The filter is part of the exhaust, its a particulate filter. Its self cleaning. They do not need to be serviced unless there is a dtc or a problem. Here is a decription of how it works: 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). The differential pressure sensor (DPS) (3) measures the pressure 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 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 or kinks.
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. The exhaust system has been designed to reduce exhaust gas temperatures during regeneration. The exhaust cooler (4) at the end of the tailpipe draws in cooler air as exhaust gases flow through its openings. The cooler air mixes with the warmer exhaust gas, reducing exhaust gas temperatures at the tailpipe outlet.
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.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.
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