CM

D-2.2L Engine
( EURO-IV D-2.2L CRDi )
 EURO III vs EURO IV 2

 Developmental target for emission

PM
(g/km) ① EURO-4 emission reduction
EURO-3 potential compared with EURO-3
(regulation)
0.05 - PM : 50 % decrease
- NOx : 50 % decrease
0.04

0.03 EURO-4
(regulation) ② Developmental target

0.02 - 70 % of regulation

0.01 EURO-4
(target) ③ EURO-4 Availability
- New model : JAN.2005
0.0 0.1 0.2 0.3 0.4 0.5
HC+ N0x
- Existing vehicle : JAN.2006
(g/km)
 EURO-IV corresponding technology 3

2nd GEN CRDi system

Injection Pressure : 1350 →1600 bar SCV(Swirl
ECU : 16 →32 bit Control Valve)

ACV(Air
Control
Valve)

Water cooled EGR (electrical

CPF control)

Diff pressure &

Temp sensor

λ sensor
 Comparative table ( EURO-III vs EURO-IV) 4
Items EURO-III EURO-IV Remark

CO 0.64g/km 0.50g/km

Nox 0.50g/km 0.25g/km

Emission regulation HC 0.56g/km 0.30g/km

PM 0.05g/km 0.025g/km

soot 15% 10%

Speed 16 bit CPU 32 bit CPU

ECM Pins 121 154

Location Internal Engine room Depending on vehicle

Λ(Oxygen) sensor X ○ For EGR control

CPF(Catalyzed Particulary Filter) U-Eng - Reduce PM

X
D-Eng ○

CPF Diff pressure & temp sensor X U-Eng - Detect internal pressure & temp

X D-Eng ○

SCV(Swirl Control Valve) X ○ Reduce smoke during low-mid

Fuel temp sensor X ○

Rail pressure MPROM ○ ○ Inlet control – A, J Eng
control
PCV(Pressure Control Valve) X ○ Outlet control – D Eng

Injector Multi-injection 1 Pilot, 1 Main 2 Pilot, 1 Main,2 Post D-Eng: 2 Post injection

Pressure 250~1350bar 250~1600bar

type Classfied (C1,C2,C3) 7-code (IQA)

Throttle flap control Control time Key off (NVH reduced) -Key off (NVH reduced) Close the throttle when a key is
-always (support EGR) off to prevent from dieseling.

way ON/OFF PWM control (300Hz)

 D-2.0L vs D-2.2L 5

Engine D-2.0 CRDi D-2.2 CRDi

shape

displacemnet 1,991 cc 2,188 cc

PS 125 PS 153 PS

Torque 29.0 kg·m 35.0 kg·m

Bore x stroke 83×92 87×92

• BOSCH 1st GEN • BOSCH 2nd GEN

• Fuel pressure control • Fuel pressure control
- Outlet control - Inlet & outlet control
Features - 1,350bar - 1,600bar
• Swirl Control Valve
• Air Control Valve
• Catalyzed Particulate Filter - Euro Ⅳ
 Input / output (EURO-III and EURO-IV) 6

APS 1, 2 Injection

Brake, clutch S/W BOSCH

inlet
Rail pressure
CKPS & CMPS ECM control outlet

Boost pressure&temp sensor EURO-III

EGR control
EURO-IV
Fuel pressure sensor
SCV control
HFM5/HFM6
Cooling fan control
Fuel temp sensor
A/C comp relay
WTS, AFS
PTC control
Blower, A/C S/W
Glow plug control
A/C S/W
ACV control

λ sensor CAN/K-line

DPF diff & temp sensor MIL/glow lamp

※ shadow=> EURO4
 EURO-IV injection 7

Burning
Starting Noise.vibrati un burned
on HC regeneratio
n
[500℃↑]

Injection timing
type Purpose
Max advanced Max retard
Pilot2 BTDC 100o SOE(Pil1)+150 μs + ET(Pil2) starting
Reducing smoke
Pilot1 BTDC 100o SOE(MI) + 150 μs + ET(Pil1)
NVH
Main BTDC 40o ATDC 10o Improving torque

SOE(MI)
Post2 ATDC 40o Increasing CPF temp
+ ET(MI) + 150 μs
Activate oxidation
Post1 ATDC 40o Next cylinder max. advanced catayst
(burning soot)
SOE (Start Of Energizing) ET (Energizing Time)
 Burning procedure for diesel engine 8

Flame depending on pilot injection or not

60
pilot w/o
Injection volume : 7mg pilot with
50
Fuel pressure : 1000bar

Combustion pressure (bar)

