P EAS-2 (D342) : Ower Supply and Earth of Unit

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POWER SUPPLY AND EARTH OF EAS-2 UNIT (D342)
A Electronic unit connection point
B Description of connection point
C Reading at connection point

(Ubat = battery voltage)
D Measuring unit
E Explanatory notes (if applicable)
F 'X' mark indicates that additional

information is available in
'Technical data'
AB C D E F
1 Power Ubat VDC

supply
before
contact
2 Power Ubat VDC
supply
before
contact 36 30 3 1
3 Earth for <0.5 VDC Voltage loss 29 4
electronic measurement 22
unit with as many 15 9 8 6
consumers
as possible i4 00 706
switched on 6
4 Electronic <0.5 VDC Voltage loss

unit earth measurement
with as many
consumers
as possible
switched on
9 Power Ubat VDC
supply
after
contact
M022477 - 29/08/2007
This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this information may change daily.
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or components
of another series, with another chassis number and/or of another date.
https://eportal.daf.com/rap/Rapido/index.aspx?aid=2&cid=RapApp 9.7.2013
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CAN CONNECTION, EAS-2 UNIT (D342)

D Measuring unit
F 'X' mark indicates that additional

information is available in
'Technical data'
A B CD E F
7 V-CAN1-L VDC CAN signal

communication in
connection accordance
with ISO
11898
8 V-CAN1-H VDC CAN signal
communication in
connection accordance 36 30 3 1
with ISO
11898
29 4
22
12 EAS-CAN2-L VDC CAN signal X 15 9 8 6
communication in
connection accordance i4 00 706
with ISO 6
11898
13 EAS-CAN2-H VDC CAN signal X
communication in
connection accordance
with ISO
11898
EAS-CAN terminating resistance ±120 Ω (1)

(1) Check the resistance by measuring at connection points 12 and 13 of the
electronic unit.
M022478 - 29/08/2007
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or components
of another series, with another chassis number and/or of another date.
Print Page 1 of 2
EAS-2 CAN
EAS-2 CAN
Data transmission standard SAE J1939
CAN bus compliant with ISO 11898
Data transmission rate 250 kBaud
Values of terminating resistors ± 120 Ω
Resistance values in EAS-2 CAN
Minimum Nominal Maximum
54 Ω 60 Ω 66 Ω
◾ Resistance measured between CAN-H and

CAN-L.
◾ Before measuring the resistance, remove the
battery earth lead.
RESISTANCE VALUES CAN-H AND CAN-L RELATIVE TO
EARTH
Resistance values in EAS-2 CAN
Minimum Nominal Maximum
1 KΩ ∞
◾ Before measuring the resistance, remove the

battery earth lead.
VOLTAGE LEVELS IN CAN SIGNAL IN ACCORDANCE WITH ISO 11898
Print Page 2 of 2
V
3,5
2,5 CAN-H
1,5
t
V
3,5
2,5 CAN-L
1,5
t
V
3,5
0 (CAN-H) (CAN-L)
t
E500915
6
Signal Minimum Nominal Maximum

(V) (V) (V)
CAN-H, voltage low 2.5 2.66 2.8
CAN-H, voltage high 3.45 3.5 3.8
CAN-L, voltage low 1.2 1.5 1.6
CAN-L, voltage high 2.5 2.66 2.8
CAN differential voltage, -0.12 0.0 0.012

voltage low
CAN differential voltage, 1.2 2.0 3.0
voltage high
◾ The CAN signal shown is intended only as an

example of voltage levels and is not
representative for the CAN signal actually
measured.
M025754 - 19/08/2008
This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this
information may change daily. Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the
information provided with respect to vehicles and/or components of another series, with another chassis number and/or of another
date.
Print Page 1 of 1
EAS-2 UNIT PRESSURES

AdBlue pressure 2800 - 4100 mbar. Typical value ± 3500 mbar
Absolute air pressure before orifice (dosing amount
<500 g/h) approximately 4100 mbar
Absolute air pressure before orifice (dosing amount
>500 g/h) approximately 7800 mbar
Absolute air pressure after orifice >2000 mbar
Air pressure drop across orifice >900 mbar
M022480 - 23/06/2008
date.
Print Page 1 of 1
DOSING MODULE (B455)
A Electronic unit
connection point
B Description of
connection point
C Reading at connection
point (Ubat = battery
voltage)
D Measuring unit
E Explanatory notes (if

applicable)
F 'X' mark indicates that

additional information
is available in
'Technical data'
A B C D E F
26 Supply ± V
voltage, 12 DC
dosing
module 36 30 3 1
27 Output % Duty
29 4
signal cycle 22
to depends 15 9 8 6
dosing on i4 00 706
module quantity 6
of
AdBlue
to be
injected
Dosing module coil resistance 15 Ω
M014532 - 28/02/2007
This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this information may
change daily. Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to
vehicles and/or components of another series, with another chassis number and/or of another date.
Print Page 1 of 4
SENSORS, TEMPERATURE (F718, F719)
C Reading at connection point (Ubat = battery

voltage)
D Measuring unit 29
36 30 3 1
4
22
15 9 8 6
i4 00 706
E Explanatory notes (if applicable) 6
F 'X' mark indicates that additional information

is available in 'Technical data'
A B C D E F
22 Earth, exhaust gas < VDC

temperature sensor 0.5
after catalytic
converter
23 Input signal, VDC Signal voltage X
exhaust gas depends on
temperature sensor temperature.
after catalytic The sensor can
converter be checked by
unplugging the
connector and
measuring the
resistance. See
the table below.
24 Earth, exhaust gas <0.5 VDC
temperature sensor
before catalytic
converter
25 Input signal, VDC Signal voltage X
exhaust gas depends on
temperature sensor temperature.
before catalytic The sensor can
converter be checked by
unplugging the
connector and
measuring the
resistance. See
the table below.
Type of temperature sensor before and after catalytic

converter PTC
Resistance between each pin of the temperature
sensor and the sensor body > 1 MΩ (open circuit)
Print Page 2 of 4
Supply voltage approx. 5 V(1)

(1) Open voltage, with detached connector
Resistance value and signal voltage (Epiq)
Temperature sensor before catalyst (Epiq)
i400983
Temperature (° Resistance (Ω) ± Signal voltage Temperature sensor after catalyst (Epiq)
C) 1% (V)
-50 162.4 0.61 ± 0.01
0 200.0 0.74 ± 0.01
50 237.3 0.85 ± 0.01
100 274.2 0.96 ± 0.02 i400984
150 310.7 1.06 ± 0.02 6
200 346.9 1.15 ± 0.02
250 382.7 1.24 ± 0.02
300 418.2 1.32 ± 0.02
350 453.2 1.40 ± 0.02
400 487.9 1.48 ± 0.02
450 522.3 1.55 ± 0.02
500 556.3 1.62 ± 0.02
550 589.9 1.69 ± 0.02
600 623.2 1.75 ± 0.02
650 656.1 1.81 ± 0.02
Print Page 3 of 4
Temperature (° Resistance (Ω) ± Signal voltage

C) 1% (V)
700 688.6 1.86 ± 0.02
750 720.8 1.92 ± 0.02
800 752.6 1.97 ± 0.02
850 784.0 2.02 ± 0.02
Resistance value (Stoneridge)
Temperature sensor before catalyst (Stoneridge)
i401739
Temperature (° Resistance Tolerance Temperature sensor after catalyst (Stoneridge)

