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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.
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.
System Example 1
Vacuum Damper
Exhaust Gas Recirculation
(EGR) Valve
EGR Cooler
System Example 2
Gas Flow
EGR Gas
Inlet Coolant
EGR Gas Engine Exhaust
Outlet Manifold
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
Thermistor Element
Resistance Value ( )
Cover
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