Use of non-OEM parts may cause driveability concerns.
The exhaust system carries exhaust gases, treated by the catalytic converter, through a resonator, if
applicable and into the exhaust muffler where exhaust noise is lessened.
In order to secure the exhaust pipe to the exhaust manifold, a flange and seal-joint coupling is utilized.
The exhaust system may utilize a slip-joint coupling design with a clamp and a U-bolt or a flange
connection with a gasket.
Exhaust hangers and rubber insulators help to support the weight of the exhaust pipe along with
insulating any exhaust system vibration, rattle, or noise.
Exhaust hangers also space the exhaust system away from the underbody of the vehicle and allows the
exhaust system to expand as the exhaust system warms up.
Exhaust heat shields are used to protect the body and other components from damage due to the heat
from the exhaust system.
The exhaust system may be comprised of the following components:
Exhaust manifold
Exhaust pipes
Catalytic converters
Exhaust muffler
Exhaust resonator, if equipped
Exhaust tail pipe, if equipped
Exhaust hangers
Exhaust heat shields
Resonator
Some exhaust systems are equipped with a resonator. The resonator, located either before or
after the muffler, allows the use of mufflers with less back pressure. Resonators are used when
vehicle characteristics require specific exhaust tuning.
Catalytic Converter
The catalytic converter is an emission control device added to the engine exhaust system in order
to reduce hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) pollutants
from the exhaust gas.
The catalytic converter is comprised of a ceramic monolith substrate, supported in insulation and
housed within a sheet metal shell. The substrate may be washcoated with 3 noble metals:
Platium (Pt)
Palladium (Pd)
Rhodium (Rh)
The catalyst in the converter is not serviceable.
Diesel Particulate Filter (DPF)
Exhaust Particulate Filter
Exhaust Particulate Filter
The exhaust particulate filter (EPF) captures diesel exhaust gas particulates, preventing their
release into the atmosphere. This is accomplished by forcing particulate-laden exhaust (1)
through a filter substrate of porous cells, which removes the particulates from the exhaust gas.
The exhaust gas enters the filter, but because every other cell of the filter is capped at the
opposite end, the exhaust particulates cannot exit the cell. Instead, the exhaust gas passes
through the porous walls of the cell leaving the particulates trapped on the cell wall. The cleaned
exhaust gas exits the filter through the adjacent cell. The EPF is capable of reducing more than 90
percent of particulate matter (PM).
Diesel Oxidation Catalyst
The diesel oxidation catalyst (DOC) (7) has two functions. One function is to reduce emissions of
non methane hydro-carbons (NMHC) and carbon monoxide (CO), from the exhaust gases. The
other function is to help start a regeneration event by converting the fuel-rich exhaust gases to
heat. The engine control module (ECM) monitors the functionally of the DOC by determining if the
exhaust gas temperature (EGT) sensor 1 (1) reaches a predetermined temperature during a
regeneration event. The Diesel Particulate Filter (DPF) System Description DOC and the exhaust
particulate filter (EPF) (6) are downstream of the turbocharger, and are two separate components
under the vehicle.
Differential Pressure Sensor (DPS) and Pressure Lines
The difference between the inlet and outlet of the exhaust particulate filter (EPF). When pressure
difference has increased above a calibrated threshold, a high particulate loading condition is
indicated. The ECM will command a regeneration event in order to restore the filter. If the
pressure differential continues to increase across the exhaust filter without a regeneration event,
the ECM will illuminate an EPF lamp or send a message to the driver information center (DIC)
referring the customer to clean the exhaust filter. To clean the exhaust filter the vehicle must be
driven under the conditions necessary for a regeneration to take place. If these lamps and
messages are ignored, the ECM will eventually illuminate the malfunction indicator lamp (MIL) and
revert to Reduced Engine Power which will require the vehicle to be serviced. The DPS sensor
provides a voltage signal to the ECM on a signal circuit relative to the pressure differential
changes in the EPF. The ECM converts the signal voltage input to a pressure value. The DPS
pressure lines (2) are connected before and after the EPF. To provide the pressure sensor with
accurate back pressure measurements, the DPS pressure lines should have a continuous
downward gradient without any sharp bends.
