Training Seminar on SMF®-AR for - Spinner II

Training Seminar

Topic: SMF®-AR for mining equipment.

Training Seminar on SMF®-AR for

Non-road Applications

Date: 05.02.2013 of 65

Training Seminar


Date: 05.02.2013 of 65

Table of Contents 1. Application Guidelines and Dimensioning .................................................. 3

1.1. Engine emissions ................................................................................................................... 3 1.2. Particulate matter emissions.................................................................................................. 3 1.3. Exhaust gas temperature ....................................................................................................... 3 1.4. Consumables ......................................................................................................................... 4 1.5. On-board supply system – general information ..................................................................... 4 1.6. Dosing strategies ................................................................................................................... 6

2. System Dimensioning ................................................................................... 8 2.1. Inquiry form ............................................................................................................................ 8 2.2. Preliminary dimensioning ..................................................................................................... 13 2.3. Dimensioning tool................................................................................................................. 14

3. Checklist Before Installing the System...................................................... 16 3.1. Checking the vehicle ............................................................................................................ 16 3.2. Checking the engine-speed signal/alternator....................................................................... 16 3.3. Checking the air mass flow meter........................................................................................ 16 3.4. Checking the installation position of components/installation space dimensions................ 16 3.5. Tank sensor signal ............................................................................................................... 16

4. Components of the SMF®-AR System........................................................ 17 4.1. Mechanical components ...................................................................................................... 17 4.2. Mechatronic components ..................................................................................................... 23

5. ECU Diagnostics Software.......................................................................... 35 5.1. Prerequisites for using the ECU diagnostics software......................................................... 35 5.2. Installing the ECU diagnostics software............................................................................... 36 5.3. ECU diagnostics software – first steps ................................................................................ 36 5.4. Start screen.......................................................................................................................... 36

6. Configuration and Putting Into Operation ................................................. 37 6.1. Configuring the ECU ............................................................................................................ 37 6.2. Drawing up the tank characteristic curve ............................................................................. 37 6.3. Checklist and Putting Into Operation ................................................................................... 41

6.4. Connecting fuel level sensor................................................................................................41 7. Operating a SMF®-AR System..................................................................... 44

7.1. Functional description of the Service Unit............................................................................ 44 7.2. Checking the exhaust-gas aftertreatment system................................................................ 44

8. Maintaining a SMF®-AR System.................................................................. 45 8.1. General information.............................................................................................................. 45 8.2. Additional parts required for maintenance ........................................................................... 45 8.3. Filter module maintenance................................................................................................... 45 8.4. Additive dosing system maintenance................................................................................... 46

9. Troubleshooting and Evaluating ECU Data................................................48 9.1. Acquisition................................................................................................................................ 9.2. Error History ............................................................................................................................. 9.3. Error Memory ........................................................................................................................... 9.4. Actual-Values ........................................................................................................................... 9.5. Behaviour .................................................................................................................................

10. Fault diagnosis SMF®-AR-System..................................................................

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1. Application Guidelines and Dimensioning

1.1. Engine emissions

Europe: Stage II, Stage III A or B USA: Tiers II, III and IVi

1.2. Particulate matter emissions

DieselRuss l

gm 0,1max_

Limit for particulate matter (PM = soot) emissions based on the maximum permissible level of additive dosing.

For example: with fuel consumption of 6 l/h, no more than 6 g/h of particulate matter are allowed to be produced.

Under realistic, everyday conditions, some engines emit a higher level of PM even though they comply with the emissions limits. When used with such engines, there may be restrictions to operation of the SMF®-AR system due to an excessive PM load.

Example: with fuel consumption of 6 l/h, only 6 g/h of particulate matter are allowed to be

produced.

Some few vehicles may comply with above mentioned emission, but have a high soot emission under real life condition. In this application SMF-AR may not operate properly. Faults on an engine which can lead to higher soot production -malfunction in the fuel injection system -fault in the EGR system -fault of mass air flow filter -blocked air filter -too high backpressure caused by using a to small DPF

1.3. Exhaust gas temperature

In order to ensure the system operates as intended, an exhaust gas temperature of at

least 150°C must regularly be exceeded for a period of 60 seconds. If this is not the case, the driver is instructed by means of a flashing yellow lamp to take the vehicle for a regeneration run during which the above temperature must be exceeded.

To protect the components, the temperature upstream of the filter must not exceed 600°C

over a long period of time.

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1.4. Consumables

Fuel

o The SMF®-AR system is permitted to be operated only in conjunction with the following fuels: DIN EN 590 – Diesel (incl. 10% biodiesel component) The use of biodiesel in conjunction with the additive can cause the fuel to

decompose and is therefore not approved by T.F. Hudgins. Fuels with high sulphur content may be approved by T.F. Hudgins as an option.

Engine oil

o The amount of oil consumed by the engine is not permitted to exceed the limit specified by the manufacturer.

o Following a turbocharger failure, for instance, a filter can be cleaned in accordance with the cleaning specifications and by heating it up to approx. 300°C.

1.5. On-board supply system – general information

Depending on its size, the SMF®-AR system is operated at 12 V or 24 V (see table in

system overview below).

o Please make sure that the components in the system are designed to operate at 12 V or 24 V, respectively (e.g. the dosing pump). Furthermore, some components require the use of a voltage transformer from HJS (e.g. the air mass flow meter).

o The voltage during regeneration of the SMF®-AR system must be ≥ 12.00 V with a 12-V on-board supply system or ≥ 24.00 V with a 24-V system.

1.5.1. System overview depending on on-board supply system

SMF®-AR system On-board

supply system 1.2 m² 12 V 1.8 m² 12 V 2.7 m² 12 V 3.8 m² 12 V 5.4 m² 24 V 8.1 m² 24 V

1.5.2. Battery and alternator

The vehicle's on-board supply system must be in a position to supply those filter systems

with a surface area of 1.2 m², 1.8 m², 2.7 m² and 3.8 m² with 1 kW of power and the 5.4-m² and 8.1-m² systems with 2.2 kW of power over a period of 3 minutes within the space of one hour.

T.F. Hudgins recommends using an alternator with an output of at least 80 A. If the vehicle is equipped with larger electrical consumers (air-conditioning system, special or high-output lighting), an alternator with a higher output rating must be used.

The battery must be dimensioned to match the alternator, in line with the manufacturer's specifications.

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1.5.3. ECU and cable harness

1.5.3.1. ECU

The ECU should preferably be installed at a location protected against sprayed water. Protect the ECU against moisture and dust. The connectors must point downwards or to the side with the terminals pointing

downwards. Operating temperature: -40°C to +85°C Protection class: IP64

Power consumption of SMF®-AR heater during operation o Max. power consumption of heater: 1.2 – 3.8 SMF®-AR 1 kW with 12-V on-board

supply system o Max. power consumption of heater: 5.4 – 8.1 SMF®-AR 2.2 kW with 24-V on-board

supply system

1.5.3.2. Cable harness

General information

o Refer to the installation guidelines for the maximum permissible cable lengths. o Only the extension leads made available by T.F. Hudgins are allowed to be used to

lengthen the cable harness of the modular SMF®-AR! o Only one extension lead may be used per cable! o Signal cables in the cable harness are not permitted to be lengthened or shortened! o Cables can be connected either by means of the plug connections provided or using

crimp/shrink connectors and a suitable crimping tool.

HJS extension leads available o Display module (ServiceCheck) o Heater cable o Power cable

Warning buzzer

o A warning buzzer is installed for each application in order to warn the driver/operator in the event of the fuse for terminal 15 (switched ignition current (+)) blowing.

o For a connection diagram, see the cable harness diagram in the installation guidelines.

ServiceCheck display module

o Install in the field of vision of the driver. o Make sure the diagnostics port is easily accessible. o Operating temperature: -25°C to +85°C o IP rating: IP65

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1.5.4. SMF®-AR system overview

1.6. Dosing strategies

Discontinuous dosing

o The ECU monitors the tank sensor signal and calculates and doses the necessary amount of additive after filling of the tank has been detected. If the ECU detects that a regeneration process has failed, it doses extra additive in order to increase the dosing level.

o Advantages

The precise amount of additive necessary is always dosed. The optimum dosing rate is ensured by monitoring the tank sensor signal.

o Disadvantage

A tank sensor signal is required. A tank curve has to be drawn up.

Continuous dosing

o If an application is not equipped with a tank sensor, or the tank sensor installed cannot be used and it is not possible to install an additional tank sensor, operation employing the continuous dosing strategy is subject to limitations. In this case, the ECU doses the additive in proportion to the fuel consumption level set. The ECU can decrease or increase the dosing rate depending on the filter load (exhaust backpressure) and success of regeneration.

o Fuel consumption [l/h]

o Advantage No need for a tank sensor signal or to install a tank sensor.