RPM : 1000rpm 40
Injection timing : BTDC 22
30

Without pilot injection

20

10

With pilot injection -50 -40 -30 -20 -10 0 10 20 30 40 50 60

Crank angle (deg CA)
Diesel exhaust gas 9

* PM : Particulate Matter
10
10
G asoline(3-w ay catalyst)

D iesel(no catalyst) 7
6 5.7
D iesel(D O C )

1.4 1.0 1 0.7

0
HC CO NNOx
Ox PPM
M

Heart of aftertreatment is reducing Nox & PM

 CPF
(Catalyzed Particulate Filter)
 What is PM (Particulate Material or Matter) 11

Specialty Definition: PARTICULATE MATTER

Energy
Unburned fuel particles that form smoke or soot and stick to lung tissue when
inhaled. A chiefcomponent of exhaust emissions from heavy-duty diesel engines.
(PM).

Environment
Dust, soot, other tiny bits of solid materials that are released into and move around in
the air.

Weather
(PM) Solid particles or liquid droplets suspended or carried in the air (e.g., soot, dust,
fumes, mist) . Very small pieces of solid or liquid matter, such as particles of soot,
dust, aerosols, fumes, or mists.
 Components of PM 12

The main component of PM is the unburned

carbon solid particleof 15-30nm diameter, gas
phase-from fuel and partly from lubricant, and all
named as fines, dust, soot, mist, fog, and smog
are a part of PM.

SOL (Solid fraction) : elemental carbon / ash

SOF (soluble organic fraction) : organic material from engine oil and fuel
Absorbed Hydrocabons
Sulfate : sulfate acid / water
Soot(carbon material)
 Catalystic converter terms 13

Kinds of catalystic converter depending on location

MCC (Manifold Catalytic Converter)
CCC (Close-Coupled Catalytic Converter)
WCC (Warm-up Catalytic Converter) MCC

UCC (Under-floor Catalytic Converter)

Components of catalystic converter

Washcoat : coating material including catalyst. Mainly Al2O3 is used.
CCC
Substrate : honeycomb shape which is coated by washcoat.
Exhaust gas pass through this. Effect of reducing exhaust gas is
different depending on shape or thickness of substrate.
Support : support the substrate by using STS wire or matt.
WCC

UCC
 Catalystic converter terms 14

Washcoat

Substrate
 Precious metals for vehicle 15

Pd : Purify HC mainly. Thermal resistance is good. Using in CCC

using as Pd only or Pd-Rh
Pt : Purify CO, Nox mainly. Thermal resistance is lower than Pd using in UCC
using as Pt-Rh or Pd-Pt-Rh
Rh : purify Nox mainly.price is much higher than Pd, Pt

70
Pd
Pt
60
Rh

50
price(US ＄ /g)

40

30

20

10

0
'99. 03 '99. 09 '00. 03 '00. 09 '00. 12 '01. 01 '01. 03 '01. 05

Cost change of precious metals

 Catalyst Deactivation Mechanism 16

Poisoning
 Selective Catalyst Poisoning
poisoning by Pb, Hg, Cd
deactivation by SO2
recovery by thermal treatment,
washing

 Catalyst Fouling
nonselective poisoning, Selective Catalyst Catalyst Fouling
Poisoning
masking
by P (engine oil)
Thermal Deactivation
 Catalyst Sintering
sintering, cohesion of precious
metals
using Stabilizer CeO2, La2O3

 Washcoat Sintering
using Stabilizer BaO, La2O3,
Catalyst Sintering Washcoat Sintering SiO2, ZrO2
 Diesel aftertreatment 17

NOx / PM Control

NOx PM
SOFs Solids

DeNOx LNT SCR DOC DPF & CPF

LNT (Lean NOx Trap)

SCR (Selective Catalytic Reduction)
Active Passive
DOC (Diesel Oxidation Catalyst)
DPF (Diesel Particulate Filter) Combination
CPF (Catalyzed Particulate Filter)
SOF(Soluble Organic Fraction)
 PM reducing device 18
PM reducing device
CPF DPF+Additive CRT
(Catalyzed Particulate Filter) (Diesel Particulate Filter) (Continuously Regenerating Trap)

