"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 ELECTRONIC EXHAUST GAS RECIRCULATION (E-EGR)

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.)

Operation
Initialization Conditions... Warm engine, vehicle already
started, no overheating, etc.
Injection EGR Operating Range... Engine under low to medium load
Quantity

Engine Speed

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.

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System Example 1

Diaphragm Vacuum Pump

Vacuum Damper
Exhaust Gas Recirculation
(EGR) Valve

Electric Vacuum Regulating

Valve (E-VRV)
Spring

EGR Cut VSV

Coolant

EGR Cooler

Engine Rotational Speed

Engine Accelerator Position
Engine Boost Pressure
ECU Atmospheric Pressure
Exhaust Coolant Temperature
Manifold Intake Air

Relationship Between Diaphragm Vacuum and EGR Valve Opening

Low Vacuum High

Small EGR Valve Opening Large

System Example 2

Gas Flow

EGR Valve Lift Sensor

Linear Solenoid Type Engine Rotational Speed
Actuator Accelerator Position
Linear Solenoid Type Boost Pressure
Actuator Engine
EGR Valve ECU Atmospheric Pressure
Lift Sensor Coolant Temperature
Intake Air Volume
Electronically Controlled
EGR Valve
Oxidation Catalyst
Double Seat EGR Cooler
Valve

EGR Gas
Inlet Coolant
EGR Gas Engine Exhaust
Outlet Manifold

Electronically Controlled EGR Valve

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"Fundamentals of the Common Rail System"

2 DIESEL PARTICULATE FILTER (DPF)

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.

Rail

Injector
Intercooler Boost Pressure Sensor

EGR Cooler
Exhaust Gas Recirculation
Variable Turbo (EGR) Valve
Actuator

Exhaust
Brake
Actuator

Supply Pump

DPF
Center Pipe Exhaust Gas Temperature Sensor

Engine
Differential Pressure Sensor ECU

Exhaust Gas Temperature Sensor

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.

Thermistor Element
Resistance Value ( )

Cover

Exhaust Gas Temperature (C)

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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.

GND
VP Output
Voltage
VC VP (V)

Pressure (kPa)

3 OPERATION
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.

TDC A

Main Injection
After-Injection Post-Injection
B C

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