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o Disadvantages The exact level of fuel consumption (in l/h) is required to be able to set the dosing

rate. This value frequently differs and is therefore very difficult to acquire. Not suitable for machines with changing fuel consumption levels. Overdosing shortens the intervals between servicing.

o Comment:

Continuous dosing should only be used in consultation with T.F. Hudgins, because this strategy is complex and demands experience and empirical values.

o Chart showing dosing using a continuous dosing strategy

0

10

20

30

40

50

60

70

80

0 25 50 75 100 125 150

t [Bh]

c [p

pm

]

Preconditions and specifications for the use of HJS Intelligent Continuous Dosing

o The T.F. Hudgins ECU must have software release 1.7.8 or higher installed. See the sticker affixed to the T.F. Hudgins ECU.

o A margin of error of at least 25% must be entered in the calculation table for the

average fuel consumption.

o To guarantee optimum dosing of additive, the values that influence the amount of additive added to the fuel must be entered precisely in l/h. If you enter too high a level of fuel consumption, the intervals at which the additive must be topped up and the filter serviced will be significantly shortened. If you enter too low a level of fuel consumption, there is a risk of the resulting inadequate additive dosing rate preventing the system from regenerating at all.

o Changes in the level of fuel consumption (due to changing drivers, different driving

behaviour or changing the application of the vehicle) can influence the concentration of additive in the fuel tank and should therefore be avoided. The customer must be informed of the fact that differing operating and application profiles of the vehicle can lead to problems in respect of the amount of additive added to the fuel.

o To ensure a consistent and optimum additive-fuel ratio, the amount of diesel fuel filled

up with each time the fuel tank is topped up should always be small (i.e. fill up often). The vehicle operator must be instructed to ensure this strategy is followed.

o If you have any doubt regarding compliance with the above-mentioned

preconditions and specifications when installing a SMF©-AR/FBC system, T.F. Hudgins advises against configuring an application to operate with Intelligent Continuous Dosing.

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2. System Dimensioning

2.1. Inquiry form

Filling in the inquiry form

o To be able to select precisely the right system and group of components required, the T.F. Hudgins inquiry form needs to be filled in first.

o Missing information can lead to complications on site and delay installation.

o Furthermore, information about the engine and installation space conditions is crucial

when selecting additional components and the insulation.

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Explanation of enquiry form

Contact data: Company General information Contact General information Street/No. General information Town/City Zip/Post code General information Tel./Fax General information e-mail: General information General data Engine manufacturer General information Engine type General information Year of construction General information Displacement [cc] General information Engine running time/annum [op. h] General information Engine power [kW] Guideline for choosing the right size of filter (filter

surface area) Engine speed [rpm] General information No. of cylinders General information On-board supply voltage 12 V / 24 V Information required due to different types of on-

board supply system (12 V and 24 V) Turbocharger yes/no Additional value for calculating the exhaust mass

flow and exhaust backpressure using the Dimensioning Tool

Emission class EU – Non-road Directive Stage I,

Stage II, Stage III A, Stage III B, Stage IV

USA – EPA nonroad regulations Tier 1, Tier 2, Tier 3, Tier 4 interim, Tier 4, other

Information required for choosing the system

Fuel (if different from DIN 590 Diesel) Information required for checking the types of fuel approved by T.F. Hudgins

Max. permissible exhaust backpressure [mbar] Max. exhaust-gas temperature [°C]

○ Maximum permissible value according to engine manufacturer's specifications ○ Guideline for dimensioning the catalytic converter and DPF

Description of the scope of application (e.g. wheel loader for excavation work, forklift truck for logistics work, stationary applications, etc.)

General information

Operating times [%] idle, part load, full load

○ Information required for dimensioning a DPF system (choosing the regeneration strategy)

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Technical data Engine oil (recommendation: low-ash oils)

Manufacturer Type Oil consumption [l/100 op. h]

○ General information ○ The oil consumption must not exceed the maximum permissible figure specified by the engine manufacturer

Max. exhaust mass flow [kg/h] / volumetric flow [m3/min]

○ Value for calculating the exhaust backpressure using the Dimensioning Tool

PM emissions [g/h, g/KWh] Additional information required for dimensioning a DPF system

NOx emissions [g/kWh] Additional information required for dimensioning a DPF system

For stationary operation only (engine speed/load range)

Additional information required for dimensioning a DPF system

Max. permissible surface temperature at exhaust system [°C]

○ Information required for selecting the insulation ○ The decision as to whether insulation is necessary or not lies with the installer

Diameter of exhaust pipe work at future DPF position [mm]

Information required for compiling additional components (e.g. adapters)

Exhaust-gas recirculation Internal External No exhaust-gas recirculation

○ For selecting an orifice for the EGR (for external EGR only) ○ Value required for selecting the filter size using the Dimensioning Tool (dimensioning in accordance with the max. permissible exhaust backpressure specified by the engine manufacturer)

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Data for a SMF®-AR system Exhaust-gas temp. measurements over min. 30 op. h available

Yes No

> Temperature measurement data under all application conditions over a period of approx. 30 h engine running time. > The temperature measurements must be taken at the future installation position of the exhaust-gas after treatment system using a NiCrNi or PT-200 temperature sensor and 1-Hz recording rate at the centre of the exhaust-gas flow. > On request, we can provide a data logger for temperature measurement purposes.

Exhaust-gas temperature measurement required to generate a representative exhaust-gas temperature profile For selecting the regeneration strategy

Fuel tank capacity [l] Information required for drawing up the tank curve

Fuel consumption [l/h] Information required for comparing with the figure in the Application Guidelines

Alternator rating [Ah] Required for comparing with the minimum figure in the Application Guidelines

Battery capacity [Ah] Required for comparing with the minimum figure in the Application Guidelines

Diameter of inlet manifold between air filter and turbocharger [mm]

Information required for selecting the air mass flow meter

Availability of terminal W (alternator speed signal)

Signal required for a SMF®-AR system

Fuel tank sensor (type/signal type) Signal required for a SMF®-AR system

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General information Drawing of the exhaust system and of the OE silencer, or documents relating to the installation space conditions in the vehicle.

For selecting the size of system Information regarding the connection pipe work and mounting of the DPF system

Technical data sheet of the engine General information Result of the exhaust-gas temperature measurement

For selecting the regeneration strategy

Engine data (exhaust-gas temperature, fuel consumption, NOx/PM emissions)

General information

Measurements of the NOx/PM emissions under operating conditions

General information

Other comments (e.g. special safety requirements):

Information required if there are special requirements relating to the machine.

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2.2 Preliminary layout

The difference between On and Off road application mainly is the backpressure level. Most of the LDV and passenger car engines can be operated with higher backpressure than non-road engines. Turbo charged engines would allow in general higher backpressure values than non turbo charged engines.

Preliminary filter size for on-road applications

Motor Output [kW] SMF-AR-system On-board supply system 30 – 45 1,8 m² 12 V 45 – 70 2,7 m² 12 V 70 – 100 3,8 m² 12 V

Preliminary filter size for non-road applications

Motor Output [kW] SMF-AR-system On-board supply system 15-25 1,2 m² 12 V 26-45 1,8 m² 12 V 46-70 2,7 m² 12 V 71-90 3,8 m² 12 V 91-110 5,4 m² 24 V 111-135 8,1 m² 24 V

Filters for aspirating engines should always be chosen larger in size as the motor is more susceptible to the exhaust gas back pressure which leads to higher soot production.

Please take into consideration the exhaust gas back pressures approved by the manufacturer.

Generally each lay-out of a SMF-AR system has to be reviewed with T.F. Hudgins’ lay-out tool.

The above mentioned lay-out tables should only be used as a ballpark figure.

Preliminary dimensioning

Rated power output

[kW] On-board supply

system [V] Filter surface

area [m²] Suitable air mass flow meters –

outside diameter [mm] 15 - 25 12 1.2 60, 70 30 - 45 12 1.8 60, 70, 80 50 - 70 12 2.7 70, 80, 86, 92 75 - 85 12 3.8 80, 86, 92 85 - 100 24 5.4 80, 86, 92

100 - 135 24 8.1 92

Every set of dimensions selected for a SMF®-AR system must always be checked using

the Dimensioning Tool. The above dimensioning table is provided purely as a rough guideline.