C) (Ω)
-20 184.6 ± 5°C
-15 188.5 ± 5°C
-10 192.3 ± 5°C
-5 196.2 ± 5°C i401740
0 200.0 ± 5°C
6
5 203.8 ± 5°C
10 207.7 ± 5°C
15 211.5 ± 5°C
20 215.3 ± 5°C
Print Page 4 of 4
Temperature (° Resistance Tolerance

C) (Ω)
25 219.1 ± 5°C
30 222.9 ± 5°C
35 226.7 ± 5°C
100 275.4 ± 5°C
150 312.2 ± 5°C
200 348.5 ± 5°C
250 384.1 ± 1% of the

resistance
M014534 - 08/07/2010
date.
Print Page 1 of 5
ADBLUE TEMPERATURE/LEVEL SENSOR (F723)
C Reading at connection point (Ubat = battery

voltage)
D Measuring unit 29
36 30 3 1
4
22
15 9 8 6
i4 00 706
E Explanatory notes (if applicable) 6
F 'X' mark indicates that additional information

is available in 'Technical data'
A B C D E F
18 Input signal, AdBlue VDC The signal X

temperature sensor voltage depends
on the AdBlue
temperature in
the tank. The
sensor can be
checked by
unplugging the
connector and
measuring the
resistance. See
the table below.
19 Earth, AdBlue <0.5 VDC
temperature sensor
20 Input signal of VDC The signal X
AdBlue level sensor voltage depends
on the AdBlue
level in the tank.
The sensor can
be checked by
unplugging the
connector and
measuring the
resistance. See
table below.
Type of sensor level/temperature

Type of AdBlue level reed switches in
sensor combination with resistors
Type of AdBlue
temperature sensor NTC
Supply voltage, AdBlue
level sensor approx. 5 V(1)
Print Page 2 of 5
Supply voltage, AdBlue approx. 5 V(1)

temperature sensor
(1) Open voltage, with detached 4 3 2 1
connector
i401114-2
Electrical connections
1. AdBlue level sensor earth
2. AdBlue level sensor signal
3. Earth, AdBlue temperature sensor
4. AdBlue temperature sensor signal
AdBlue temperature sensor resistance value
Temperature (°C) Resistance (Ω) ± 5% Voltage

signal
(V)
-20 7569 4.39 ±
0.04
-15 5855 4.24 ±
0.05
-10 4569 4.06 ±
0.06
-5 3596 3.87 ±
0.07
0 2854 3.65 ±
0.07
5 2282 3.42 ±
0.08
10 1838 3.18 ±
0.08
15 1491 2.93 ±
0.09
20 1217 2.68 ±
0.09
25: 1000 2.44 ±
0.09
30 826.7 2.20 ±
0.09
35 687.4
Print Page 3 of 5
1.97 ±
0.09
40 574.6 1.76 ±
0.08
45 482.7 1.57 ±
0.08
50 407.4 1.39 ±
0.08
AdBlue level sensor resistance value L = 318 mm
Length H (mm) Resistance (Ω) Tolerance (Ω)
L
>238 120 ± 21.8
238 240 ± 23.6

H
222 360 ± 25.4

i401121
6
206 480 ± 27.2
190 600 ± 29.0
174 720 ± 30.8
158 960 ± 34.4
142 1200 ± 38.0
126 1440 ± 41.6
110 1680 ± 45.2
94 1920 ± 48.8
78 3420 ± 71.3
62 4920 ± 93.8
46 6720 ± 120.8
30 9420 ± 161.3
AdBlue level sensor resistance value L = 586 mm
Length H (mm) Resistance (Ω) Tolerance (Ω)
>472 120 ± 21.8
Print Page 4 of 5
472 167 ± 22.5
456 235 ± 23.5
440 317 ± 24.8

L
424 399 ± 26.0
408 490 ± 27.4 H
392 572 ± 28.6 i401121
6
376 663 ± 29.9
360 725 ± 30.9
344 835 ± 32.5
328 965 ± 34.5
312 1085 ± 36.8
296 1225 ± 38.4
280 1325 ± 39.9
264 1416 ± 41.2
248 1507 ± 42.6
232 1598 ± 44.0
216 1708 ± 45.6
200 1799 ± 47.0
184 2129 ± 52.0
168 2289 ± 54.3
152 2969 ± 64.5
136 3719 ± 75.8
120 4189 ± 82.8
104 4749 ± 91.2
88 5429 ± 101.4
72 6249 ± 113.7
Print Page 5 of 5
56 7449 ± 131.7
40 9449 ± 161.7
M022572 - 17/07/2007
date.
Print Page 1 of 1
NOX SENSOR BEFORE CATALYST (F788)
C Reading at connection point (Ubat =

battery voltage)
D Measuring unit

4 3 2 1
F 'X' mark indicates that additional i401340
information is available in 'Technical 6
data'
AB C D E F
1 EAS-CAN-H VDC CAN signal in

communication accordance
connection with ISO
11898
2 EAS-CAN-L VDC CAN signal in
connection with ISO
11898
3 Earth < VDC Voltage loss
0.5 measurement
with as many
consumers
as possible
switched on
4 Supply voltage Ubat VDC
after contact
M022456 - 17/07/2007
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or components of
another series, with another chassis number and/or of another date.
Print Page 1 of 1
NOX SENSOR AFTER CATALYST (F774)
C Reading at connection point (Ubat =

battery voltage)
D Measuring unit

4 3 2 1
F 'X' mark indicates that additional i401340
information is available in 'Technical 6
data'
AB C D E F
1 EAS-CAN-H VDC CAN signal in X

connection with ISO
11898
2 EAS-CAN-L VDC CAN signal in X
connection with ISO
11898
3 Earth < VDC Voltage loss
0.5 measurement
with as many
consumers
as possible
switched on
4 Supply voltage Ubat VDC
after contact
EAS-CAN terminating resistance ±120 Ω (1)

(1) Check the resistance by measuring at connection points 1 and 2 of the NOx
sensor after catalytic converter.
M022454 - 17/07/2007
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or components of
another series, with another chassis number and/or of another date.
Print Page 1 of 1
TANK HEATER VALVE (B317)
A Electronic unit connection

point

D Measuring unit
E Explanatory notes (if

applicable)
F 'X' mark indicates that

additional information is
available in 'Technical data'.
A B C D E F
6 Supply Ubat VDC

voltage,
tank
heater
valve
31 Output % Switching on 36 30 3 1
signal and switching
to tank off condition
29 4
heater depending on 22
valve the outside 15 9 8 6
air i4 00 706
temperature, 6
the AdBlue
temperature
inside the
tank and the
AdBlue
temperature
in the EAS
unit.
◾ Tank
heater
valve
switched
off. duty
cycle
0%
◾ Tank
heater
valve
switched
on, duty
cycle
95%
Resistance of solenoid coil 32 Ω ± 5% (1)

(1) Resistance value measured at 20 °C
M014535 - 29/04/2008
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or
components of another series, with another chassis number and/or of another date.
Print Page 1 of 2
EAS-2 OVERVIEW DRAWING

A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
A AdBlue tank
B AdBlue temperature/level sensor
B1 AdBlue level sensor
B2 AdBlue temperature sensor
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E2 AdBlue pressure sensor
E3 AdBlue pump
E4 Internal relay
E5 AdBlue temperature sensor
E6 AdBlue filter
E7 Air pressure control valve
E8 Ventilation valve
E9 Pressure sensor before orifice
E10 Pressure sensor after orifice
E11 Pressure relief valve
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
G Exhaust temperature sensor before catalytic converter
H AdBlue injector
I Catalytic converter
J Exhaust temperature sensor after catalytic converter
K NOx sensor before catalytic converter
Print Page 2 of 2
L NOx sensor after catalytic converter
M022472 - 17/07/2007
date.
Print Page 1 of 1
EAS-2 UNIT OVERVIEW DRAWING

