrain from
starting stationary forced regeneration if it is not convenient just then.
For vehicles that do not have the accessory with the button on the instrument panel, stationary forced
regeneration can only be done at a workshop by using the diagnostic tool (Volvo Tech Tool).
It takes about 45 minutes for the regeneration process to fully oxidise away the accumulated carbon
particles.
The ECM controls active regeneration with information from the ACM based on the calculated soot
level and driving conditions and determines:

When to start regeneration.

How much fuel to inject into the exhaust pipe and how often to attain the lowest temperature at
which active regeneration is possible.

When to stop regeneration.

Active sulphur regeneration of SCR

Sulphur from fuel and oil accumulates in the SCR unit and causes a drop in the efficiency of the SCR
process. When the NOx sensors indicate that the SCR process is insufficient, active sulphur
regeneration is started. This process is similar to the active soot regeneration of the DPF but with
different time and temperature goals. The same components and conditions apply. Active sulphur
regeneration can also be carried out as both rolling and stationary regeneration.
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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AFI
The AFI system injects fuel into the exhaust system in order to increase the exhaust temperature to
the level required to regenerate (oxidise) the DPF and SCR, so-called active regeneration. This is
performed in order to prevent high soot levels in the filters and to ensure good NOx conversion over
SCR. Active regeneration takes place because passive regeneration is not sufficient (the exhaust
temperature is too low during normal operation).
The AFI system is controlled by the ECM.
AFI, components

Dosing unit

Injector

Air/fuel line to injector

Fuel inlet from the fuel filter housing.

Air line

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IMPACT 4.01.10

Connector

Fuel valve

Air valve

Dosage valve for fuel

10

Fuel and atmospheric pressure sensors

11

Safety valve

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The dosage unit (1) is fitted directly on the fuel filter housing. It consists of a connector (6), fuel valve
(7), air valve (8) and dosage valve (9). The dosage unit is also equipped with a pressure sensor (10)
in order to enable the fuel and atmospheric pressures to be checked.
Air is routed to the dosage unit (1) from the pneumatic system via the air line (5). The atmospheric
pressure is controlled via the air valve (8) and a restrictor. Air is supplied for as long as the engine is
running in order to prevent the injector from being clogged. Only fuel is supplied during regeneration.
This means that the air valve (8) is then closed.
The dosage unit is supplied with filtered fuel directly from a duct in the fuel filter housing into the fuel
inlet (4).
The pressure sensor (10) measures the fuel or atmospheric pressure in the dosage unit (1), and the
ECM uses these values to make sure the system is working correctly.
Before the fuel can be injected, the engine control unit must check that the fuel pressure in the
dosage unit is correct. This means that the fuel valve (7) must be open and active at the same time
as the air valve (8) and dosage valve (9) are closed. Following which, the dosage valve (9) receives a
signal from the ECM to open and dose out the correct quantity of fuel in order to increase the
temperature in the DPF.
When the engine is started the pressure sensor (10) is used to enable the checking of the fuel
pressure in the low-pressure system. Checking the fuel pressure in the low pressure section then
takes place every 4 hours. This means that the fuel valve (7) must also be active before and during
starting the engine.
The ECM controls the sequence that sets when and how much fuel is injected into the exhaust pipe.
The information comes from the EATS system.
The ECM regulates the fuel quantity that is sent from the dosage unit (1) to the injector (2) via the
air/fuel line (3). This takes place by means of opening and closing the dosage valve (9).
The system shuts down if a fault arises in it, which in turn means that no regeneration is carried out.
A safety valve (11) prevents overpressure from forming in the duct between the fuel valve (7) and the
dosage valve (9). Overpressure may occur if the heat around the dosage unit becomes too high.
The dosage unit also contains two non-return valves that prevent air or fuel entering the wrong
system.

Filling with reagent (AdBlue)

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IMPACT 4.01.10

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The reagent (AdBlue) tank nozzle and hole are designed for use only with this type of filler
equipment. This is to prevent anything but reagent (AdBlue) being filled by mistake.
The tank has a blue cap and a special decal.
The tank filler pipe has a magnetic coil (1). The filler nozzle opens only when it detects this magnetic
coil. There is also a filter (2) in the filler pipe to prevent dirt entering the tank.
Reagent (AdBlue) must not be filled into the fuel tank. This would contaminate the fuel, and reagent
(AdBlue) would enter the injection system and combustion chambers, which could damage the
engine.
Take great care when filling reagent (AdBlue) from an open container. Reagent (AdBlue) will corrode
many materials.

CAUTION
Risk of material damage.
Deficient urea solution (AdBlue) can cause failure in the exhaust aftertreatment system.

Only use urea solution (AdBlue) approved by the manufacturer.