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2.2. Dimensioning tool

Calculating the backpressure for the filter unit without taking the inlet and outlet tapers into

account. Basis: a filter load of 20 g/m²

Data for Dimensioning Tool Version 2.2

o General information: Name, Application, Engine type, Year of construction

Necessary information (maximum mass flow rate known)

o Filter system (SMF®-AR) (filter load) o Number of filters in the system (of no relevance to SMF®-AR) o Maximum temperature upstream of the DPF [°C] (influence on the volumetric flow) o Total exhaust mass flow [kg/h]

Necessary information (maximum mass flow rate not known)

o Filter system (SMF®-AR) o Number of filters in the system (of no relevance to SMF®-AR system) o Maximum temperature upstream of the DPF [°C] o Rated power output [kW] o Turbocharger installed (yes/no)

(influence on the volumetric efficiency of the engine) o Emission class (0, I, II, IIIA, IIIB, IV)

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Example 1 of SMF®-AR system dimensioning

o Maximum temperature upstream of DPF: 350°C o Rated power output: 100 kW o Turbocharger installed: yes o Emission class: Stage IIIB

o Calculated exhaust mass flow: 569 kg/h o Calculated exhaust backpressure:

1.2 m² 882 mbar 1.8 m² 588 mbar 2.7 m² 392 mbar 3.8 m² 278 mbar 5.4 m² 196 mbar 8.1 m² 131 mbar

Example 2 of SMF®-AR system dimensioning

o Maximum temperature upstream of DPF: 250°C o Rated power output: 100 kW o Turbocharger installed: yes o Emission class: Stage IIIB

o Calculated exhaust mass flow: 569 kg/h o Calculated exhaust backpressure:

1.2 m² 659 mbar 1.8 m² 439 mbar 2.7 m² 293 mbar 3.8 m² 208 mbar 5.4 m² 146 mbar 8.1 m² 098 mbar

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3. Checklist Before Installing the System General information

o Before you start installation work, you must first clarify all installation positions in accordance with the installation conditions!

o If one or more of these criteria are not met, the SMF®-AR system cannot be installed.

3.1. Checking the vehicle

Before you install the SMF®-AR system, make sure that the machine is in perfect working order in accordance with the manufacturer's specifications (engine oil consumption, turbocharger, engine bearings, etc.).

3.2. Checking the engine-speed signal/alternator

Check the availability of terminal W Alternator output ≥ 80 A

3.3. Checking the air mass flow meter

Check the diameter of the intake section. The air mass flow meter is required in order to measure the filter load. Do not tap the signal of an air mass flow meter that is already installed. Only the air mass flow meter approved by T.F. Hudgins is allowed to be used! The air mass flow meter must be selected on the basis of the intake air mass and the

measuring tube diameter (see section 3.2.6, "Air mass flow meter").

3.4. Checking the installation position of components/installation space dimensions

Before you start installing the components, examine the installation conditions of the

vehicle first. The installation position must be chosen in accordance with the Application Guidelines.

o Installation position of the diesel particulate filter o Connection of the sensors o Installation position of the additive dosing system o Installation position of the ECU o Installation of the Service Check display module o Installation and connection of the cable harness

3.5. Tank sensor signal

Before you installation the SMF®-AR system, check whether there is a tank sensor installed in the machine that can provide a tank sensor signal.

If there is no tank sensor installed, install a suitable sensor. o The measurements ranges of the ECU must be observed.

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4. Components of the SMF®-AR System

4.1. Mechanical components

4.1.1. Filter unit of a SMF®-AR system

Space for installing a SMF®-AR system

o The installation position must be chosen such that no deposits of combustible materials can build up in the area of the filter/insulation (e.g., grass, etc.).

o The dimensions of the filter, together with the filter mounting bracket provided and the insulation of the system, must be taken into account when choosing the installation position.

o A heat and contact shield must always be installed. o The particulate filter system must not obstruct visibility. o The filter and sensors connected must be protected against environmental influences

(differential pressure sensor, temperature sensor). o The exhaust-gas temperatures during the regeneration process (> 650°C) must be

taken into consideration when choosing the installation position. This also applies to pipework downstream of the filter.

Noise emissions

o In many applications, the original silencer can be replaced. In this case, care must be taken to ensure that the permissible noise emission levels of the vehicle/machinery are complied with following installation of the SMF®-AR system. In case of doubt, the noise emissions should be measured before and after installation of the system.

o T.F. Hudgins does not recommend installing a DPF® downstream of the silencer. Complaints about clogging of the filter that can be traced back to rust or fibres from the silencer depositing into the filter will not be accepted by T.F. Hudgins.

Mounting the filter

o The filter is to be mounted to the vehicle frame or vehicle body means of 2 filter system brackets.

Installation conditions

o The engine-gearbox unit must be isolated from the supporting frame by a suitable isolating element. The condition of the engine must be checked before the exhaust-gas after treatment system is installed. Worn or aged engine mounts must be replaced, because otherwise impermissible vibrations may be transmitted to the exhaust system.

o A flexible corrugated hose is installed between the engine and the filter that acts as a non-load-bearing isolating element. See the next page for information on selecting the corrugated hoses.

o In order to prevent the possibility of vibration from components downstream of the filter being transmitted to the filter, a suitable corrugated hose must also be fitted downstream of the outlet taper.

o The acceleration values must not exceed the values given in Table 1. o An adequate minimum clearance from low-melting, combustible or medium-carrying

components must always be maintained. During operation, the filter can over short periods reach surface temperatures higher than the temperature of the exhaust gases. In case of doubt, adequate thermal insulation must be provided for the exhaust-gas after treatment system or endangered components.

o No other components may be mounted to the exhaust system that has not been approved by T.F. Hudgins for this purpose.

o Care should be taken to ensure that water cannot ingress into the exhaust system via the tailpipe.

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Acceptable acceleration at mounting point / Filter

Size of Filter (m2) Max. load long-term loading SMF-AR 1,2 25 g 5 g

1,8 25 g 5 g 2,8 25 g 5 g 3,8 25 g 3 g 5,4 8 g 3 g 8,1 8 g 2 g

Manufacturer Type

Witzemann Hydra Universal bellow expansion joint for low pressure (exhaust) stainless steel

BOA exhaust gas bellow expansion joint

Senior Flexonics Bellows formed products - The inner diameter of the corrugated horse must be the same diameter as of the exhaust gas pipe. - The length of the corrugated hose has to be 2.5-times larger as its own diameter. - Corrugated hoses which are able to transfer static forces can’t be used due to their poor decoupling ability. - Due to induration in operation corrugated hoses can’t be used.

Hazardous materials and explosion prevention o The SMF®-AR system is not permitted to be installed and operated in applications that

involve hazardous materials and explosion protection measures!

Pipework and isolating o The pipe work upstream and downstream of the filter must be made of stainless steel.

Every SMF®-AR system must be isolated from the engine and the exhaust system.

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4.1.2. Insulation

To protect the system and the components in the immediate vicinity, the filter housing, including the inlet and outlet tapers, is clad with insulation material.

The heat shield is secured by means of a fastening system that is held together with tensioning wire.

If the system is being installed in an enclosed space – at least 2 of 6 walls –, the system must be insulated with insulation from T.F. Hudgins.

In the case of applications with fewer than two walls, a heat shield or contact

shield must be used, unless, for example, occupational safety or other regulations, or special circumstances such as combustible materials in the vicinity, necessitate other measures. In such cases, the installer must decide for himself whether additional insulation of the system is necessary or not.

Example: SMF-AR 2.7 m²

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4.1.3. Installation examples

4.1.3.1. Examples of impermissible methods of filter installation

Installing a SMF®-AR 2.7 m² in a construction machine

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

SMF®-AR 1.8 m² in a construction machine

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

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SMF® 1.8 m² in a construction machine

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

4.1.3.2. Examples of impermissible methods of filter installation

SMF® 1.8 m² in a construction machine

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

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SMF®-AR 2.7 m², vehicle model: CAT 906

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

SMF®-AR 5.4 m², vehicle model: KLEMM drilling pump

Comment: Photo shows system without insulation

________________________ ________________________ ________________________ ________________________ ________________________ ________________________

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4.2. Mechatronic components

4.2.1. ECU

The ECU should preferably be installed at a location protected against sprayed water. Protect the ECU against moisture and dust. The connectors must point downwards or to the side with the terminals pointing

downwards. Operating temperature: -40°C to +85°C Protection class: IP64

4.2.2. ServiceCheck display module

Install in the field of vision of the driver. Make sure the diagnostics port is easily

accessible. Operating temperature: -25°C to +85°C IP rating: IP65

4.2.3. Signals

4.2.3.1. Engine speed terminal W (1)

Square-wave signal, minimum voltage: 10 V (with multimeter without true RMS: 5 – 7 V) Availability at alternator or if nec. diagnostics connector Alternator with no terminal W signal

o Three output terminals of the alternator winding are located at the rear of the alternator.

o Remove the cover of the alternator. o Use the multimeter to measure the speed signal. o Connect the cable. o Make sure the machine functions reliably and is safe.

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4.2.3.2. Tank sensor

If the vehicle/machine being equipped does not have a tank sensor installed or if the output signal of the tank sensor installed is not supported by the ECU, a resistance-type sensor must be retrofitted.

When selecting a tank sensor, it is important that you know where it is going to be installed in the tank because that determines the necessary length of the sensor.