1
3
10
4
8
5 6 7 i400700
6
1. Electronic unit
2. AdBlue pressure sensor
3. AdBlue pump
4. Internal relay
5. AdBlue temperature sensor
6. AdBlue filter
7. Air pressure control valve
8. Ventilation valve
9. Air pressure sensor before orifice
10. Air pressure sensor after orifice
17
16
11
12
13
15
14
i4 00 701
6
11. Pressure relief valve
12. AdBlue supply with pre-filter
13. Filter cap of main filter with drain plug
14 Air outlet
15. AdBlue discharge to dosing module
16. AdBlue return to tank
17. Air supply
To provide a clearer overview, the electrical wiring is not shown in the drawings above.
M022475 - 17/07/2007
date.
Print Page 1 of 1
EXHAUST GASES
The substances below are produced in the combustion process of a diesel engine and are discharged as
gaseous emissions from the exhaust:
◾ Water vapour (H2O)

◾ Carbon dioxide (CO2)
◾ Hydrocarbons (CH)
◾ Carbon monoxide (CO)
◾ Sulphur oxide (SOx)
◾ Soot particles
◾ Nitrogen oxide (NOx)
In the ideal combustion process (all injected diesel fuel completely burned up), only water vapour (H2O) and
carbon dioxide (CO2) are released.
If the fuel is not completely burned up, hydrocarbons (CH) and carbon monoxide (CO) are released. The
quantities produced during combustion in a diesel engine are, however, very small and of little significance
to the emission level.
Sulphur oxide (SOx) is produced as a result of the sulphur present in diesel fuel. These quantities are very
small as a result of the low sulphur content in diesel fuel.
The most significant exhaust gas emissions are soot particles and nitrogen oxides. The level of soot
particles can be reduced by means of adjustments in the engine (e.g. injection timing, injection duration).
Nitrogen and oxygen are present in the atmosphere (80% nitrogen and 18% oxygen). Nitrogen oxides are
the result of nitrogen combining with oxygen. This reaction takes place at the high pressure and
temperatures that occur in the combustion chamber. Nitrogen oxides consist of approximately 90% nitrogen
monoxide and approximately 10% nitrogen dioxide and are referred to as NOx.
The purpose of the EAS-2 system is to control emissions in order to meet the stringent requirements relating
to nitrogen oxide emissions.
M022476 - 17/07/2007
date.
Print Page 1 of 2
EAS-2 OPERATION
General
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
EAS is an abbreviation of Emission After treatment System.
The EAS-2 system provides post-treatment of exhaust gases in order to reduce exhaust gas emissions.
The EAS-2 system works in combination with a catalytic converter. Under different operating conditions
the EAS-2 unit doses the AdBlue (reducing agent) into the exhaust gases correctly, so that the exhaust
gas emissions are reduced. AdBlue is a liquid consisting of 32.5% urea and 67.5% water.
The EAS-2 unit consists of various components mounted in a single unit. To explain the operation of the
system, all components in the EAS-2 unit are discussed separately. Opening the EAS-2 unit is not
permitted. Consequently, individual components in the EAS-2 unit may not be replaced separately.
The EAS-2 system consists of the following main components:
◾ AdBlue tank (A)

◾ Tank module (B)
◾ Air supply (C)
◾ Air filter (D)
◾ EAS-2 unit (E)
◾ Dosing module (F)
◾ Exhaust temperature sensor before catalytic converter (G)
◾ AdBlue injector (H)
◾ Catalytic converter (I)
Print Page 2 of 2
◾ Exhaust gas temperature sensor after catalytic converter (J)

◾ NOx sensor before catalytic converter (K)
◾ NOx sensor after catalytic converter (L)
To reduce nitrogen oxides emissions, an amount of AdBlue product is injected. The quantity of AdBlue
that needs to be injected depends on the engine speed, the torque supplied by the engine and the
exhaust gas temperature. Engine torque and engine speed data are sent to the electronic unit (E1) in the
EAS-2 unit (E) via the CAN network. The AdBlue is mixed with a quantity of air beforehand in the dosing
module (F) to ensure that it is well distributed for the catalytic converter (I). The amount of AdBlue/air is
determined by the electronic unit (E1) in the EAS-2 unit (E). An AdBlue injector (H) is installed before the
catalytic converter (I), to atomise the AdBlue before the catalytic converter (I). An exhaust gas
temperature sensor (J) is installed after the catalytic converter (I). This sensor transmits the temperature
of the exhaust gases to the electronic unit (E1) in the EAS-2 unit (E). AdBlue is not injected when the
exhaust gas temperature is lower than 200 °C. Below this temperature, virtually no reaction takes place in
the catalytic converter (I). In addition, AdBlue is not injected if the temperature of the AdBlue is lower than
approximately -10 °C. The NOx sensors (K and L) before and after the catalytic converter monitor the
amount of NOx in the exhaust gases. This is used to calculate catalytic conversion.
Air circuit
The air supply (C) from circuit 4 of the air system is
connected to the air pressure control valve (E7) in the
EAS-2 unit (E) via an air filter (D). The air pressure
transports the AdBlue to the injector (H). Depending
on the setting of the air pressure control valve (E7), a
specified air pressure passes to the mixing chamber
(F2) of the dosing module (F). The air pressure is
measured by the air pressure sensors (E9 and E10).
AdBlue circuit
Tank module (B), consisting of an AdBlue level
sensor (B1) and an AdBlue temperature sensor (B2),
is installed in the AdBlue tank (A). These sensors
transmit the level and the temperature to the
electronic unit (E1) in the EAS-2 unit (E). The AdBlue
pump (E3) pumps the AdBlue to the dosing valve (F1)
via the pre-filter (E12) and the AdBlue filter (E6).
Depending on the actuation of the dosing valve (F1),
a specified quantity of AdBlue passes to the AdBlue
injector (H). An AdBlue temperature sensor (E5) and
an AdBlue pressure sensor (E2) that transmit the
temperature and pressure of the AdBlue to the
electronic unit (E1) in the EAS-2 unit (E) are installed
after the AdBlue filter (E6).
M022473 - 17/07/2007
date.
Print Page 1 of 3
EAS-2 UNIT (D342)
i 4 00 719
6
The following components are mounted in the EAS unit:
◾ AdBlue pump
◾ Ventilation valve
◾ Air pressure control valve
◾ AdBlue pressure sensor
◾ AdBlue temperature sensor
◾ Air pressure sensor before orifice
◾ Air pressure sensor after orifice
◾ Orifice
◾ Electronic unit
AdBlue pump
The AdBlue pump is a diaphragm pump that pumps
the AdBlue to the dosing module under pressure. The
pressure does not depend on the quantity of AdBlue
to be injected. There is a pressure control valve in the
pump that keeps the pressure constant when small
quantities of AdBlue are injected. There is also a
damper in the pump that damps any pump pressure
peaks. The AdBlue pump is controlled by the
electronic unit with a duty cycle. By controlling the
duty cycle and in this way the pump speed, the
AdBlue pressure is kept constant. The pump speed
depends on the quantity of AdBlue to be injected.
Ventilation valve
This valve opens the AdBlue return pipe so that the
AdBlue pipes can be blown clean during the after-run
phase. This valve is also activated when starting up in
order to bleed the AdBlue circuit. The ventilation valve
is controlled by the electronic unit with a duty cycle.
Air pressure control valve
Print Page 2 of 3
The air pressure control valve supplies constant air

pressure to the dosing module in the EAS system.
The air pressure depends on the quantity of AdBlue
to be injected. When small quantities of AdBlue are
injected, the pressure is lower than with large
quantities. This is to prevent AdBlue that is already in
the injector from evaporating and crystallising in the
pipes. The air pressure control valve is controlled by
the electronic unit with a duty cycle.
AdBlue pressure sensor