Oxidatio
n Particulate
Catalyst Filter

▶ Burning a soot by post injection & ▶ Burning the soot by post injection & ▶ Burning the soot continuously by
oxidating a soot by using activation of cerium-based additive(around 450℃, at oxidated NO2(through DOC), without
coated catalyst (using NO2) every 500km forced regeneration ) post injection
▶ Simple system (no special fuel adding
▶ sophistcated system(fuel adding ▶ On the testing at bus(LONDON)
device)
▶ need a strategy of controlling device) ▶ impossible to adapt to passenger
regeneration temp.
▶ Problem (lots of CO emission) vehicle (exhaust gas temp is too low)
▶ Problem (recovery of waste DPF &
cleaning)

▶ adapted to almost European ▶ Peugeot, Volkswagen, FORD ▶ adapted to commercial diesel

passenger diesel
 DOC (Diesel Oxidation Catalyst) 19

SOF, Heating SOF,

PAH PAH

SootSulfate SootSulfate

Washcoat Monolith PM
PM
Soot Soot
PM SOF H2O+CO2
Sulfate Sulfate

SO2 Sulfate

Efective to reduce CO/HC and SOF

(SO2 is changed to sulfate))
** SOF(Soluble Organic Fraction)
PAH(polycyclic aromatic hydrocarbon)
 WHAT IS CPF? 20

 CPF (Catalyzed Particulate Filter)

● Principle
(1) Trapping the PM(Particulate Material)
(2) Burnig the trapped PM at regular driving distance
(Increasing a PM burning temp. over 550℃)
(3) Ash is accumulated in a filter
Some maker have a separate Service strategy
(Peugeot 607 : repairing the filter from peugeot
company at 80,000km free of charge

● Developmental background
(1) Correspond to EURO- 4 emission regulation
Reducing Nox : by electrical EGR & EGR cooler
Reducing PM : by DOC & filter
 CPF passive soot regeneration 21

C(soot) + NO2  CO/CO2 + NO

NO + O2  NO2

NO2 turn over :

( by using NO2  2~4 C burning )

C(Particulate) + O  CO/CO

CO + O2  CO2 (CO from soot)

HC,CO + O2  CO2 + H2O

(residual gaseous HC,CO)

** Passive : without any additive mechanism

Active : with additive mechanism (post injection)
 CPF active soot regeneration 22

Increasing temp. of exhaust gas through post injection and DOC  burning soot
 Shape & structure 23

Filter: Trapping & regeneration

DOC: Improve condition of PM regeneration
Temp sensor: checking the temp for regeneration
 Filter
Diff pressure sensor: decide a regeneration
Squre pillar
(detecting the loss pressure)

Temp sensor DOC Filter

Pipe for diff pressure sensor temp sensor

 System overview 24

High pressure pump Fuel pump

Post injection
CRDi
ENG Exhaust gas

Pressure /temp sensor

DOC 머플러
Catlystic filter

CRDi
ECU
PM accumulated & burning
 Regeneration procedure 25

1. Accumulating ash

C CGas

CGasC

C C

CGas
C

C
C

Catlalys
DOC t
Catlayst filter
coating
 Regeneration procedure 26

2. Increasing exhaust pressure & post injection

C C C
HC C C C

HC

C C C
HC C C C

HC

C C C
HC
C C C

sensor ECU INJ pump

 Regeneration procedure 27

3. PM regeneration

`
C C O2 C O2
HC O2 CO2+Heat O2 C O2 O2 C O2 C

HC O2 CO2+Heat

C C O2 C O2
HC O2 CO2+Heat O2 C O2 O2 C O2 C

HC O2 CO2+Heat

C C O2 C O2
HC O2 CO2+Heat O2 C O2 O2 C O2 C

Exhaust temp is increased by post injection

DOC adjust the exhaust temp (regeneration temp)
PM is regenerated and filter temp is increasing
 Regeneration procedure 28

4. re-accumulating ash

Ash is accumulated by unburned fuel/oil

How fast ash is accumulated in the filter that is point
 KM & JM exhaust system overview 29

Diff pressure sensor Temp sensor DOC + CPF

Air gap insulator pipe Main muffler

 CPF regeneration condition 30

Regeneration mode condition

Drving distance: every 1,000km

Engine RPM: 1,000RPM ~ 4,000RPM

Engine load: around 0.7bar( over 8mg/st )

Vehicle speed : over 5km/h

Water temp : over 40℃

Notice) shock or noise may occurred by changing torque during regeneration

 Regeneration method 31

Mid/high
speed Driving distance
Safety
Diff
pressure
SOOT volume
SIMULATION Low speed
 CPF aftertreatment procedure 32