Description of the tank level sensor

o The tank level is measured by means of the voltage drop in the sensor. Measurement input, tank sensor A (pin 60) – Tank level sensor Parameter Symbol Min. Type Max. Unit Name Input voltage*1 VhipM 0 - 1000 mV Analogue signal Input voltage*1 VhizM 250 - 1000 mV Pulsed signal Input voltage*2 Vhip 100 - 9700 mV Analogue signal Input voltage*2 VhiZ 250 - 9700 mV Pulsed signal Input resistance Rin 15 - 18 kOhm - Input capacitance Cin - 1 - nF - Frequency fp 1 - 10 Hz Pulsed signal Pulse width ta 1 - - ms Pulsed signal Pulse interval tb ta - - ms Pulsed signal *1) Minimum/maximum electrical limits *2) Minimum/maximum plausibility limits for correct detection of an open circuit or short-circuiting of the lead to the level sensor

General description o The input is used to passively measure an active level sensor signal. Two types of

signal are supported by the ECU: an analogue voltage signal and a pulsed voltage signal. The signal measured is amplified in the ECU and digitised. The respective voltage limits of the level sensor ("Tank full"/"Tank empty") must be between 80 ad and 950 ad following amplification and digitisation. The difference between the two must be at least 400 ad.

o To meet the requirements indicated, different amplification factors can be used. The respective measurement range limits (identical for the analogue and the pulsed voltage signals) can be found in the following table.

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Measurement ranges for an analogue signal (Vhip) / pulsed voltage signal (VhiZ)

Amplification factor Vhip / VhiZ at 80 ad*1) Vhip / VhiZ at 950 ad*2) 16.0 0.1 V 0.6 V 8.0 0.1 V 1.1 V 5.33 0.2 V 1.8 V 4.00 0.2 V 2.3 V 3.20 0.3 V 2.9 V 2.67 0.3 V 3.5 V 2.27 0.4 V 4.1 V 2.00 0.4 V 4.6 V 1.78 0.5 V 5.2 V 1.60 0.5 V 5.8 V 1.46 0.6 V 6.4 V 1.33 0.6 V 6.9 V 1.23 0.7 V 7.5 V 1.14 0.7 V 8.1 V 1.06 0.7 V 8.7 V 1.00 0.8 V 9.3 V 0.93 0.8 V 9.9 V 0.87 0.9 V 10.0 V max = 892 ad 0.81 1.0 V 10.0 V max = 830 ad 0.75 1.0 V 10.0 V max = 767 ad 0.68 1.1 V 10.0 V max = 702 ad 0.62 1.2 V 10.0 V max = 640 ad 0.56 1.4 V 10.0 V max = 576 ad 0.50 1.5V 10.0 V max = 512 ad *1) Minimum plausibility limits for correct detection of an open circuit or short-circuiting of the lead to the level sensor *2) Maximum plausibility limits for correct detection of an open circuit or short-circuiting of the lead to the level sensor

o Minimum tank level = 10 l, irrespective of the system

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4.2.4. Temperature and pressure sensors

4.2.4.1. PT-200 temperature sensor

This temperature sensor measures the exhaust gas temperature upstream of the particulate filter. The sensor is installed in the exhaust pipe upstream of the filter system.

Tightening torque: 35 Nm Operating temperature: -40°C to 800°C Do not bend or snap off the temperature sensor.

4.2.4.2. Differential pressure sensor

The pressure sensor has two connections that must be connected as follows: o Hi Ø 8 mm Connected upstream of filter o Ref Ø 6 mm Connected downstream of filter

If no other components are installed downstream of the filter in the exhaust system, the Ref connection can be left unassigned and just the Hi connection upstream of the filter connected.

The connections must be installed in a straight section of pipe, immediately upstream of the inlet taper of the system. In the event of interferences caused by pipe bends tighter than 90°, the distance between the measuring point and the pipe bend must be at least twice (2x) the pipe diameter and the distance to the subsequent interferences at least 1x the pipe diameter (for an exact description, see graphics below). In the case of other interferences (a sudden change in diameter, pipe bends greater than 90°), a measuring tube must be used. This can be procured from T.F. Hudgins (with connections).

The hoses must be connected by means of the measuring tubes in order to isolate them thermally.

Use the hose supplied by T.F. Hudgins. The lines (pipes and hoses) must be cleaned as part of the maintenance work.

4.2.4.3. Positions of T sensor and dp sensor

To install the pressure and temperature sensors, two weld-in sleeves are installed in the pipe work in the section upstream of the filter system and another weld-in sleeve downstream of the system.

When doing so, make sure that you leave a stretch of pipe upstream of the filter in which the exhaust-gas flow is 'calm'. Mount the temperature sensor and pressure sensor connections an adequate distance from radii (bends).

Example of a permissible installation position Example of an impermissible installation position

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Connection of the sensors at the filter

4 4 5

o Position 4: Weld-in sleeve, pressure sensor o Position 5: Weld-in sleeve, temperature sensor o Position 6: Pressure measuring point upstream of filter

(Hi connection at pressure sensor) o Position 7: Differential pressure measuring point

(Ref connection at pressure sensor)

Example of the air flow situation in the exhaust system

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4.2.5. Additive dosing system

Installation position of tank

o In the engine compartment or underneath the vehicle, depending on the amount of space available.

o As close to the fuel return line as possible (additive connection). o Make sure the position is easily accessible for maintenance purposes.

Stability of additive o If the vehicle or construction machinery is used on a daily basis, there is no relevant

limitation to how long the additive will remain stable. However, the additive should be left in the vehicle tank for longer than 12 months.

Sizes and dimensioning

o The following table helps you choose the right size of additive tank. o The size of the tank should be dimensioned based on the average fuel (diesel)

consumption and the amount of miles covered per year. o Range table (diesel)

Dosing: 25 ppm -10% reserve

Size of tank [l] Range [diesel in l]

2 ~ 4000 3 ~ 6000 5 ~ 10,000 10 ~ 20,000 15 ~ 30,000

20 ~ 40,000

Reserve: 10% of tank capacity of additive tank Tank sizes available 2l, 3l, 5l, 10l, 20l Systems will be delivered with tank size fitting to filter size:

Filter size [m²] Tank size [l]

1,2 2 1,8 2 2,7 2 3,8 3 5,4 5 8,1 5

Benchmark figures additive dosage system

Dosage for each pulse: 0,065 ml

o Service The position of the additive tank has to be selected in a way that allows

for easy accessibility for maintenance purposes.

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o Heat protection Adequate heat protection for the additive tank has to be provided when

selecting the installation space in the vehicle. Placing it on the cold site of the engine (air intake) would be a better choice than mounting it next to the exhaust.

FBC Dosage Pump

o Pipe lengths between pump and T piece: 5 cm o Pay attention to the flow direction between tank, filter and dosage pump! o Installation on return pipe of fuel tank o Additive Pump to be mounted with rubber clamps from T.F. Hudgins

Line lengths of additive dosing system o Maximum length between the additive tank and dosing pump = 30 cm

(the shorter the line, the better the dosing) o Maximum length between pump and T-piece = 5 cm

Dosing pump

o Installation position: protected against mechanical damage

o Installation position: horizontal

o Flow direction The direction of flow is marked on the pump and must be observed when installing the pump.

o Power supply: The dosing pump is available in two variants: a 12 V and a 24 V variant. When installing the system, make sure that the dosing pump used matches the on-board supply system (see marking on the pump). 12 V: black ring 24 V: green ring

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4.2.6. Air mass flow meter

Check the diameter of the intake section.

o The air mass flow meter is required in order to be able to measure the filter load. The air mass flow meter must always be installed between the air filter and the turbocharger/intake manifold, upstream of any engine vent that may be present.

o The signal of an air mass flow meter that is already installed must not be tapped. o Only air mass flow meters approved by T.F. Hudgins are allowed to be used! o The air mass flow meter must be selected on the basis of the intake air mass and the

measuring tube diameter. o In the case of systems with a 24-V on-board supply system, a voltage transformer has

to be used for the voltage supply of the air mass flow meter. Always use the transformer supplied by T.F. Hudgins.

Sensor type Pipe Diameter Ø Maximum Air Mass [kg/h] Bosch 0 280 218 119 50mm 654 Bosch 0 280 218 113 60mm 775 Bosch 0 280 218 087 70mm 1068 Bosch 0 280 218 089 76mm 1245 Bosch 0 281 002 421 82mm 1270 Bosch 0 280 217 801 86mm 1101

Engine Power [KW] Vehicle voltage [V] Filter size [m²]Possible mass air flow meter outer

diameter [mm] 15 - 25 12 1,2 60, 70 30 - 45 12 1,8 60, 70, 80 50 - 70 12 2,7 70, 80, 86, 92 75 - 85 12 3,8 80, 86, 92 85 - 100 24 5,4 80, 86, 92

100 - 135 24 8,1 92

o As the 60 mm type is quite popular you can use them with some kind of adapter for fitting it in pipes up to 75 mm inner diameter. But engine power must be below 88 kW because of measurement range of the device. Also keep in mind that a bottle neck in the air intake can conduct loss of power. Choosing a mass air flow meter with proper diameter would be a better choice any way!

o Try to avoid installing mass air flow meter direct behind any tube bending. o While using 24 V systems you have to use a voltage converter in front of the mass air

flow meter.