Handling reagent (AdBlue)

When handling reagent (AdBlue), it is essential that all electric connectors are plugged in and well
encapsulated. Reagent (AdBlue) can cause oxidation that cannot be removed. Water and
compressed air will not help as reagent (AdBlue) rapidly oxidises metal.
If a connector is affected by reagent (AdBlue), it must be replaced immediately to prevent the reagent
(AdBlue) from "creeping" onto the copper conductor, which happens at a speed of around 0.6 metres
an hour.

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It is essential that tools and clothing are thoroughly cleaned of reagent (AdBlue) so that fluid or
crystals are not transferred to other components, which could become damaged.

Measures is cases of spillage

In cases of contact with skin - rinse the affected area thoroughly and remove contaminated clothing.
In cases of contact with eyes - rinse thoroughly for several minutes and seek medical advice if
necessary.
In cases of inhalation - inhale fresh air and seek medical advice if necessary.
Do not allow reagent (AdBlue) to come into contact with other chemicals. Reagent (AdBlue) is not
combustible. If reagent (AdBlue) is exposed to high temperatures, it will be reduced to ammonia and
carbon dioxide.
Reagent (AdBlue) corrodes certain types of metal, among them copper and aluminium. Spilt
concentrated reagent (AdBlue) can form white crystals. Wipe away the crystals and reagent (AdBlue).
Then rinse with water.
Note
Reagent (AdBlue) must not enter drains.

WARNING
Risk of corroding injury.
Reagent (AdBlue) can cause personal injury and damage to equipment.

Use the appropriate protective equipment.

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Reagent (AdBlue) that is spilled on hot parts can vaporise quickly. Turn away your face!

If reagent (AdBlue) comes into contact with skin or eyes, rinse thoroughly with water.

If reagent (AdBlue) is inhaled, breathe in fresh air.

When work is finished, clean the equipment and tools that have come into contact with reagent
(AdBlue). Discard used gloves in the container for recycling.

EGR system
EGR system, components

EGR valve

EGR pipe

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IMPACT 4.01.10

Mixing chamber/throttle

Charge air pressure sensor

26/10/15

The main task of the EGR system is to recycle exhaust, mix it with inlet air and return it to the
combustion chamber. Raising the temperature of the exhaust at low loads increases the efficiency of
the exhaust aftertreatment system.
Some of the exhaust is diverted from the exhaust manifold into the mixing chamber (3) via the valve (
1) and pipe (2). In the mixing chamber, exhaust gas is mixed with inlet air that has been cooled in the
charge air cooler. The mixture flows from the mixing chamber into the inlet pipe.
The amount of recirculated exhaust is controlled by the EGR valve via the ECM and depends on the
engine's charge air pressure, rpm, load and coolant temperature.
Maximum flow occurs at maximum engine load.

CAUTION
Risk of material damage.
Any damage or deformation to the EGR pipes can affect their function and lifetime. The corrugated
steel bellows are particularly sensitive to dents.

Exercise caution when working on or near the EGR pipes.

Do not try to force the pipe into place by bending, twisting or stretching the bellows.

EGR valve

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The EGR valve controls the amount of recirculated exhaust. The valve returns some of the exhaust
from the exhaust manifold to the inlet pipe.
The EGR valve is controlled with oil pressure from the engine oil system. The oil is supplied from the
oil filter housing to the valve via the pipe (1) and returned via the pipe (2) to the cylinder block and
down to the oil sump. The oil pressure is controlled by a solenoid inside the EGR valve, which in turn
is controlled by the ECM.
The EGR valve is located on the front of the exhaust manifold.

EGR mixing chamber

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EGR mixing chamber

In the mixing chamber, recirculated exhaust meets and is mixed with inlet air cooled by the charge air
cooler. From here, the gas mixture is led through the inlet pipe into the combustion chamber.

EGR throttle

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EGR throttle
The engine is equipped with a throttle valve in conjunction with the mixing chamber and the EGR
pipe.
The two main functions of the throttle valve are:

Control of the mixture between cooled charge air and the exhaust in the EGR system using a
throttle (shutter) fitted to the mixing chamber.

Help to regulate the exhaust temperature for regenerating the exhaust aftertreatment system.

The throttle results in smooth and even engine shut-down with less vibration.

Exhaust manifold

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IMPACT 4.01.10

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The exhaust manifold is manufactured in three parts in heat resistant cast iron. The joints are slip
joints with sleeve sealing. There are graphite coated gaskets between the cylinder head and the
manifold flanges.