The pressure sensor measures the pressure of the
AdBlue after the filter. The pressure sensor is a piezo
sensor. The higher the pressure, the higher the
voltage signal. The sensor signal is an input signal for
the electronic unit. The control of the dosing module
also depends on the measured AdBlue pressure.
Consequently, the injected quantity of AdBlue is not
affected by the AdBlue pressure.
AdBlue temperature sensor

The temperature sensor measures the temperature of
the AdBlue after the filter. The sensor signal is an
input signal for the electronic unit. This value is used
to determine whether the EAS unit should be in
operation.
Air pressure sensor before orifice

This air pressure sensor measures the air pressure
after the air pressure control valve before the orifice.
The pressure sensor is a piezo sensor. The higher
the pressure, the higher the voltage signal. The
sensor signal is an input signal for the electronic unit.
The air pressure control valve is controlled depending
on the measured pressure.
Air pressure sensor after orifice

This air pressure sensor measures the air pressure
after the orifice. The pressure sensor is a piezo
sensor. The higher the pressure, the higher the
voltage signal. The sensor signal is an input signal for
the electronic unit. The electronic unit uses this signal
to check the value of the other sensor for plausibility.
This signal is also used to trace any air leaks or
blockages to the dosing module and the injector.
Orifice
Print Page 3 of 3
The orifice ensures that a constant quantity of air

flows to the dosing module. The flow of this constant
quantity of air is 'monitored' by the air pressure
sensors before and after the orifice.
Electronic unit
The electronic unit continuously processes the input
signals from the various sensors and the information
received via the CAN network. The electronic unit
processes these signals and, depending on the
programmed values in different maps, activates the
various EAS valves.
M022484 - 29/04/2008
date.
Print Page 1 of 1
DOSING MODULE (B455)
i4 00 703
6 i401693
6
A specified quantity of AdBlue is mixed with air in the dosing module. The electronic unit activates the
dosing module with a duty cycle for exact control of the quantity of AdBlue to be injected.
The AdBlue is mixed with air in order to:
◾ distribute the AdBlue evenly in the exhaust pipe and therefore in the catalytic converter.
◾ achieve proper atomisation of the AdBlue.
M014457 - 16/11/2009
date.
Print Page 1 of 1
ADBLUE INJECTOR
The AdBlue injector is installed in the exhaust pipe
before the catalytic converter. The AdBlue injector
ensures proper atomisation and distributes the
AdBlue well in the exhaust gas flow.
i401344
6
The AdBlue adheres to the inside wall of the injector

(A), creating a film (B). The air flow (C) transports the
AdBlue along the injector wall to the end of the
AdBlue injector. A mixture of AdBlue and air forms at
the injector holes (D). The AdBlue/air mixture (E) is
evenly sprayed into the exhaust gas flow to create a
homogeneous mixture.
i400788
6
M022486 - 17/07/2007
date.
Print Page 1 of 1
SENSOR, ADBLUE TEMPERATURE/LEVEL (F723)

The AdBlue temperature/level sensor is a combined sensor that consists of a level sensor and a
temperature sensor. The AdBlue temperature/level sensor is located in the AdBlue tank.
Temperature sensor
The temperature sensor measures the temperature of
the AdBlue liquid in the AdBlue tank. The temperature
sensor is an NTC sensor (as the temperature rises
the resistance becomes lower).
Level sensor
The level sensor measures the level of the liquid in
the AdBlue tank. The level sensor consists of RS1-
RSx micro-switches (reed switches) connected in R full
parallel with Rfull-Rx resistors. The number of micro-
switches and resistors depends on the type of sensor. RS 1
The micro-switches are influenced by a magnetic field
R1
outside the sensor. A float is fitted around the sensor.
This float has a permanent magnet and floats on the RS 2
AdBlue liquid. One of the switches is closed by the R2
permanent magnet. Two or more resistors are
switched in series depending on the closed switch RS 3
and this changes the resistance value. The EAS-2
unit ECU converts the resistance value into a CAN
message for the VIC. The VIC actuates the AdBlue RS X
meter on the DIP.
RX
Level sensor reading on DIP:
◾ the AdBlue level is shown on DIP.
◾ the 'AdBlue level low' warning is shown on DIP i401122
6
when the AdBlue level in the AdBlue tank drops
below 9% (volume).
◾ the 'AdBlue tank empty' warning is displayed on
DIP if the AdBlue level in the AdBlue tank drops
below 2% (volume). The EAS system is switched
off. This is to prevent the complete tank from
being emptied and air being sucked into the
system.
Tank aeration
Tank aeration takes place via the AdBlue
temperature/level sensor.
M022487 - 18/02/2011
date.
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EXHAUST TEMPERATURE SENSOR BEFORE CATALYST (F719)

The exhaust temperature sensor measures the
exhaust gas temperature before the catalytic
converter. The temperature sensor is a PTC sensor
(as the temperature rises, the resistance becomes
higher). The presence of a catalytic converter can be
ascertained on the basis of the measured
temperature before the catalytic converter position in
combination with the measured temperature after this
position. i400983
6
There a two different types of sensors
which can be installed.
i401739
6
M014425 - 18/02/2010
date.
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EXHAUST TEMPERATURE SENSOR AFTER CATALYST (F718)

The exhaust temperature sensor measures the
exhaust gas temperature after the catalytic converter.
The temperature sensor is a PTC sensor (as the
temperature rises, the resistance becomes higher).
This value is one of the parameters that determine
whether and how much AdBlue must be injected. The
catalytic converter does not operate below a specified
temperature and therefore no injection takes place
below that temperature. i400984
6
The presence of a catalytic converter can be
ascertained on the basis of the measured
temperature after the catalytic converter position in
combination with the measured temperature before
this position.
There a two different types of sensors

which can be installed.
i401740
6
M014459 - 18/02/2010
date.
Print Page 1 of 1
AIR/OIL SEPARATOR
The air coming from the compressor is filtered before
it enters the EAS-2 unit. The air/oil separator filters
any oil particles out of the air. Oil particles in the air
may attack the components and seals in the EAS-2
unit.
i401127
6
M022489 - 17/07/2007
date.
Print Page 1 of 2
CATALYTIC CONVERTER
Design
A catalytic converter initiates a chemical reaction, but
it does not actually take part in the reaction. An SCR
(Selective Catalytic Reduction) catalytic converter,
which is integrated into the exhaust silencer, is used
on the vehicle. Four ceramic elements are installed in
the exhaust silencer. Two elements are in series and
are switched in parallel with two other elements. The
elements are cylindrical and consist of a great many
very fine channels. A carrier material (2) which holds
the active catalytic agent (3) is applied to the element
(1). The catalytic agent is vanadium oxide. The
surface of the carrier material is very rough and i400982
porous and so the effective area past which the 6

exhaust gas flows is very large.
i400877
6
1
2
3
1
2
3
1
2
i400705
Operation
AdBlue is a solution of 32.5% urea (NH2CONH2) and
67.5% water (H2O). After dosing before the catalytic
converter, the AdBlue (NH2CONH2 + H2O) breaks
down into ammonia (2NH3) and carbon dioxide (CO2).
The vanadium in the catalytic converter attracts
ammonia (2NH3). The nitrogen oxides in the exhaust
gases (NOx) consist of 90% nitrogen monoxide (NO)
and 10% nitrogen dioxide (NO2). The exhaust gases
that flow through the catalytic converter come into
contact with the ammonia (2NH3) and the resulting
Print Page 2 of 2
reaction converts the nitrogen oxides into nitrogen