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Overview – air mass flow meters

o The maximum engine power output relates only to the air mass flow meter and not to the SMF®-AR system.

o If an air mass flow meter is installed in a vehicle/machine whose engine is not within the measuring range, the ECU detects a fault and the red fault lamp in the Service Unit is activated.

o The air mass flow meter must be selected on the basis of the intake section diameter, taking into account the maximum intake air mass flow.

o Only air mass flow meters approved by T.F. Hudgins are allowed to be installed!

Mass flow rate [kg/h]

HJS item number

Part No. (AMFM)

AMFM Inside Ø

AMFM Outside Ø

Min. Max.

Approx. power output [kW]

93 02 0133 0 280 218 119 50 60 65 430 10 - 70 93 02 0132 0 280 218 113 62 70 105 540 15 – 90 93 02 0130 0 280 218 087 71 80 170 795 25 – 135

93 02 0131 0 280 218 089 78 84 – 86 230 860 35 - 145 93 020134 0 281 002 421 82 92 250 1140 40 - 195

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4.2.7. Air mass flow measurement using an active pressure sensor

Active pressure sensor

o Use of the active pressure sensor enables must greater measurements ranges to be

covered. o The diameter of the nozzle is matched to the power range typically covered by the

filter. o If this power range is exceeded, the sensor still delivers values, but the nozzle

generates a backpressure that rises disproportionately to the air mass flow.

Active pressure sensor dia. [mm] Mass flow rate range [kg/h] HJS part no.

(active pressure sensor)

Inside Ø

Outside Ø, inlet end

Outside Ø, outlet end

Min. Max.

93xxxx 52 55 55 60 500 (90 kW) 93xxxx 57 60 60 75 600 (100 kW) 93xxxx 67 70 70 90 900 (155 kW) 93xxxx tbd tbd tbd tbd tbd

Photo of the active pressure sensor

Alternatively, an active pressure sensor can be used instead of the air mass flow meter.

Technical description

o The active pressure sensor uses the pressure differences in a Venturi nozzle to measure the exhaust-gas volumetric flow or the mass flow that flows through this nozzle.

o The nozzle is designated as the primary element and the pressure sensor with evaluation electronics as the secondary element.

o The sensor communicates with the ECU via the CAN bus. o To convert the exhaust-gas volumetric flow to a mass flow, the temperature in the

exhaust-gas flow is measured in the immediate vicinity of the sensor.

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Installing the primary element (Venturi nozzle)

o The primary element, the Venturi nozzle, is available in different diameters. The diameters of the nozzles correlate to the diameters of the filter outlet pipe work.

o The nozzle must be installed downstream of the DPF® in the outlet pipe of the filter. o When installing the primary element, make sure you observe the direction of flow,

which is marked by an arrow on the primary element. The pressure measurement connections must be positioned such that any condensation that forms can flow back into the pipe.

o The temperature sensor must always be positioned downstream of the measuring element and an appropriate weld-in sleeve is provided on the primary element for this purpose.

o A straight section of pipe at least as long as the diameter of the pipe must be left upstream and downstream of the sensor to allow the flow to calm down.

o The primary element can be installed anywhere as long as you make sure that no condensation can flow into the measuring hoses.

o Before you install, note down the k-value embossed on the sensor, because you will have to enter it in the diagnostics software at a later point.

o The active pressure sensor can be shortened up to the markings made on the pipe. Deburr the cuts thoroughly.

o If you weld-in the sensor, make sure that you do not burn through to and leave weld material on the inside of the pipe, because this would falsify the measurement result and would have to be ground down.

Installing the secondary element (pressure sensor with evaluation circuitry)

o The secondary element must always be installed with the measurement connections pointing downwards in order to allow any condensation that arises to flow off.

o Secure the sensor to a vertical wall with the aid of two M6 bolts. Tightened the bolts to 15 Nm.

o After pushing on the connector, lock it in position by completely sliding in the yellow slide.

o Secure the cable connected to the connector somewhere close to the sensor in such a way that no strain caused by the cable acts on the sensor.

o Likewise, secure the measuring hoses upstream of the sensor so that no strain or force of any kind can be transferred to the sensor.

o Align the hose clamps that must be used to secure the hoses to the sensor such that the clamps sit at the side of the hose in order avoid a collision with the surface to which the sensor is bolted.

Configuring the ECU for the active pressure sensor

o In step 1 of system configuration, select the active pressure sensor as the air mass flow meter.

o A new input window then opens in which you can enter the K factor that is embossed on the primary element.

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Training Seminar


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5. ECU Diagnostics Software

5.1. Prerequisites for using the ECU diagnostics software

PC o Compatible with all versions of Windows as of Windows XP o Minimum screen resolution: 1024x768

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Diagnostics cable from T.F. Hudgins (all hardware releases)

o USB o Serial

USB-serial adapter

o Adapters from the following manufacturers have already been tested:

Conrad Elektronik Digitus

Software

o Microsoft .Net Framework 3.5

5.2. Installing the ECU diagnostics software

Step 1: Install Microsoft .Net Framwork Step 2: Install the ECU diagnostics software

5.3. ECU diagnostics software – first steps

Select the language Set the port Select the path for temporary files Enter the activation key

5.4. Start screen

1 2 3

4 5

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Diagnostics / Maintenance (1)

o The "Diagnostics" module enables you to analyse all aspects of the system's behaviour.

o The "Maintenance" module lets you confirm that a filter cleaning operation or additive service has been carried out.

Measured Data Evaluation (2)

o The "Measured Data Evaluation" module lets you read and evaluate the system data stored in the ECU. You can also evaluate data stored on the PC.

Read Out All Data (3)

o By clicking the "Data From File" button, you can retrieve and evaluate data stored on the PC.

o The "Load Data From ECU" button enables you to load the measured data from the ECU connected. The vehicle's ignition must be switched on for this function. This procedure can take up to 15 minutes.

Applications (4)

o The "Applications" module is required for setting up modular DPF® systems.

Settings (5) o The following points can be set in the "Settings" menu:

Port Language Path for temporary files Activation key Information

6. Configuration and Putting Into Operation

6.1. Configuring the ECU

You draw up the characteristic curve of the tank and the configuration file for programming the ECU with the aid of the wizards that can be found in the "Applications" menu.

You do this by entering the system-specific data and the machine-specific data in the respective wizard.

Once you have finished configuring the ECU, a report is compiled. You have programmed the ECU correctly if this report is compiled without any errors. The report must then be archived with the remaining documentation.

6.2. Drawing up the tank characteristic curve

Comments: To draw up a tank characteristic curve on a machine, the tank has to be drained first. You

then re-enter the defined filling quantities into the tank step by step. Maximum tank capacity: 650 liters

Select reference points 3 – 15

o The reference points define the various measuring points at which the additive level is measured when filling the tank. The number of reference points must be adjusted in line with the maximum capacity of the tank.

o The increment between reference points should range between 3% and 10% of the maximum tank capacity. If you select too large an increment, this can lead to inaccuracies in additive dosing.

Training Seminar


Example of setting the tank capacity and reference points o Max. tank capacity: 30 litres o > No. of reference points: 7 o Increment: 5 litres => O.K.! o Max. tank capacity: 100 litres o > No. of reference points: 11 o > Increment: 10 litres => O.K.!

Example of a good tank characteristic

o The characteristic curve of the tank must rise or fall continuously.

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Example of a bad tank characteristic

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Training Seminar


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6.3. Checklist and Putting Into Operation

Cable harness

Check all plug connections of the cable harness are properly connected. Check all cables to ensure they are not rubbing against anything (e.g. the body of the

vehicle). Check the insulation on the cable harness (short-circuit-proof). Check the fuses.

6.4. Connection fuel level sensor

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6.4.1. Cable lengths

Display o maximum cable length: 5 meters o Extension possible, however, only with adapter cable from T.F. Hudgins with active

signal amplifier

Fuse carrier o Cable length of fuse carrier to clamp 30 must not exceed a maximum of 0.3 meters

ECU o Cable length of ECU to clamp 30 has to be kept as short as possible.

Extension cord for heater

o Only an extension cord provided by T.F. Hudgins must be used to extend the electrical supply line for the heater of the filter system.

o Only one extension is allowed to use.

Mass air flow sensor o Cables on the cable harness of T.F. Hudgins which are used for the connection of the

mass air flow sensor must not be extended!

General o For maximum cable lengths please note the installation guidelines. o In order to extend the cable harness of the SMF-AR modular system, solely the

extension cords provided by T.F. Hudgins must be used. o Use only one extension at a time! o The signalling cables on the cable harness may not be extended at all! o To connect the cables either the appropriate connector has to be used or a crimp-

shrink connection with an approved crimping tool.

6.4.2. Fuses Clamp 30: 10 A Clamp 15 (fuse on vehicle side ) 10 A Power supply clamp 30 for heater : 100 A

Maximum distance of fuse carrier to battery: 0.3 meters

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Additive system

Check the tank is fixed securely and properly installed. Check the additive pump and additive filter and check that all additive hose lines are free

of kinks, fixed securely, are not rubbing against anything and are tight. Check the additive line is properly connected to the fuel return line. Check whether the additive tank is full (read the hazard warnings concerning the additive).