Starter element

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IMPACT 4.01.10

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On markets with cold winter environments, there is an electric starter element (1) available as an
optional extra. The starter element preheats the inlet air and makes it easier to start the engine while
reducing the amount of white smoke in the exhaust. The element is activated when the key is turned
to preheating position if the engine coolant temperature is below +10C. Pre and after heating times
are regulated by the engine control unit. An element symbol is displayed on the instrument panel
when the element is active.
The diagram shows the activation time in seconds in relation to the coolant temperature.
The starter element relay (2) is located on the left-hand side of the engine below the inlet pipe behind
the separator. The relay has the designation K48.

Exhaust shutter

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IMPACT 4.01.10

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Exhaust shutter
The engine has a compressed air operated exhaust shutter (2) located in the throttle housing (1).
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IMPACT 4.01.10

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Among other things, the exhaust shutter is used for keeping the engine warm when idling in order to
increase exhaust gas temperature when regenerating the exhaust aftertreatment system and as an
EPG (Exhaust Pressure Governor).
The shutter can be steplessly regulated using a compressed air cylinder (3), which is supplied with
compressed air via the AVU (Air Valve Unit) valve (4), which in turn is controlled by the ECM.

AVU valve
The EPG engine brake and the turbocharger bypass valve are controlled using compressed air. The
compressed air is taken from the pneumatic system and is regulated by the AVU valve.
Put simply, the AVU valve comprises a solenoid valve, an air valve and a circuit board. It steplessly
regulates the pressure and has an integrated reducing valve to release different pressures for the
relevant braking forces.
The AVU valve is controlled by the engine control unit ECM.
The AVU valve is not energised during normal operation.
The AVU valve is available in two variants:

Single port

Twin port

Single port AVU valve - for turbocharger without bypass valve.

Only controls EPG (on engines where the turbocharger has no bypass valve).
The single port AVU valve is supplied with air from the pneumatic system via the hose (1) and
supplies air to the EPG via the hose (2) .

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IMPACT 4.01.10

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Twin port AVU valve - for turbocharger with bypass valve.

Controls both EPG and the turbocharger's bypass valve.
The dual port AVU is supplied with air from the pneumatic system via the hose (1) and supplies air to
the EPG via the hose (2) and to the turbo compressor actuator (bypass valve) via the hose (3) .

Engine brake
The engine can be equipped with three different types of engine brake, depending on the engine
brake performance required.

Engine brake EPG

Engine brake VEB+ (Volvo Engine Brake)

Engine brake EPGC (Exhaust Pressure Governor Compression)

Engine brake performance is determined by the driver's settings. The performance is different for the
different engine brake combinations.

Engine brake EPG

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IMPACT 4.01.10

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Engine brake EPG

Engine brake EPG, consists of a throttle housing (1) and an exhaust valve disc (2) located after the
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IMPACT 4.01.10

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turbocharger and a pneumatically-controlled cylinder (butterfly) (3). The compressed air is taken from
the vehicle's pneumatic system and is regulated by the AVU valve (4).EPG has three functions:
1

EPG keeps the engine warm during idling and low engine load by creating a back pressure in
the exhaust manifold.

EPG acts as exhaust brake when the accelerator pedal is released.

Increase temperature during regeneration.

Engine brake VEB+

The VEB+ engine brake is a further development of the VEB engine brake. Compared with the VEB,
the mechanical loads are now distributed over two rocker arms, which increases the braking force
without the mechanical stresses becoming too high. The VEB+ engine brake consists of two systems:

EPG

The VCB (Volvo Compression Brake) with two special exhaust valve rocker arms, a special
camshaft with an extra cam and a control valve (VCB valve) for the oil pressure in the rocker arm
shaft.

The VEB+ engine brake works in the same way as the VEB engine brake.

The exhaust valve opens and allows air to enter during the inlet stroke, which gives more air to
compress during the compression stroke.

The exhaust valve opens just before top dead centre on the compression stroke and 'punctures'
compression to reduce output during the power stroke.

The EPG builds up a back pressure in the exhaust system. This back pressure reinforces the
effect of the VCB.

Engine brake EPGC

The EPGC engine brake variant is used on vehicles with the I-shift gearbox when there is no VEB or
VEB+ engine brake.
EPGC is identical to EPG in terms of the engine brake function. The letter C in the designation
indicates that the engine is equipped with compression brake VCB same camshaft and rocker
arms as VCB but that it is only used for slowing the engine speed during gear changing.

VCB valve

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IMPACT 4.01.10

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VCB valve
The VCB valve is supplied with full oil pressure from the gallery and is connected to the rocker arm
shaft.
The VCB valve regulates the oil pressure to the rocker arm mechanism and is controlled by the ECM
via the VCB valve's solenoid valve.
During normal operation, the VCB valve delivers oil at a reduced pressure to the rocker arm shaft, but
which is sufficient for lubricating the camshaft bearings and the valve mechanism.
When VEB+ is activated, the VCB valve delivers oil at full pressure to the rocker arm shaft, and the
compression brake as activated.
On engines without VEB+, the VCB valve is replaced by a junction housing.