Exhaust Gas Temperature Sensors
The ECM uses two exhaust gas temperature (EGT) sensors to measure the temperature of the
exhaust gases at the inlet and outlet of the exhaust particulate filter (EPF). The EGT sensors are
variable resistors, when the EGT sensors are cold, the sensor resistance is low, and as the
temperature increases, the sensor resistance increases. When sensor resistance is high, the ECM
detects a high voltage on the signal circuit. When sensor resistance is low, the ECM detects a
lower voltage on the signal circuit. Proper EGTs at the inlet and outlet of the EPF are crucial for
proper operation and for initiating the regeneration process. A temperature that is too high in the
EPF will cause the EPF substrate to melt or crack. The ECM monitors the temperatures at the EPF
inlet and outlet to regulate EPF temperatures.
Normal Regeneration
Regeneration is the process of removing the captured particulates through incineration within the
exhaust particulate filer (EPF). Elevated temperatures are created in the diesel oxidation catalyst
(DOC) through a calibrated strategy in the engine control system. Regeneration occurs when the
ECM calculates that the particulate level in the filter has reached a calibrated threshold using a
number of different factors, including engine run time, distance traveled, fuel used since the last
regeneration, and the exhaust differential pressure. In general, the vehicle will need to be
operating continuously at speeds above 48 km/h (30 mph) for approximately 20-30 minutes for a
full and effective regeneration to complete. During regeneration the exhaust gases reach
temperatures above 550°C (1,022°F). The ECM monitors the EGT sensors during regeneration. If
the sensors indicate that regeneration temperatures are exceeding a calibrated threshold,
regeneration will be temporally suspended until the sensors return to a normal temperature. If
EGT temperatures fall below a normal calibrated threshold, regeneration will be terminated and a
corresponding DTC should set. If a regeneration event is interrupted for any reason, it will
continue, including the next key cycle, when the conditions are met for regeneration enablement.
Normal regeneration is transparent to the customer.
Service Regeneration
A scan tool is an essential tool that is required for service regeneration. Commanding a service
regeneration is accomplished using the output control function. The vehicle will need to be parked
outside the facility and away from nearby objects, such as other vehicles and buildings, due to the
elevated exhaust gas temperature at the tail pipe during regeneration. The service regeneration
can be terminated by applying the brake pedal, commanding service regeneration OFF using the
scan tool, or disconnecting the scan tool from the vehicle.
Regeneration Process
A number of engine components are required to function together for the regeneration process to
be performed. These components are the fuel injectors, turbocharger, IA valve, fuel pressure
control, and the intake air heater (IAH). The regeneration process consists of several stages:
Warming up the diesel oxidation catalyst (DOC) to 350°C (662°F) by performing the following:
Reducing air flow with the intake air valve
Increasing or decreasing boost pressure with the turbocharger, depending on engine load
Elevating the engine speed
Reduce fuel rail pressure
Retard fuel injection timing
Add late fuel injection pulses. The added fuel is not combusted but is oxidized by the DOC
and exhaust particulate filter (EPF) to create heat.
Ash Loading
Ash is a non-combustible by product from normal oil consumption. Low Ash content engine oil
(CJ-4 API) is required for vehicles with the exhaust particulate filter (EPF) system. Ash
accumulation in the EPF will eventually cause a restriction in particulate filter. Regeneration will
not burn off the ash, only particulate matter is burned off. An ash loaded EPF will need to be
removed from the vehicle and cleaned or replaced.
Muffler
Muffler
The exhaust muffler reduces the noise levels of the engine exhaust by the use of tuning tubes.
The tuning tubes create channels inside the exhaust muffler that lower the sound levels created
by the combustion of the engine.