Filter unit

Check the temperature sensor is properly connected to the filter. Check the differential pressure hoses are properly connected to the filter. Check the hoses are properly connected to the differential pressure sensor.

o Check the pressure measuring point upstream of the filter is connected to "HI" on the differential pressure sensor.

o Check the pressure measuring point downstream of the filter is connected to "REF" on the differential pressure sensor.

Check the pressure hoses are free of kinks and are properly connected to the differential pressure sensor.

Check the pressure hoses are installed with a constant downward gradient from the pressure sensor to the measuring point.

Check the filter is fixed securely to the cross member and the cross member to the counterweight.

Check the pipe work is properly connected. Check the grounding strap is properly connected to the filter and vehicle. Check the relevant stickers are affixed in the engine compartment (additive) and at the

driver's/operator's console. ECU

Check the ECU is fixed securely and properly installed in the vehicle. Check the connector on the ECU is properly connected.

Checking the fault memory

Connect the diagnostics cable. Switch on the ignition; the indicator lamps must light up for approx. 10 seconds every time

you switch on the ignition (check that they do). The time lag lasting approx. 2 minutes must expire before you can check again.

The additive line is vented the first time the ignition is switched on after the system has been installed.

Start the diagnostics program. Connect to the ECU. Open the faults page. Execute the "Delete Fault Memory" command. If faults are present, see prompted troubleshooting instructions. Start the engine. Execute the "10 Dosing Pulses" command, listen for audible confirmation of the pulses

and observe the measured values to make sure the pulses are being sent. Execute the "Start Regeneration" command. Check the measured values for "Actual Heater Output A" and "Actual Heater Output B"

(must be between 480 and 570 W). Check the engine speed (at idle speed = approx. 900 rpm). Check the differential pressure value (at idle speed = 0 – 10 mbar). Rev the engine up to its governed (max. no-load) speed. Check the engine speed value (should correspond to governed speed of engine).

Purpose: to check the speed factor. Check the differential pressure value (higher at governed speed than at idle speed). Check the tank level.

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Check the actual/specified levels of the additive. Go to faults page. Read out the faults. Stop the connection. Switch off the engine and ignition. Disconnect the diagnostics cable. Push the dummy plug onto the diagnostics cable. If possible/necessary, read out the engine control unit and check for faults.

7. Operating a SMF®-AR system

7.1. Functional description of the Service Unit

Lamp test o As a self-test of the system, the two indicator lamps are illuminated for approx.

10 seconds when the ignition is switched on. If one or both of these indicator lamps doesn't light up during this test, there is a fault in the system.

o If a warning tone is emitted (warning buzzer, terminal 15), qualified staff must perform troubleshooting.

Yellow indicator lamp flashing (carry out regeneration run)

o If the vehicle/machinery is being operated under conditions that are unfavourable for the SMF®-AR system, the system may possibly not be able to fully regenerate.

o Hold the engine at maximum speed for approx. 10 minutes in order to trigger regeneration.

Yellow indicator lamp lit constantly (automatic regeneration during operation)

o When automatic regeneration is being performed, the machine must not be switched off. Normal working operation should be continued until the yellow indicator lamp goes out.

Red indicator lamp lit constantly (fault in SMF®-AR system)

o A fault has arisen or the system has failed. o In this case, take the vehicle/machinery to a specialist workshop to have the system

checked in accordance with the fault analysis list compiled by T.F. Hudgins and repaired.

Red indicator lamp flashing (serious fault in SMF®-AR system)

o A serious fault has arisen or the system has failed. o In this case, take the vehicle/machinery immediately to a specialist workshop to have

the system checked in accordance with the fault analysis list compiled by T.F. Hudgins and repaired.

7.2. Checking the exhaust-gas after treatment system

The SMF®-AR system must be checked after every 10 operating hours for visible signs of damage and defects.

Training Seminar


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8. Maintaining a SMF®-AR system

8.1. General information

The ECU controls and monitors the SMF®-AR system. The red indicator lamp comes on

whenever scheduled maintenance work is due to be carried out. If the Service Unit is being used, the maintenance fault code is also displayed.

All maintenance work on the SMF®-AR system must be carried out in accordance

with the T.F. Hudgins Maintenance Manual.

A distinction is made between the following types of maintenance work: o Filter system maintenance o Additive system maintenance

A commercially available PC with the ECU diagnostics software installed on it and a

readout cable from T.F. Hudgins are required to acknowledge the performance of maintenance work.

8.2. Additional parts required for maintenance

Filter module maintenance

o Gaskets for the filter housing and inlet and outlet modules

Comment: o The gaskets of SMF®-AR systems are allowed to be used only once and must be

replaced every time the parts they seal are disassembled. o A lubricating metal must be used when assembling the tensioning straps.

Additive dosing system maintenance o Additive o Additive filter, incl. installation materials

Comment: o Only additive from T.F. Hudgins is allowed to be used!

8.3. Filter module maintenance

Requirements for filter cleaning o Cleaning facility (washing station) with oil separator o Industrial high-pressure cleaner o New gaskets and installation materials for the filter o Cleaning cover for fixing the filter in place while cleaning it with the high-pressure

cleaner

Requirements for the high-pressure cleaner o High-pressure cleaner o Max. pressure of 150 bar o Hot or cold water

Training Seminar

Topic: SMF®

-AR for mining equipment.

nozzle to a wide jet of water.

e entire cleaning process. national cleaning and waste di

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Parameters he

o Observe the sposal retry.

fective SMF filter

th great care. o If you don't handle it with care, e.g. you use too high a water pressure or the wrong

ith a water jet, the filter material can be destroyed (see

8.4. Additive dosing system maintenance

Requirements for maintaining the additive dosing system wed to be used!)

o Set to The minimum clearance between the nozzle and the filter must be no less than 15 cm

throughout thgulations applicable in your

couno Reinstall the filter module and replace all gaskets.

Photo of a de ®

o When cleaning the sintered metal filter, handle it wi

nozzle setting when cleaning wnext photo).

o Additive (only additive from T.F. Hudgins is alloo Additive filter o Installation materials

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roubleshooting and Evaluating ECU Data

Acquisition refers to the recording and saving of the operating data of the SMF®-AR orded every 20 seconds as an AVG (average), MIN

Faults and events recorded are stored in a data memory (ring memory). an be used for fault analysis purposes.

The fault stack is currently used to display active faults and the time at which old faults

k

8.8. Actual alues

The instantaneous measured values are documented in the Actual Values file when the out.

r

The instantaneous behaviour of the SMF®-AR system is documented in this file. This lets mine whether the red or yellow indicator lamp or status is active.

T

8.5. Acquisition (measured data recorded)

system and machine. The data are recor MAX value.

The acquisition data can be used to generate graphic evaluations and classifications. These evaluations can then be used to monitor e.g. exhaust backpressures and exhaust-gas temperatures.

8.6. Fault memory

These data c

8.7. Fault stack

occurred. Deleting the fault memory

o Executing the "Delete Fault Memory" command leads to the content of the fault stacis being reset.

o Those entries already saved remain stored in the fault memory.

v

ECU is read o This information is necessary for evaluating the instantaneous operating state and fo

troubleshooting. The Actual Values file also provides information on the current programming and

configuration of the ECU.

8.9. Behaviour

you deter

Training Seminar


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. Troubleshooting With the SMF®-AR System

ailed troubleshooting.

ory.

Fault name Description

9 Each fault is assigned a dedicated fault number. The fault analysis list enables you to carry out det Read out the ECU. Rectify the fault Delete the fault mem

Faultnumber 1 Fault: Tank sensor signal nk signal available No evaluable ta

2 Fault: Tank sensor signal nal available No evaluable tank sig

3 Fault: Tank sensor signal No evaluable tank signal available

4 Fault: Air being metered Dosing pump not delivering medium.

service Can also arise shortly after additive

5 Fault: Dosing system Pump cannot be activated



8 Event: Additive on reserve Additive tank level at 10%



11 al lable or evaluable Fault: Tank sensor sign Tank sensor signal not avai

12 Fault: CAN bus CAN bus signal not available or implausible

13 Event: Emergency regeneration sted No fault; load too high, regeneration run reque

14 Event: Filter load r regeneration No fault; ECU has detected filter load ready fo

15 Event: Regeneration interlock No fault; regeneration is temporarily not enabled due to enable criteria

17 Event: DPD

No fault; ECU detects operating situation in which regeneration can probably not be carried out and interlocks regeneration

