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2: Description
2.14 Aftercooler air system,
functional description
Refer to Figure 2-3 on page 27. The purpose of the after-
cooler air system is to operate the air compressor in con-
ditions when compressed air temperatures are required
to be 10 to 25°F (5 to 13°C) over ambient temperature.
This compressor has one main discharge valve. The dis-
charge plumbing within the compressor allows the user
to switch between standard air to aftercooled and filtered
air through a set a valves. These valves are labeled on
the machine to help assist the user to select the proper
valve orientation with respect to the type of air that is
required for the application.
Depending upon the application, the compressed air can
be by-passed around the aftercooler for unprocessed air
or it can be routed through the aftercooler for cooling.
The ambient air, which is drawn through the aftercooler
by the engine fan, cools the compressed air as it passes
through the aftercooler core. Cooled air enters the mois-
ture separator where condensate is removed and dis-
charged. This condensate does carry some oil and it
should be disposed of properly in accordance with local
regulations. From the moisture separator the com-
pressed air goes to the compressor service valve.
Aftercooler system should not be operated in
ambient conditions below 32°F (0°C).
To operate in the non-aftercooled mode, close
the aftercooler valve completely and open non-
aftercooler valve.
2.15 Engine exhaust aftertreatment,
functional description
The compressor is equipped with exhaust aftertreatment
equipment to meet U.S. EPA Tier 4 Final and EU Stage
IV emissions requirements. Major components include
40
NOTE
Subject to EAR, ECCN EAR99 and related export control restrictions.
the Clean Emissions Module (CEM) and Pump Electron-
ics Tank Unit (PETU). The CEM is an integrated assem-
bly containing the Diesel Particulate Filter (DPF), Diesel
Oxidation Catalyst (DOC), Selective Catalytic Reduction
(SCR) and all required connections and control compo-
nents. The PETU contains and controls injection of diesel
exhaust fluid (DEF) into the CEM. These parts in con-
junction with the rest of the engine systems are responsi-
ble for reducing particulate and Oxides of Nitrogen (NOx)
to meet regulations.
On a periodic basis, the CEM will undergo an active
regeneration event. This event is controlled in one of two
ways:
1. Automatically controlled by engine ECM, or
2. Requested by end user via controller.
During this event, diesel fuel and air is added and ignited
in the CEM resulting in elevated temperatures.
Tier 4 Final regeneration strategy differs greatly from Tier
4 Interim. The primary reason for active regeneration in
Tier 4 Interim was to reduce soot load accumulation in
the DPF. For Tier 4 Final, passive regeneration is primar-
ily responsible for soot reduction.
Active regeneration can still occur in the following condi-
tions/frequency:
• Cold start-up regeneration: Upon cold start-up
(coolant temp < 104°F [40°C]).
• DPF soot level: As required to reduce soot
load. Infrequent in this installation.
• Maintenance: To cycle fuel in regeneration sys-
tem. Approx. every 25 hours.)
Regenerated exhaust gases can reach tempera-
tures of up to 1800°F (982°C). Do not come into
direct contact with these gases.
02250248-733 R03
1600H T4F Perkins User Manual
WARNING
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Troubleshooting