(N2) and water (H2O).
Reaction
Seen as a formula, the following reactions take place:
Fast reaction:
2NH3+ NO + NO2 → 2N2+ 3H2O (nitrogen + water)
Slow reactions:
4NH3+ 4NO + O2 → 4N2+ 6H2O (nitrogen + water)
8NH3+ 6NO2 → 7N2+ 12H2O (nitrogen + water)
M014426 - 17/10/2005
date.
Print Page 1 of 1
TANK HEATING VALVE (B317)

The EAS unit receives the outside temperature via
the CAN network. The EAS-2 unit also receives the
AdBlue temperature from the AdBlue
temperature/level sensor and from the temperature
sensor in the EAS-2 unit. Actuation of the tank
heating valve depends on the values programmed in
the EAS-2 unit. When the tank heating valve is
actuated, coolant flows through the AdBlue tank and
heats the AdBlue inside the tank. The tank heating
valve is actuated by a duty cycle (PWM). When the
tank heating valve is actuated, it opens completely.
i401140
6
M022490 - 17/07/2007
date.
Print Page 1 of 2
NOX SENSOR (F774, F788)

The NOx sensor consists of a ceramic sensor
element and an electronic unit. The ceramic sensor
element is placed in the exhaust pipe and the
electronic unit is placed on the chassis. The NOx
sensor measures the NOx concentration in the
exhaust gas flow. The ECU provides the measured
NOx concentration digitally via the EAS-CAN bus.
The sensor contains a heating element. The
electronic unit provides power control for the heating
element. The sensor is heated in two stages. The first
stage starts when the contact is switched on. The
sensor is heated up to approximately 100 °C and any
condensate evaporates from the sensor. The exhaust
gas temperature increases with a running engine.
When the exhaust gas temperature after the catalytic
converter, measured by the exhaust gas temperature
sensor after the catalytic converter, exceeds 150 °C,
a timer starts. During this time, the sensor stays
heated to approximately 100 °C. After the timer has
elapsed, the EAS-2 electronic unit sends a 'dewpoint'
message via the EAS-CAN. The NOx sensor receives
this message and the heating element proceeds with
the second stage and heats up the sensor to its
operating temperature of approximately 800 °C. As
4 3 2 1
long as the exhaust gas temperature after the
catalytic converter exceeds the minimum
programmed value and the engine is running, the
sensor is heated to 800 °C.
The electronic unit of the NOx sensor can also detect
faults. These faults are transmitted to the EAS-2
electronic unit via the EAS-CAN network. The EAS-2
unit logs the faults as fault codes. i401345
6
Working principle
The ceramic sensor is made of zirconia electrolyte. A B
There are two cavities inside the sensor. In the first
cavity a constant voltage is applied to the main O2 (800 �C) O2 (800 �C)
pumping electrodes which are made of zirconia. The
exhaust gas enters the first cavity where, due to the NO 2 -> NO + 1/2 O 2 NO
high temperature, NO2 is converted to NO + ½O2. The HC, CO, H 2 NO -> 1/2 N + 1/2 O
2 2
oxygen is pumped out through the zirconia electrolyte
(A). Other elements of the exhaust gas, such as HC,
CO and H2, also enter the cavity. These elements C D
oxidise at the pumping electrode that is made of i401371-2
platinum (C). 6
The remaining gas, consisting of NO and a small
amount of oxygen, enters the second cavity where an
auxiliary pump (B) fully removes the oxygen. In the
measuring pump (D) NO is converted to ½N2 and
½O2. The measurement result of this generated
oxygen in relation to the ambient oxygen outside the
exhaust represents the NOx concentration in the
exhaust gases.
Print Page 2 of 2
M022498 - 16/10/2008
date.
Print Page 1 of 1
ADBLUE TANK BREATHER VALVE
This valve is used for aeration of the AdBlue tank with

a certain shape and volume. When this valve is
mounted the tank aeration via the AdBlue
level/temperature sensor is closed.
i401804
6
Under normal driving conditions valve (1) rests on 1 2 3 4

cover (6). Air can enter or leave the tank via the
centre of the cover (6), along valve (1).
When the tank is full and the vehicle is driving on
uneven road surfaces it is possible that the AdBlue
splashes inside the tank. The valve (1) is closed by
the splashing AdBlue and prevents AdBlue leakage
through the tank breather.
6 5 i401803
6
1 Valve
2. Housing
3. Seal
4. AdBlue tank
5. Spring
6. Cover
M029925 - 18/02/2011
date.
Print Page 1 of 3
START-UP PHASE
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
When the contact is switched on, a voltage is supplied to the EAS-2 unit. The ECU (E1) in the EAS-2 unit
switches on the main internal relay (E4) in the EAS unit. The system initiates the start-up phase and a CAN
message for the AdBlue level is sent to VIC, which will activate the AdBlue level gauge in the DIP. Also the
Vehicle Identification Number is sent to have the DMCI check the chassis numbers. In the start-up phase a
number of checks are carried out that are required to ensure the correct injection quantity.
After the contact has been turned on, the pressures of the sensors before and after the orifice are compared
to see whether the air pressure sensors (E9 and E10) are transmitting plausible signals. The ventilation
valve (8) is actuated to ensure that there is no AdBlue pressure.
Whether the temperature sensors are checked depends on the previous drive cycle, the ambient air
temperature and the coolant temperature. The values of the temperature sensor inside the tank (B2), the
temperature sensor in the EAS-2 unit (E5) and the temperature sensors before and after the catalytic
converter (G and J) are compared with the ambient temperature value (CAN network).
If the engine speed is >300 rpm, the ventilation valve (8) is closed after a short time and the air pressure
control valve (E7) is actuated briefly to check whether air pressure is present. If the air pressure is not
between specified values, there is a specific wait time. After this time, the valve is actuated again to check
whether air pressure is now present. If the air pressure is within the programmed limit values, the dosing
valve is actuated for a short time to check if the dosing valve is not blocked. When this check is done, the
exhaust gas temperature is checked to determine the temperature of the catalytic converter.
Catalytic converter temperature <200 °C

If the catalytic converter temperature is <200 °C, only
the above control takes place. The EAS-2 unit
monitors changes in the exhaust gas temperature.
Print Page 2 of 3
Catalytic converter temperature ≥200 °C

When the catalytic converter temperature is ≥200 °C,
the ventilation valve (E8) is opened in order to
depressurise the AdBlue circuit (at a specific AdBlue
back-pressure the AdBlue pump (E3) does not start
up). The pump (E3) is started up at maximum speed.
When the pump (E3) has been started up, the
pressure of the AdBlue rises to the programmed
value. The signal from the AdBlue pressure sensor
(E2) is also checked for plausibility at the same time
by comparing it with the value stored in the ECU.
When the AdBlue pressure pipe and dosing module
are empty (after-run of preceding cycles fully
completed), the dosing module is actuated briefly to
remove the air from the pressure pipe, to fill the
dosing module and flush any crystals out of the
AdBlue injector (H).
When this programmed value is reached, it is
checked whether or not AdBlue should be injected.
This depends on the engine speed, the engine torque
and the exhaust gas temperature. If no AdBlue has to
be injected, the system switches to the stand-by
phase. If AdBlue has to be injected, the system
switches to the operating phase. During the operating
phase, the AdBlue pressure is kept constant. The air
pressure control valve (E7) is also actuated in order
to create a specified quantity of air under pressure in
the dosing module (F).
Relevant components
◾ Dosing module (B455)
◾ Unit, EAS-2 (D342)
◾ Sensor, exhaust temperature after catalyst (F718)
◾ Sensor, exhaust temperature before catalyst (F719)
◾ Sensor, AdBlue temperature/level (F723)
◾ Sensor, NOx, after catalyst (F774)
◾ Sensor, NOx, before catalyst (F788)
Relevant CAN communication

