SERVICE TECH Vol.

484 06-6
9
"Fundamentals of the Common Rail System"
12th Session: CONTROL SYSTEM, E-EGR AND DPF (FINAL SESSION)
In the previous session, fuel injection control, which is the portion of the control system most
closely related to engine performance, was explained.
In this, the final session, Electronic Exhaust Gas Recirculation (E-EGR) and the Diesel
Particulate Filter (DPF), which are the components in the control system aimed at purifying
exhaust gas, will be explained.
1-1 Outline
The E-EGR system is an electronically controlled exhaust gas recirculation system. E-EGR recirculates a
portion of the exhaust gas to the intake manifold, minimizing NOx by lowering combustion temperature.
However, there are cases when EGR system operation is connected to a reduction in engine power output,
affecting drivability. To resolve this issue, in the E-EGR system, the engine ECU controls the optimum EGR
quantity in accordance with driving conditions.
Operating Conditions Example
The chart below shows operation in the region fulfilling starting conditions (one example.)
1-2 Operation
Vacuum pressure created by the vacuum pump is controlled by the Electric-Vacuum Regulation Valve (E-
VRV) and then directed to the EGR valve diaphragm chamber. The diaphragm compresses the spring
according to the amount of vacuum, determining the amount the EGR valve opens and controlling the
volume of EGR. (Refer to "System Example 1" on the following page.)
The EGR cooler, which is installed in the EGR passage between the cylinder head and intake passage,
maximizes EGR volume by cooling the exhaust gas.
The EGR Cut Vacuum Switching Valve (VSV) opens the diaphragm interior to atmospheric pressure when
the EGR valve is closed to increase system responsiveness.
As shown in "System Example 2" on the following page, an EGR valve sensor is also employed to perform
optimized EGR control by providing feedback on EGR valve position to the engine ECU.
1 ELECTRONIC EXHAUST GAS RECIRCULATION (E-EGR)
Injection
Quantity
Engine Speed
Operation
Initialization Conditions... Warm engine, vehicle already
started, no overheating, etc.
EGR Operating Range... Engine under low to medium load
SERVICE TECH Vol.484 06-6
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"Fundamentals of the Common Rail System"
System Example 1
System Example 2
EGR Cooler
Exhaust Gas Recirculation
(EGR) Valve
Coolant
Diaphragm
Vacuum Damper
Spring
EGR Cut VSV
Vacuum Pump
Electric Vacuum Regulating
Valve (E-VRV)
Engine
ECU
Engine Rotational Speed
Accelerator Position
Boost Pressure
Atmospheric Pressure
Coolant Temperature
Intake Air
Relationship Between Diaphragm Vacuum and EGR Valve Opening
Low
Small
High
Large
Vacuum
EGR Valve Opening
Engine
Exhaust
Manifold
Gas Flow
EGR Valve Lift Sensor
Double Seat
Valve
EGR Gas
Inlet
EGR Gas
Outlet
Electronically Controlled EGR Valve
Linear Solenoid Type
Actuator
Coolant
EGR Cooler
Oxidation Catalyst
Engine
Exhaust
Manifold
Electronically Controlled
EGR Valve
EGR Valve
Lift Sensor
Linear Solenoid Type
Actuator
Engine
ECU
Engine Rotational Speed
Accelerator Position
Boost Pressure
Atmospheric Pressure
Coolant Temperature
Intake Air Volume
SERVICE TECH Vol.484 06-6
11
"Fundamentals of the Common Rail System"
2-1 Outline
The DPF system reduces the emission of Particulate Matter (PM). In order to trap PM, a DPF with a built-in
catalytic filter is mounted on the muffler center pipe. During vehicle operation, the trapped PM is incinerated,
transformed to carbonate and then discharged.
2-2 Various Sensors
1. Exhaust Gas Temperature Sensor
Exhaust gas temperature sensors are installed to the front and rear of the DPF to detect the temperature
both before and after the filter. The engine ECU controls the exhaust temperature for PM combustion based
on signals from these sensors. The sensor element utilizes a thermistor, which displays resistance values
inverse to temperature (as shown in the diagram below). The sensor sends electrical signals proportionate
to the resistance value to the engine ECU.
2 DIESEL PARTICULATE FILTER (DPF)
Rail
Injector
Boost Pressure Sensor
Exhaust Gas Recirculation
(EGR) Valve
Supply Pump
EGR Cooler
Intercooler
Variable Turbo
Actuator
Exhaust
Brake
Actuator
Differential Pressure Sensor
Center Pipe
Exhaust Gas Temperature Sensor
Exhaust Gas Temperature Sensor
Engine
ECU
DPF
Resistance Value ( )
Exhaust Gas Temperature (C)
Cover
Thermistor Element
SERVICE TECH Vol.484 06-6
12
"Fundamentals of the Common Rail System"
2. Differential Pressure Sensor
The differential pressure sensor detects the difference in pressure across the DPF and outputs signals to
the engine ECU. The sensor portion, which is a semiconductor-type silicon element, is a pressure sensor
that utilizes the piezoelectric effect to amplify and output voltage in the IC circuit.
As PM is trapped and accumulates in the DPF, the filter becomes clogged, increasing the differential
pressure across the filter. The differential pressure sensor sends a voltage signal to the engine ECU
corresponding to the differential pressure. Therefore, the engine ECU interprets a large differential
pressure across the DPF as an accumulation of PM and issues a decision for PM combustion processing.
PM is trapped, oxidized, and self-combusted through injection pattern optimization and exhaust gas
temperature control based on exhaust gas temperature and differential pressure across the DPF. When
exhaust gas temperature is low, adding after-injection to the main injection raises the exhaust gas
temperature to approximately 250 C and promotes PM oxidation.
When trapping and accumulating PM, the addition of a post-injection supplements the catalyst with
hydrocarbons (HC), raising catalyst temperature to 600 C, which is the self-combustion temperature for
the PM. This decreases the combustion time for the accumulated PM.
The engine ECU controls times A, B, and C as well as the injection quantity (injection duration) for each
individual injection.
3 OPERATION
GND
VP
VC
Pressure (kPa)
Output
Voltage
VP (V)
TDC
A
B C
After-Injection
Main Injection
Post-Injection