18 Fault: Heater Heater cannot be switched on or heater current is too high or low

19 Fault: No datafield No suitable configuration available (if you forget to configure the ECU)

20 Event: Filter load eration No fault; ECU has detected filter load ready for regen

21 SMF®-AR systems: Pressure sensor event

22 No fault; regeneration is active Event: Regeneration

23 Event: Monitoring averaging o fault; ECU function CRT system N

24 Event: Filter load No fault; ECU has detected filter load ready for regeneration




28 Fault: EGR EGR cannot be activated; for customised, vehicle-specific systems only

29 Fault: Filter damaged Filter has been removed or is defective

30 Fault: Sensors (differential-

ensor) ressure sensor pressure/temperature s Faulty pressure, temperature or active p

31 ensor Differential pressure sensor out of calibrated range Fault: Differential pressure s

32 Fault: Air mass flow meter sensor No plausible signal from air mass flow sensor

33 Fault: T sensor No plausible signal from temperature sensor

34 Fault: T sensor No plausible signal from temperature sensor

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aged 36 Fault: Filter dam Filter has been removed or is defective

37 Fault: Filter pressure too high ond warning Differential pressure of filter has exceeded sec

threshold

38 Fault: Filter pressure high Differential pressure of filter has exceeded first warning threshold

39 Fault: Short circuit Short circuit in sensor power supply

42 - Not assigned

43 Event: Filter load No fault; ECU has detected filter load ready for regeneration

44 Event: Filter maintenance must be cleaned to remove ash No fault; filter

47 Event: Login No fault; ECU is connected to a diagnostics tester

48 Fault: Operating profile ble Regeneration is temporarily not enabled due to ena

criteria or faults

49 Event: Regeneration suppression ; No fault; for customised, vehicle-specific systems only

driver has suppressed a regeneration request

50 Event: Dosing No fault; ECU has detected filling of tank and dosed additive

51 Event: Dosing No fault; ECU has detected filling of fuel tank and dosed additive

52 Event: Series of measurements No fault; ECU is calibrating sensors connected

53 Fault: Red fault lamp lamp cannot be activated Red fault

54 Fault: Yellow indicator lamp Yellow fault lamp cannot be activated

56 Fault: Temperature high CRT fault

57 Fault: Temperature too high CRT fault

58 Fault: Engine running detection eiving contradictory signals and is not able to tect engine running

ECU is recreliably de

59 Event: Load stable No fault; filter load detected

60 Event: Regeneration log No fault; storing marginal data of a regeneration

61 Event: order No fault; command sent from tester to ECU



Training Seminar

Topic: SMF -AR for mining equipment.

®

SMF®-AR

No. Description Possible Cause of Fault Test Fault Rectification

1) Short circuit to ground 1) Test wires to ground. Disconnect connectors from ECU and tank sensor

1) Test wire and repair if necessary.

2) Tank sensor short-circuited to ground 2) Check tank sensor 2) Repair tank sensor in acc. w. manufacturer's specifications

3) Open circuit in wiring 3) Disconnect connectors from ECU and tank sensor and check wire for continuity

3) Test wire and repair if necessary. x 1 Fault: Tank sensor signal

4) Loose contact or poor contact at connector for tank sensor signal from vehicle

4) Check connectors/wiring of tank sensor

4) Replace plug connectors if necessary.

1) Short circuit to ground 1) Test wires to ground. Disconnect connectors from ECU and tank sensor


2) Tank sensor short-circuited to ground 2) Check tank sensor 2) Repair tank sensor in acc. w. manufacturer's specifications


3) Test wire and repair if necessary. x 2 Fault: Tank sensor signal




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1) Short circuit to ground 1) Test wires to ground. Disconnect

connectors from ECU and tank sensor


2) Tank sensor short-circuited to ground 2) Check tank sensor 2) Repair tank sensor in acc. with manufacturer's specifications



x

3 Fault: Tank sensor signal




1) Additive tank empty 1) Check fill level of additive tank 1) Top up additive and vent line (using ECU diagnostics software or ServiceCheck)

2) Supply line between tank and pump defective

2) Check lines between additive tank, additive filter and dosing pump

2) Check line and filter and repair if necessary. Top up additive and vent lines (using ECU diagnostics software or ServiceCheck)

x 4 Fault:

Air metered

3) Fault in ECU 3) Ascertain serial number and software/configuration versions and contact T.F. Hudgins

3) Replace ECU if necessary.

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1) Short circuit in dosing wire 1) Check wires between ECU and

dosing pump for continuity 1) Test wire and repair if necessary.

2) Short circuit in pump 2) Connect replacement pump, implement 30 dosing pulses and check whether fault still present

2) Install new dosing pump

1) Electrical defect in pump 1) Check resistance of dosing pump.With a 12V dosing pump, resistance must be between 4 and 7 ohms. With a 24V dosing pump, resistance must be between 17 and 25 ohms. Implement dosing pulses manually by means of ECU diagnostics software (min. 30 pulses) and check dosing pump is functioning properly.

1) Replace dosing pump if necessary.

x

5 Fault: Dosing system

3) Fault in ECU 3) Ascertain serial number and software/configuration versions and contact T.F. Hudgins


1) Additive line from pump to T-piece has blockage

1) Check whether line from pump to T-pieces is blocked

1) Check line and repair if blocked

2) Additive pump defective 2) Remove connecting hose between additive pump and T-piece on pump. Make sure additive is delivered by dosing manually by means of ECU

2) If no additive is delivered, replace pump

x 6 Fault: Dosing system

3) Additive pump connected to fuel supply line

3) Connect dosing pump to fuel return line

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1) Electrical defect in pump 1) Implement dosing pulses manually by means of ECU diagnostics software (min. 30 pulses) and check dosing pump is functioning properly

1) Replace dosing pump if necessary. x

7 Fault: Dosing system

2) Try using an incorrect dosing pump (12V instead of 24V, or vice versa)

2) Check on-board power supply system and compare with dosing pump used


x 8 Event: Additive on reserve Additive tank is almost empty Visual check on additive level in

additive tank Carry out maintenance work as described in User's Manual

1) Electrical defect in pump 1) Check resistance of dosing pump.With a 12V dosing pump, resistance must be between 4 and 7 ohms. With a 24V dosing pump, resistance must be between 17 and 25 ohms. Implement dosing pulses manually by means of ECU diagnostics software (min. 30 pulses) and check dosing pump is functioning properly.


x 9 Fault: Dosing system

2) ECU defective 2) Ascertain serial number and software/configuration versions and contact T.F. Hudgins


1) Fault in wiring to dosing pump 1) Check wires between ECU and dosing pump for continuity


x 10 Fault: Dosing system 2) Defective dosing pump 2) Check dosing pump for continuity

using multimeter 2) If no continuity, replace dosing pump

Date: 05.02.2013 of 65

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1) Short circuit to ground 1) Test wires to ground. Disconnect

connectors from ECU and tank sensor


2) Tank sensor short-circuited to ground 2) Check tank sensor 2) Repair tank sensor in acc. with manufacturer's specifications



x

11 Fault: Tank sensor signal




x 12 Fault: CAN bus

1) Contact problems/short circuit/open circuit in CAN bus connection from vehicle to ECU. Wiring faulty: CAN high/CAN low mistakenly swapped over (pin 66 yellow/white and pin 86 yellow)

1) Check connection between ECU and CAN terminal, including plug connection 2) Check plausibility of actual values. Speed and/or tank level depending on system

1) Test wire and connector and repair if necessary.

x 13 Event:

Emergency regeneration

Filter monitoring event No fault

x 14 Event:

Filter load


x 15 Event:

Regeneration interlock


x 17 Event: DPD


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1) On-board supply voltage low 1) Check on-board supply voltage; if necessary. Carry out manual regeneration (24-hour password is required for ECU software version 0.10.173 and lower) and monitor operating voltage at rated speed by means of ECU diagnostics software. Value should not fall below 11.5V/24V

1) Replace battery and/or alternator if necessary. x

18 Fault: Heater

2) Voltage dip in on-board supply system when starting engine (starter)

2) Switch on ignition and check whether fault detected again

2) If on-board supply voltage below 13V when idling at increased revs -> troubleshoot: replace battery and/or alternator if necessary.

x 19 Fault: No datafield

No plausible value / wrong configuration 2) Ascertain serial number and software/configuration versions and contact T.F. Hudgins


x 20 Event:

Filter load


x 21 SMF®-AR systems:

Event: Pressure sensor


x 22 Event:

Regeneration

Filter monitoring event: regeneration is being/has been carried out No fault

x 23 Event:

Monitoring averaging


x 24 Event:

Filter load


Date: 05.02.2013 of 65

Training Seminar


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1) Missing or defective grounding strap 1) Check whether grounding strap is

fitted. Check for good contact to filter and vehicle bodywork

1) Install grounding strap. Check contact resistance to filter and bodywork

2) Heater circuits defective 2) Carry out manual regeneration (24-hour password is required for ECU software version 0.10.173 and lower), monitor heating output and heating current of the two heater circuits at rated speed by means of ECU diagnostics software and check plausibility (current of heaters should be between 28A and 54A with a 12V on-board supply system (33A to 60A with 24V on-board supply system) and roughly the same for both heating circuits)

2) Replace filter module if necessary.

x

25 Fault: Heater

3) Strong electrical interferences (electroplating shop, etc.)