Received CAN messages
◾ Engine speed from DMCI (V-CAN1)
◾ Engine torque from DMCI (V-CAN1)
◾ Coolant temperature from DMCI (V-CAN1)
◾ Ambient temperature from DMCI (V-CAN1). CAN
message originates from VIC (V-CAN1)
Transmitted CAN messages
◾ AdBlue level (V-CAN1)
◾ Vehicle Identification Number (V-CAN1)
M022491 - 02/02/2009
Print Page 3 of 3
date.
Print Page 1 of 2
OPERATING PHASE
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
A specific quantity of AdBlue is injected depending on the engine speed, the engine torque and the exhaust
gas temperature after the catalyst. The quantity of AdBlue is controlled by controlling the dosing valve (E)
with a specific duty cycle. The pressure of the AdBlue in the EAS unit is kept constant; the air pressure
depends on the quantity of metered AdBlue. If no AdBlue has to be injected within a specific period of time
the system switches to the stand-by phase.
Also, depending on the software version, the exhaust temperature before the catalyst determines if AdBlue
is injected. If during injection the temperature before the catalyst drops below a programmed value, the
system switches to the stand-by phase. This is independent of the exhaust temperature after the catalyst.
The EAS-2 system is constantly monitored by the ECU in the EAS-2 unit while it is in operation. Functions
that are checked include supply voltage after contact, temperature signal, engine speed, AdBlue leakage
and the presence of air pressure. If values are outside the limit values, the system switches to the after-run
phase, following which the system switches to fault mode.
Relevant components
Print Page 2 of 2

Received CAN messages:
M022492 - 20/05/2009
date.
Print Page 1 of 2
STAND-BY PHASE
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
If no AdBlue is injected within a specific period of time, air is blown in pulses through the dosing module (F)
and the pipe between the dosing module and the AdBlue injector (H). Air is blown through these
components to prevent crystallisation of the AdBlue in the AdBlue injector (H) and possible freezing of the
dosing module (F). The air is blown through by means of a pressure pulse, followed by a rest period, and is
repeated several times. The pressure pulse is achieved by opening and closing the air pressure control
valve (E7). The pressure of the AdBlue in the EAS-2 unit (E) is kept constant.
The EAS-2 (E) unit receives the ambient temperature from the DMCI electronic unit via the CAN connection.
The DMCI electronic unit receives this message from VIC. If the system is in the stand-by phase for a long
time and the ambient temperature is below the programmed value, the system switches to the intermediate
after-run phase. The purpose of the intermediate after-run phase is to remove the AdBlue in the dosing
module (F) and in the pipe between the EAS-2 unit (E) and the dosing module (F). This is to prevent the
AdBlue in the pipe and the dosing module (F) from crystallising or freezing. The AdBlue pump (E3) is
switched off. The ventilation valve (E8) opens and, as a result, the AdBlue pressure drops. The air pressure
control valve (E7) opens and after some time the dosing module (F) is activated with the maximum duty
cycle (maximum opening). Under the influence of the air pressure the AdBlue can now flow back from the
dosing module (F) to the tank via the ventilation valve (E8). At the same time, air is blown through the pipe
to the AdBlue injector (H). After the programmed time has elapsed, the dosing module (F), the ventilation
valve (E8) and the air pressure control valve (E7) close.
Relevant components
Print Page 2 of 2

M022493 - 02/02/2009
date.
Print Page 1 of 3
AFTER-RUN PHASE
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
6
If the AdBlue evaporates, crystals form in the pipes. The pipes, the AdBlue injector and other components
can become blocked or may freeze over the course of time. To prevent this, the system switches to the
after-run phase when the contact is switched off. Air is blown through the AdBlue pipes during the after-run
phase.
Ambient temperature ≥±10 °C

The purpose of blowing air is to remove the AdBlue in
the pipe between the dosing module (F) and the
AdBlue injector (H) and the AdBlue in the AdBlue
injector (H) itself. When the contact is switched off,
voltage is no longer supplied to the EAS-2 unit and
the AdBlue pump (E3) is switched off. AdBlue
pressure in the EAS-2 unit (E) is lost as well. The air
pressure control valve (E7) opens as well, so that the
pipe from the dosing module (F) to the injector (H)
and the AdBlue injector (H) itself are blown clean.
This cycle consists of a pressure period and a rest
period and is repeated several times.
At the end of the after-run phase, any faults are
stored. The internal relay (E4) in the EAS-2 unit is
switched off and this de-energises the system.
Ambient temperature <±10 °C
Print Page 2 of 3
The purpose of blowing air through the components is

to remove the AdBlue in the dosing module (F) and in
the pipe between the EAS-2 unit (E) and the dosing
module (F). This is to prevent the pipe and the dosing
module (F) from becoming blocked or freezing. The
AdBlue injector (H) and the pipe between the AdBlue
injector (H) and the dosing module (F) are also blown
clean. Some AdBlue gets left in the EAS-2 unit. There
is sufficient compensation volume in the unit for the
AdBlue solution to expand if it were to become frozen.
When the contact is switched off, voltage is no longer
supplied to the EAS-2 unit and the AdBlue pump (E3)
is switched off. The ventilation valve (E8) opens and,
as a result, the AdBlue pressure drops. Also, the air
pressure control valve (E7) is actuated with a higher
duty cycle. The dosing module (F), the pipe between
the dosing module (F) and the AdBlue injector (H)
and the AdBlue injector (H) itself are now blown
clean. This cycle consists of a pressure period and a
rest period and is repeated several times. The
pressure period is obtained by increasing the duty
cycle of the air pressure control valve (E7). The rest
period is obtained by decreasing the duty cycle of the
air pressure control valve (E7). Also, the dosing
module (F) is activated during one of the pressure
periods. Under the influence of the air pressure, the
AdBlue in the EAS-2 unit (E) and in the pipe between
the EAS unit (E) and the dosing module (F) can now
flow back to the tank (A). At the end of this cycle, the
dosing module (F), the ventilation valve (E8) and the
air pressure control valve (E7) are closed.
At the end of the after-run phase, any faults are
stored. The internal relay (E4) in the EAS unit is
switched off and this de-energises the system.
◾ When no AdBlue pressure has been built up before the after-run phase, a short after-run is
activated. During the after-run, the ventilation valve (E8) is operated for several seconds.
◾ When the vehicle has a mechanical main switch, it must not be switched off within 70
seconds after switching off the contact. This time is required to ensure that the system runs
correctly through the after-run phase.
◾ When the vehicle is fitted with an electronic main switch that also interrupts the earth circuit
(SLP: Safe Loading Pass), the after-run of the EAS system is shortened to approx. 10
seconds. The shortening of the after-run time is independent of the ambient temperature.
Relevant components

