All sensors must be of the proper type and continuously monitor vehicular and environmental conditions, so the MCM can react to changing situations.
The OEM is responsible for installing the sensors listed in this table. Factory-installed Sensors The sensors integrated into the factory-installed Engine Harness are listed below.League of legends crash dump fix
Crankshaft Position CKP sensor Senses crankshaft position and engine speed for functions such as fuel control strategy.
DPF outlet pressure sensor Sensor measures pressure on the outlet of the after-treatment device in the exhaust system of the vehicle. Located after the DPF that is within the aftertreatment device. DPF outlet temperature sensor Temperature measured at the outlet of the after-treatment system that is installed within the exhaust system of the vehicle. Diesel Oxidation Catalyst DOC inlet temperature sensor Temperature measured at the inlet of the aftertreatment device in the exhaust system of the vehicle.
Located before the DOC that is within the aftertreatment device. Used for EGR system diagnosis. Engine Coolant Temperature ECT sensor Senses coolant temperature for functions such as engine protection, fan control and engine fueling. Engine Oil Temperature EOT sensor Senses oil temperature for functions such as reducing variation in fuel injection and fan control.
Fuel compensation pressure sensor Compensates fuel line pressure. Fuel rail pressure sensor Senses high pressure fuel in the fuel rail Intake Manifold Pressure IMP sensor Senses turbocharger boost for functions such as smoke control and engine protection. Low pressure fuel sensor Senses pressure in the low pressure fuel circuit Supply fuel temperature sensor Senses fuel temperature for functions such as engine fueling. Turbocharger compressor temperature out sensor Senses turbocharger out air temperature.Meeting unione mondiale marocchini allestero. partecipano il
OEM-installed Sensors All sensors must be of the proper type and continuously monitor vehicular and environmental conditions, so the MCM can react to changing situations. Turbocharger compressor inlet temperature sensor Senses the temperature of the turbocharger compressor inlet. Leave a Reply Cancel reply Your email address will not be published. Comment Name Email Website. Senses crankshaft position and engine speed for functions such as fuel control strategy.
Sensor measures pressure on the outlet of the after-treatment device in the exhaust system of the vehicle. Temperature measured at the outlet of the after-treatment system that is installed within the exhaust system of the vehicle.
Temperature measured at the inlet of the aftertreatment device in the exhaust system of the vehicle. Temperature measured between the DOC and the DPF in the aftertreatment assembly located in the exhaust system of the vehicle.
Senses coolant temperature for functions such as engine protection, fan control and engine fueling.
All 1 Box Sensor Locations
Senses gallery oil pressure for functions such as engine protection. Senses oil temperature for functions such as reducing variation in fuel injection and fan control. Senses turbocharger boost for functions such as smoke control and engine protection. Senses ambient air temperature specifically for the ambient air temperature override disable feature or for Optimized Idle OI. Senses vehicle speed for cruise control and vehicle speed limiting.Diesel particulate filters operate by trapping soot particles from the engine exhaust, preventing them from reaching the environment.
Unlike a catalytic converter which is designed to reduce gas-phase emissions flowing through the catalyst, the particulate filter is designed to trap and retain the solid particles until the particles can be oxidized or burned in the DPF itself, through a process called regeneration. The ends of the filter, plugged in a checkerboard pattern, force the soot-containing exhaust to flow through the porous filter walls. While the exhaust gas can flow through the walls, the soot particles are trapped within the filter pores and in a layer on top of the channel walls.
The honeycomb design provides a large filtration area while minimizing pressure losses, and has become the standard, so-called wall-flow filter for most diesel exhaust filtration applications. Ceramic materials are widely used for particulate filters, given their good thermal durability, with the most common ceramic materials being: cordierite, silicon carbide, and aluminum titanate.
Figure 1. Diesel particulate filter for heavy-duty vehicle across-section viewing showing filtration processes within several DPF channels band close-up view of particle capture and build-up on the channel walls c.
DPFs contain several hundred channels or cells per square inch cpsiwith the most common being cpsi. Since half of the channels are plugged at the front of the DPF and the other half are plugged at the back of the filter, only half of the filter channels accumulate soot or ash. Due to the high trapping efficiency and DPF cell design, no visible soot or ash should pass through the filter walls.
Black streaks or visible soot in the outlet channels are a sure sign of filter failure.
Basics of Diesel Particulate Filter (DPF) Operation
Soot particles are captured and retained in the DPF through a combination of depth filtration inside the filter pores and surface filtration along the channel walls. Figure 2. Pressure drop evolution with soot accumulation in the DPF showing rapid initial rise in pressure drop due to soot accumulation in the filter pores 1 followed by a gradual increase as soot builds a layer along the walls 2.
The walls of these filters contain a complex network of pores in the range of 10 — 30 micrometers microns in diameter . In a new or clean DPF, the surface of the filter is exposed to the exhaust flow and soot rapidly accumulates in the surface pores. Subsequent soot accumulation in the DPF forms a layer cake layer along the walls of the channel, and results in a slower and more gradual rise in filter pressure drop .
The non-linear response of the DPF to material accumulation complicates the determination of filter soot or ash loading levels based on pressure drop alone.
In order to reduce filter pressure drop due to soot accumulation, the filter is regenerated through a processes the burns off oxidizes the soot. There are two broad categories of regeneration processes, although most commercial applications use some combination of the two. Since these high temperatures generally fo not occur during normal engine operation, a number of strategies are used to actively increase the exhaust temperature .
Active regeneration systems may include the use of a diesel burner to directly heat the exhaust entering the DPF or the use of a diesel oxidation catalyst DOC to oxidize diesel fuel over the catalyst as a means for increasing the DPF temperature. Use of the DOC also requires excess diesel fuel in the exhaust, which may be accomplished through a fuel injector hydrocarbon doser mounted in the exhaust upstream of the DOC, or through late in-cylinder post injection strategies.
Other forms of active regeneration include the use of electrical heating elements, microwaves, or plasma burners. The use of a DOC in combination with some form of exhaust fuel dosing is the most common active regeneration strategy currently used for on- and off-highway applications.There are several soccer prediction sites missing from our selection above, mainly because they did not meet our evaluation criteria.
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DD15 Engine Sensor Descriptions
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