3) Same as 2) 3) Change routing of high-current line between filter and ECU

1) Heater fuse (100A) defective 1) Check fuse and power lead from battery to ECU

1) Replace fuse. If lead is defective, replace cable harness

x 26 Fault: Heater

2) Open circuit/short circuit in heater power lead

2) Check connection between ECU and heater, including plug connection

2) If lead is defective, replace cable harness

Date: 05.02.2013 of 65

Training Seminar


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2) Open circuit/short circuit in heater power lead

1) Check grounding strap at filter. Check power lead between ECU and heater for short circuit and continuity

1) Replace grounding strap and/or power lead if necessary.

x

27 Fault: Heater

2) Defective heater 2) Carry out manual regeneration (24-hour password is required for ECU software version 0.10.173 and lower), monitor heating output and heating current of the two heater circuits at rated speed by means of ECU diagnostics software and check plausibility (current of heaters should be between 28A and 54A with a 12V on-board supply system (33A to 60A with 24V on-board supply system) and roughly the same for both heating circuits)

2) Replace filter module if necessary.

x 28 Fault: EGR

1) Sporadic: term. 15 has loose contact or wire to EGR valve open- or short-circuited

1) Check fuse and wire at term. 15 2) Delete fault memory three times and check whether fault is still present

1) Check wiring for break/oxidisation 2) Replace ECU

Date: 05.02.2013 of 65

Training Seminar


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1) Differential pressure hose connected incorrectly or defective, or Hi line hose blocked

1) Check differential pressure hose:- Check connections at sensor and filter => Hi connection on sensor must be connected to filter inlet. => REF connection must be connected to filter outlet or ambient air - Check hose lines are not blocked

1) Connect hoses correctly and replace if necessary. Check whether pressure values in diagnostics software are plausible (1 mbar to 20 mbar at idle) 2) Clean hose using blow-out gun

x

29 Fault: Filter damaged

2) Filter defective 2) Check filter outlet for traces of soot (particulate matter)

2) Replace filter if necessary.

Date: 05.02.2013 of 65

Training Seminar


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1) Fault in wiring or sensor defective. Possible short circuit or open circuit in temperature sensor

1) Check operation using ECU diagnostics software. A plausible temperature value must be displayed in "Actual Values" tab. If reading for temperature is "short", there is probably a short circuit in wiring. If reading for temperature is "open", there is probably an open circuit (wire break) in wiring. If necessary, check plausibility of temperature sensor resistance using multimeter (200 to 600 ohms)

1) Check wiring for short circuit/open circuit or replace temperature sensor if necessary.

x

30 Fault: Sensors (differential-

pressure/temperature sensor) 2) Fault in wiring or sensor defective. Possible short circuit or open circuit in differential pressure sensor 3) Differential pressure hose Hi blocked

2) Check operation using ECU diagnostics software. A plausible differential pressure value must be displayed in "Actual Values" tab. If reading for differential pressure is "short", there is probably a short circuit in wiring. If reading for differential pressure is "open", there is probably an open circuit (wire break) in wiring. Furthermore, a plausible backpressure (>1 mbar) must be displayed when engine idling, which must increase as revs/load increases 3) Check hose

1) Check wiring for short circuit/open circuit or replace differential pressure sensor if necessary.

x 31 Fault: Differential pressure sensor

Faulty differential pressure sensor Fault must be rectified by specialist workshop within 500 km

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Training Seminar


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Date: 05.02.2013 of 65

x

32 Fault: Air mass flow meter sensor

1) Fault in wiring or sensor defective. Possible short circuit or open circuit in air mass flow meter sensor

1) Check operation using ECU diagnostics software. A plausible air mass flow value must be displayed in "Actual Values" tab. If reading for air mass flow is "short", there is probably a short circuit in wiring. If reading for air mass flow is "open", there is probably an open circuit (wire break) in wiring. Furthermore, a plausible air mass flow (>0 kg/h) must be displayed when engine idling, which must increase as revs/load increases

1) Check wiring for short circuit/open circuit or replace air mass flow sensor if necessary.

x 33 Fault: T sensor

1) Incorrect installation position of temperature sensor 2) If fault occurs sporadically, it may possibly be owing to operating profile

1) Check installation of temperature sensor 2) -

1) Adjust installation position if necessary. 2) -

x 34 Fault: T sensor

1) Incorrect installation position of temperature sensor 2) If fault occurs sporadically, it may possibly be owing to operating profile

1) Check installation of temperature sensor 2) -

1) Adjust installation position if necessary. 2)-

Training Seminar


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Date: 05.02.2013 of 65

1) Differential pressure hoses connected incorrectly or defective

1) Check differential pressure hose:- Check connections at sensor and filter => Hi connection on sensor must be connected to filter inlet. => REF connection must be connected to filter outlet - Check hose lines are not blocked

1) Connect hoses correctly and replace if necessary. Check whether measured values in diagnostics software are plausible

2) Filter defective 2) Check values using ECU diagnostics software. A plausible backpressure (>1 mbar) must be displayed under "Actual Values" when engine idling. Actions: measure opacity, remove filter in acc. w. installation instructions, visually inspect filter for damage and check inside tailpipe for traces of smoke

2) Remove filter, check and replace if necessary.

x

36 Fault: Filter damaged

3) Engine running detection cable not connected to D+ but to term. 15

3) Check wiring 3) Change wiring

x 37 Fault: Filter pressure too high

Differential pressure of filter too high Ready out all measured data from HJS ECU and then have filter serviced

Ready out all measured data from HJS ECU and then have filter serviced

Training Seminar


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x

38 Fault: Filter pressure high

Differential pressure of filter high Vehicle can continue to be operated, but appointment must be made for filter to be serviced. "Fault 37" message will be displayed soon

Ready out all measured data from ECU and then have filter serviced

x 39 Fault: Short circuit

Short circuit in 5V supply of differential pressure sensor or air mass flow sensor or diagnostics cable.

Check entire wiring for short circuit Connect wires correctly and replace if necessary.

x 42 -

Internal event of ECU No fault

x 43 Event:

Filter load


x 44 Event: Filter maintenance

Filter requires servicing After no more than 500 km or 10 operating hours, vehicle must be taken to specialist workshop in order to have filter serviced

Carry out filter service

x 47 Event: Login Internal event of ECU No fault

x 48 Fault: Operating profile

1) Operating profile not enough to be able to trigger electric regeneration. This can be promoted by stop and go traffic or by on-board supply voltage being too low

1) Take vehicle for regeneration run.When yellow indicator lamp flashes, regeneration run must be carried out as described in User's Manual

x 49 Event:

Regeneration suppression

ECU event. Regeneration suppression has been actuated by driver (function not available with all SMF®-AR systems No fault

Date: 05.02.2013 of 65

Training Seminar


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x

50 Event: Dosing

ECU event. Change in tank sensor signal detected No fault

x 51 Event: Dosing

ECU event. Additive dosing has been conducted by ECU No fault

x 52 Event:

Series of measurements:

Internal event of ECU No fault

1) Short circuit or open circuit in wiring of red fault lamp

1) Check lamp self-test following system start (term. 15 activation).


2) Short circuit or open circuit in wiring of red fault lamp

2) Check wire from ECU to red fault lamp for continuity and short circuit using multimeter


3) Lamp 'bulb' defective 3) Check lamp 'bulb' for continuity using multimeter

3) Replace lamp 'bulb' if necessary.

x 53 Fault:

Red fault lamp

4) Faulty connection to ground 4) Check ground pins/contacts

1) Short circuit or open circuit in wiring of yellow indicator lamp

1) Check lamp test following system start (term. 15 activation)


2) Short circuit or open circuit in wiring of yellow indicator lamp

2) Check wire from ECU to yellow indicator lamp for continuity and short circuit using multimeter


x 54 Fault:

Yellow indicator lamp

3) Lamp 'bulb' defective 3) Check lamp 'bulb' 3) Replace lamp 'bulb' if necessary

x 56 Fault: Temperature high

Temperature of filter high Vehicle can continue to be operated, but appointment must be made for filter to be serviced. "Fault 57" message will be displayed soon

Have the filter serviced

x 57 Fault: Temperature too high Temperature of filter too high Have the filter serviced Have the filter serviced

Date: 05.02.2013 of 65

Training Seminar


x

58 Fault:

Engine running detection

Speed signal or D+ signal not active or pressure sensor defective

Check engine running detection connection (D+ /term. W) as described in User's Manual

Connect wires correctly and replace if necessary.

x 59 Event:

Load stable


x 60 Event:

Regeneration log

Filter monitoring event: regeneration is being/has been carried out No fault

x 61 Event: order Internal event of ECU No fault



Date: 05.02.2013 of 65

Training Seminar

Topic: Modular SMF®-AR for industrial trucks

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Training Seminar on SMF®-AR for - Spinner II

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Transcript of Training Seminar on SMF®-AR for - Spinner II