M022494 - 03/11/2009
Print Page 3 of 3
date.
Print Page 1 of 2
CAN COMMUNICATION
1010 1000 1010 CAN
network
E434 NOx sensor NOx sensor
upstream downstream
E350 E357 R
CAN-H
CAN-L
4 3 4 3
F788 1 2 F774 1 2
EAS-CAN-H
EAS-CAN-L
9 1 2 13 12 8 7
R R
EAS - UNIT, D342
3 4
i401352
6
V-CAN
Data are exchanged via the V-CAN connection, enabling other electronic systems to make use of EAS-2
data for their own control functions. The EAS-2 unit uses the data from the V-CAN for the control functions.
Via the V-CAN connection the EAS-2 electronic unit communicates with various systems at connection
points 7 and 8, such as:
◾ DMCI (DAF Multi Controlled Injection)
◾ VIC (Vehicle Intelligence Centre)
◾ DIP-4 (DAF Instrument Panel) via VIC
◾ DAVIE

Examples of received CAN messages are:
◾ engine speed from DMCI (V-CAN1)
◾ engine torque from DMCI (V-CAN1)
◾ ambient temperature from DMCI (V-CAN1). CAN
◾ coolant temperature from DMCI (V-CAN1)
Print Page 2 of 2
◾ diagnostic information from DAVIE (V-CAN1)
Transmitted CAN messages

Examples of transmitted CAN messages are:
◾ Vehicle Identification Number (V-CAN1)
◾ AdBlue level (V-CAN1)
◾ EAS-2 faults (V-CAN1)
◾ MIL lamp activation (V-CAN1)
◾ diagnostic information (V-CAN1)
EAS-CAN
Via the EAS-CAN the EAS-2 electronic unit receives
data on the measured NOx level before and after the
catalytic converter.
M022827 - 02/02/2009
date.
Print Page 1 of 2
HEATING
1010 1000 CAN
network
E350 E357 A
CAN-H
CAN-L
B317
tank
yellow
heater
red
valve
9 1 2 31 6 8 7
R
EAS - UNIT D975
20 19 18 3 4
signal
signal
GND
1 2 3 4
R T R F723
AdBlue AdBlue
Level Temperature
sensor sensor
Tank module
i401132
Tank heater
The system may have been equipped with a heating
installation to prevent the AdBlue in the AdBlue tank
(A) and in the AdBlue pipes from freezing, and to B
defrost the AdBlue in case it has frozen.

The system is heated by the engine coolant. The
coolant supply pipe to the tank contains a tank heater
valve (B317) (B) which is actuated by the EAS unit.
Upon actuation of the tank heater valve (B317) the
coolant flows through a heater pipe in the AdBlue
tank and heats the AdBlue inside the tank. C
The heating pipe also runs along the AdBlue pressure i401236
pipe and through the housing (C) accommodating the 6

dosing module. The heat radiated by the coolant pipe
warms up the AdBlue pressure pipe and the dosing
module.
i401237
6
Actuation of the tank heater valve (B317) depends on the outside air temperature, the AdBlue temperature
inside the tank and the AdBlue temperature in the EAS unit. When one of these temperatures drops below
the programmed value, the tank heater valve (B317) opens fully to heat the tank. When the programmed
temperature value for the AdBlue inside the tank is reached, the AdBlue is kept at this temperature by the
tank heater valve (B317) opening or closing.
The system switches to the start-up phase or the detection phase, depending on the outside air
temperature, the AdBlue temperature inside the tank and the AdBlue temperature in the EAS unit. In the
detection phase it is checked whether the system is not frozen. When the AdBlue lines are open the system
switches to the start-up phase.
Print Page 2 of 2
EAS unit heating

Inside the EAS unit the AdBlue filter, AdBlue pump
and the AdBlue lines are equipped with electrical
heating elements. Activation of these heating
elements depends on the outside air temperature, the
AdBlue temperature inside the tank and the AdBlue
temperature in the EAS unit. When one of these
values drops below the programmed value, the
heating elements come on. When the programmed
temperature value of the AdBlue in the EAS unit is
reached, the EAS unit is kept at this temperature.
The system switches to the start-up phase or the
detection phase, depending on the outside air
temperature, the AdBlue temperature inside the tank
and the AdBlue temperature in the EAS unit. In the
detection phase it is checked whether the system is
not frozen. When the AdBlue lines are open the
system switches to the start-up phase.
Relevant components
◾ Valve, tank heater, EAS (B317)

M022495 - 02/02/2009
date.
Print Page 1 of 3
ARCTIC HEATING
1010 1000 CAN
network
E350 E357 A
CAN-H
CAN-L
B317
tank
yellow
heater
red
valve
9 1 2 31 6 8 7
R
EAS - UNIT D975
20 19 18 3 4
signal
signal
GND
1 2 3 4
R T R F723
AdBlue AdBlue
Level Temperature
sensor sensor
Tank module
i401132
6
The system could be equipped with an arctic heating
installation to prevent the AdBlue in the AdBlue tank
and in the AdBlue pipes from freezing, and to defrost
the AdBlue in case it has frozen.
Arctic heating circuit
4 5 6 3
I401570
6
1 2
3
engine
2
4
2
5 6
A 2
B
C
D
E
F
i401569
6
1 Tank heater valve
2 Corrugated tubing / shrink hose
3 EAS-2 unit
4 Dosing module
5 AdBlue injector
6 AdBlue tank with heater pipe
A Coolant pipe
B AdBlue pressure pipe
C AdBlue inlet pipe
Print Page 2 of 3
D Adblue return pipe

E AdBlue dosing pipe
F Air pipe
The system is heated by the engine coolant. The

coolant supply pipe from the engine contains a tank
heater valve (1) which is actuated by the EAS unit.
Upon actuation of the tank heater valve (1), the
coolant flows via the dosing module (4), the EAS-2
unit (3), the AdBlue tank (6) and back through the
EAS-2 unit (3) and the dosing module (4) to the
engine. This is marked by the arrows in the
illustration.
The coolant pipes also run together with the AdBlue
pipes in a corrugated tube or a shrink hose. In this
way, the heat radiated by the coolant pipes warms the
AdBlue pipes.
On the EAS-2 unit (3), the dosing module (4) and the
AdBlue tank (6), (insulated) covers are placed to
warm up the different components.
Actuation of the tank heater valve (1) depends on the outside air temperature, the AdBlue temperature
inside the tank and the AdBlue temperature in the EAS unit. When one of these temperatures drops below
the programmed value, the tank heater valve (1) opens fully to heat the system. When the programmed
temperature value for the AdBlue inside the tank is reached, the AdBlue is kept at this temperature by the
tank heater valve (1) opening or closing.
The system switches to the start-up phase or the detection phase, depending on the outside air
temperature, the AdBlue temperature inside the tank and the AdBlue temperature in the EAS unit. In the
detection phase it is checked whether the system is not frozen. When the AdBlue lines are open the system
switches to the start-up phase.
At extremely low temperatures the heating of the EAS components is delayed until the engine
coolant reaches a certain temperature level.
EAS unit heating

Inside the EAS unit the AdBlue filter, AdBlue pump
and the AdBlue lines are equipped with electrical
heating elements. Activation of these heating
elements depends on the outside air temperature, the
AdBlue temperature inside the tank and the AdBlue
temperature in the EAS unit. When one of these
values drops below the programmed value, the
heating elements come on. When the programmed
temperature value of the AdBlue in the EAS unit is
reached, the EAS unit is kept at this temperature.
The system switches to the start-up phase or the
detection phase, depending on the outside air
temperature, the AdBlue temperature inside the tank
and the AdBlue temperature in the EAS unit. In the
detection phase it is checked whether the system is
not frozen. When the AdBlue lines are open the
system switches to the start-up phase.
Relevant components
Print Page 3 of 3
◾ Valve, tank heater, EAS (B317)