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IMPACT 4.01.10

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The illustration shows the valve opening sequence when the VEB+ is activated.
1

There is no pressure acting on the hydraulic piston when the engine is running and there is low
oil pressure in the rocker arm shaft. The exhaust valve clearance is just over one millimetre, so
since the cam height is less than this and the leaf spring holds the rocker arm against the valve
caliper, there is no contact between the rocker arm roller and the camshaft. The cams have no
effect on the valve opening.

The VEB+ is activated here. Oil pressure has pressed down the hydraulic piston and eliminated
the valve play. The rocker arm roller is now in contact with the camshaft.

This is the situation when the charge cam is directly below the rocker arm roller. The cam lifts
the roller and causes rapid, minimal valve opening. The corresponding valve opening takes
place when the decompression cam passes under the rocker arm roller.

Turbocharger

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IMPACT 4.01.10

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Turbocharger
The turbocharger is an MWE (Map Width Enhancement) type, which means the inlet air is split into
two areas - an inner and an outer area - separated by a ring-shaped slot. This design makes the
turbo efficient at both low and high rpm.
There is an identification plate (1) on the turbocharger.

Turbocharger bypass valve

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IMPACT 4.01.10

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The bypass valve (1) , located inside the turbo housing, reduces turbocharger speed when output is
high. If necessary, the bypass valve opens and leads the exhaust out into the exhaust pipe without
passing the turbine rotor.
The actuator (2) regulates the movement of the bypass valve. The actuator is operated with
compressed air via the AVU valve, which is supplied with compressed air from the pneumatic system.
A pressure sensor that measures the air inlet pressure is located in the inlet pipe. If the air inlet
pressure is outside specified limits, the engine control unit sends a PWM (Pulse Width Modulated)
signal to the AVU valve, which in turn regulates the actuator.

Crankcase ventilation

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IMPACT 4.01.10

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The crankcase must be evacuated since gases enter the crankcase:

combustion products enter the crankcase past the pistons and piston rings ("blow-by")

a small amount of air from the turbocharger enters the crankcase via the oil drain from the
turbocharger's bearing

a small amount of air leaks into the crankcase from the air compressor's seals.

The engine has an oil trap (1) in the valve cover and an external pipe (2) to route the crankcase
gases to the separator (3) .
The majority of the oil-mixed gases flows up from the crankcase through the engine transmission and
up through the valve cover. A small amount of the gases also flows up from the crankcase to the
valve cover through the oil drain ducts that are routed through the cylinder block and cylinder head.
On the way out of the external pipe (2) the gases pass through the oil trap (1) in the valve cover. The
small oil particles in the gases accumulate in the oil trap into larger drops on the surfaces of the oil
trap. This takes place because the speed of the gases decreases, and the small oil particles in the
gases can then fall down into the oil trap more easily.
The separated oil drips down and is collected via the three drains (4) . A metal diaphragm is fitted in
the bottom of the drains that acts as a non-return valve and prevents gases from entering that way.
When a certain amount of oil has accumulated in the drains the diaphragm is opened by the oil
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IMPACT 4.01.10

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pressure and it flows down on the cylinder head, and onward down into the crankcase via the oil
drain ducts drilled vertically into the engine block.
Any remaining oil in the evacuated gases is dealt with by the separator.

Separator

The main part of the crankcase ventilation consists of a separator (A) mounted directly on the
left-hand side of the cylinder block. The separators turbine (2) is driven by pressurised oil from the
engines lubrication system via an oil duct (1) . The turbine is coupled to a drive shaft (3) with a
number of discs (4) that rotate at around 8,000 rpm when the engine is operating normally.
For variants with closed crankcase ventilation, the separator has a pressure regulator (5) with a
diaphragm (6) which closes the outlet to the turbocharger if excessive underpressure should arise.
After passing the oil trap in the valve cover, the crankcase gases are routed to the inlet in the top of
the separator via a pipe (7) and enter the separator from above at the centre of the rotating discs. Oil
and heavier particles are thrown by centrifugal force toward the periphery and flow down through the
separator's bearings and down into the crankcase. The purified gases from the separator are routed
onward into the pipe (8) .

Closed crankcase ventilation

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IMPACT 4.01.10

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The closed crankcase ventilation routes the purified gases from the separator, onward to the
turbocharger's inlet side via the connection (1) .

Partially open crankcase ventilation

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IMPACT 4.01.10

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The partly open crankcase ventilation routes the purified gases from the separator, onward and out
into the air via the pipe (1) .

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