Received CAN messages:
◾ Engine coolant temperature from DMCI
(V-CAN1).
M026845 - 20/05/2009
date.
Print Page 1 of 2
CLOSED LOOP CONTROL FUNCTION FOR NOX SENSORS

1010 1000 1010 CAN
network
upstream downstream
E350 E357 R
CAN-H
CAN-L
4 3 4 3
F788 1 2 F774 1 2
EAS-CAN-H
EAS-CAN-L
9 1 2 13 12 8 7
R R
EAS - UNIT, D342
22 23 26 27 3 4
1 2
signal
GND
1 2
T R F718 B455
catalyst
temperature
sensor
downstream Dosing module
i401351
6
The basic quantity of AdBlue that is injected depends on the engine speed, the engine torque and the
exhaust gas temperature. First the NOx sensor before the catalytic converter measures the NOx density,
then the NOx density after the catalytic converter is measured. The NOx measured by the NOx sensor
before the catalytic converter does not have to be measured continuously but is measured under certain
circumstances (temperature, torque, engine speed). The EAS-2 unit calculates the expected NOx quantity
on the basis of the measured NOx before the catalytic converter and the conversion efficiency of the
catalytic converter. When the actual NOx quantity deviates from the expected NOx quantity, the injected
AdBlue quantity is adapted between its limits.
Two NOx limits are programmed in the EAS-2 unit. The first limit is used for activation of the MIL lamp in
combination with the yellow warning. The second limit is used for derating of the engine.
When the deviation of the actual and the expected NOx quantities exceeds the first limit, a counter is
started. When the counter reaches 5 (deviation occurred 5 times) the MIL lamp and the yellow EAS warning
illuminate. The counter also counts back when a measurement is within the limits.
When the deviation of the actual and the expected NOx quantities exceeds the second limit, a second
counter is started. When the counter reaches 5 (deviation occurred 5 times) the engine is derated the next
time the vehicle speed is 0 km/h for 2 seconds. The counter also counts back when a measurement is within
the limits.
Print Page 2 of 2
The counters keep counting even when the MIL lamp or derate is active. When the counters have counted
back to 0, the MIL lamp, the yellow EAS warning and/or derate are deactivated.
Relevant components

M022506 - 02/02/2009
date.
Print Page 1 of 1
DERATE STRATEGY
When the NOx level after the catalytic converter is outside the legal limits or NOx reduction cannot be
guaranteed anymore, the engine power is limited. When the engine is derated the engine power is limited to
+/- 60% of its maximum power. In this way the time between the occurrence of the malfunction and the
repair of the malfunction is reduced.
Derate is activated at vehicle standstill or engine idle if the vehicle speed sensor has failed.
Derate will be deactivated at vehicle standstill.
The engine is derated under the following conditions:
◾ NOx sensor measurement above the legal limits. See chapter 'closed loop control function of NOx
sensors'.
◾ Empty AdBlue tank.
◾ Interrupted AdBlue dosing (EAS-2 unit shut down).
◾ Missing heartbeat signal from EAS-2 system (detected by DMCI unit).
◾ 36 hours continuous NOx sensor failure. Specification week ≥ 2009-25.
When the occurred malfunction is eliminated the derate is deactivated.
M022548 - 20/05/2009
date.
Print Page 1 of 2
BLOCK DIAGRAM
Block diagram I401350 applies to:

◾ CF75 IV, CF85 IV, XF105 models
1010 1000 1010 CAN

network
upstream downstream
E350 E357 R
A
CAN-H
CAN-L
4 3 4 3
F788 1 2 F774 1 2 B317
tank
EAS-CAN-H
EAS-CAN-L
heater
valve
9 1 2 13 12 31 6 8 7
R R
EAS - UNIT, D342
20 19 18 24 25 22 23 26 27 3 4
signal
signal
GND
1 2 3 4
1 2
signal
signal
GND
GND
1 2 1 2
R T R F723 T R F719 T R F718 B455
AdBlue AdBlue
Level Temperature catalyst catalyst
sensor sensor temperature temperature
sensor sensor
Tank module upstream downstream Dosing module
i401350
6
Basic code Designation
B317 Valve, tank heater, EAS
B455 Dosing module
D342 Unit, EAS-2
E350 Fuse, electrical systems
Print Page 2 of 2
E357 Fuse, EAS

E434 Fuse, NOx sensor
F718 Sensor, exhaust temp. after catalyst
F719 Sensor, exhaust temp. before catalyst
F723 Sensor, AdBlue temp/level
F774 Sensor, NOx after catalyst
F788 Sensor, NOx before catalyst
M022496 - 17/07/2007
date.
Print Page 1 of 1
LOCATION INFORMATION, EAS-2
F723
D342
F719 F718
B455
B317
F788 F774
E503348
6
M024954 - 19/02/2008
date.

P EAS-2 (D342) : Ower Supply and Earth of Unit

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What is the purpose of the EAS-2 unit?

What is the purpose of the EAS-2 unit?

What are the different CAN connections on the EAS-2 unit?

What are the different CAN connections on the EAS-2 unit?

Print Page 1 of 1

POWER SUPPLY AND EARTH OF EAS-2 UNIT (D342)

A Electronic unit connection point

B Description of connection point

C Reading at connection point

E Explanatory notes (if applicable)

F 'X' mark indicates that additional

1 Power Ubat VDC

4 Electronic <0.5 VDC Voltage loss

CAN CONNECTION, EAS-2 UNIT (D342)

A Electronic unit connection point

B Description of connection point

C Reading at connection point

E Explanatory notes (if applicable)

F 'X' mark indicates that additional

7 V-CAN1-L VDC CAN signal

EAS-CAN terminating resistance ±120 Ω (1)

Resistance values in EAS-2 CAN

Minimum Nominal Maximum

◾ Resistance measured between CAN-H and

Resistance values in EAS-2 CAN

Minimum Nominal Maximum

◾ Before measuring the resistance, remove the

VOLTAGE LEVELS IN CAN SIGNAL IN ACCORDANCE WITH ISO 11898

Signal Minimum Nominal Maximum

CAN-H, voltage low 2.5 2.66 2.8

CAN-H, voltage high 3.45 3.5 3.8

CAN-L, voltage low 1.2 1.5 1.6

CAN-L, voltage high 2.5 2.66 2.8

CAN differential voltage, -0.12 0.0 0.012

◾ The CAN signal shown is intended only as an

EAS-2 UNIT PRESSURES

DOSING MODULE (B455)

E Explanatory notes (if

F 'X' mark indicates that

Dosing module coil resistance 15 Ω

SENSORS, TEMPERATURE (F718, F719)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery

E Explanatory notes (if applicable) 6

F 'X' mark indicates that additional information

22 Earth, exhaust gas < VDC

Type of temperature sensor before and after catalytic

Supply voltage approx. 5 V(1)

Resistance value and signal voltage (Epiq)

Temperature sensor before catalyst (Epiq)

-50 162.4 0.61 ± 0.01

0 200.0 0.74 ± 0.01

50 237.3 0.85 ± 0.01

100 274.2 0.96 ± 0.02 i400984

150 310.7 1.06 ± 0.02 6

200 346.9 1.15 ± 0.02

250 382.7 1.24 ± 0.02

300 418.2 1.32 ± 0.02