Judgement regeneration - 1
Using CPF diff pressure  caculate volume of PM
- Diff pressur: when PM is stored  make a differential pressure
- ECU decide time of regeneration

Diff pressure sensor

DOC + CPF

Detect the differential pressure between

inlet and outlet
 Differential pressure model 33

CPF diff pressure

Caculate volume
+ diff sensor
of soot
+ temp sensor

Diff pressure by
ash
accumulation
 CPF aftertreatment procedure 34

Judgement regeneration - 2
Judge by driving distance
- Every 1,000km , ECU decide regeneration

Maybe regeneration is going

because 1000km is over

0km 1,000km 2,000km 3,000km

 CPF aftertreatment procedure 35

Judgement regeneration - 3
Predict the volume of PM by using simulation

Detect the volume of

accumulated PM and
burned PM
Detect the volume of
accumulated PM
depending on driving
condition
 Simulation model 36

Normal driving Caculate

Soot&smoke accumulated soot
+ rpm vol.
+ fuel

+ acceleration driving
+ enviromental condition Rducing soot by regeneration
+ soot volume(g)
+ CPF proceding temp(℃)
+ O2 (kg/h)
 CPF aftertreatment procedure 37

Regeneration
Burning PM by increasing temp up to 550℃~600℃

Increasing exhaust temp by post-injection

Inter cooler
Pilot Pre Main Post-2 Post-1
ACV
(Air control EGR valve
valve)
AFS

Increasing
temp + Increasing by catalyst = Regeneration temp
200~300℃ 600~650℃
300~400℃

EGR cooler T/C

 CPF component 38

Differential pressure sensor

Detect the diff pressure between CPF inlet(upstream) and outlet(downstream)

Diff pressure 20~30kPa(200~300mbar)  regeneration start

Output voltage: 1V ~ 4.5 V

output(V)
Diff sensor
4.5
Diff pipe

CPF

0 100 pressure(kPa)
 CPF component 39

Exhaust temp sensor

Monitoring the regeneration temp.(Obtain ignition temperature in particulate filter)

Temp sensor-1: protect VGT , located in exhaust gas

Temp sensor-2: feedback for regeneration

Temp sensor-2 Temp sensor-1

CPF
VGT
 Plan for CPF 40

Plan for CPF

Adapted vehicle : D-RS, D-JM, D-KM, D-NF, D-MG, D-UN, D-CMAT, D-TGAT, D-FO, U-FCAT

section 2005 2006 2007 2008

EURO4

DOM 12 5 12
JM KM 9 3 5
(2MT2AT4MT) NF MG UN TG PO CM
FCAT FO

EURO4 FCMT
JM KM (4MT)

EUR 7 9 12 2 7
RS JM NF UN TG
KM MG CM
(2M FO
T
2AT)

Notice) Plan is changeable FMC F/L R/C

CPF service regeneration by Hi-scan 41
CPF service regeneration by Hi-scan 42

EURO-IV

Additional
MENU for
CPF

T3/T5
temperature
 Component change routine (ECU change) 43

INPUT THE CURRENT ODO VALUES IN

Notice) If you change some parts
related CPF you should do this
procedure.
CLUSTER TO COUNT THE DRIFT SOOT
VALUE INFORMATION OF CPF.
000000 km
REFER TO PREVIOUS MENU TO SEE
INJECTOR INFORMATION.

PRESS [ENTER] KEY.

 Component change routine (CPF change) 44

IN THIS MODE, CAN RESET THE DISTANCE

OF LAST CHANGED CPF AND OTHERS
RELATED PARAMETERS.

PRESS [ENTER] KEY.

Notice) If you change the CPF then should reset the distance of last changed
CPF. Other related parts are same procedure(Lambda sensor , RPS, AFS,
Diff sensor SCV).
Current data 45

SCV & ACV

Outlet & inlet actuator
pressure
sensor

T3 & T5 temp
sensor
Actuation test 46
Actuation test 47
Actuation test 48
Actuation test 49

ACV Inlet
actuator test pressure
valve test

SCV actuator Outlet

test pressure valve
test
Actuation test 50
Injection correction (IQA) 51

• CONDITION:IG.KEY ON(ENGINE STOP)

1. IF THE INJ IS CHANGED, THE INJ CORRECTION

FUNC. SHOULD BE PERFORM TO CONTROL. THE
NORMAL FUEL INJ.

2. TO INPUT THE INJECTOR NUMBER,PRESS SHIFT

KEY AND SELECT THE CYL. BY ARROW KEY AT
THE SAME TIME, AND INPUT THE INJ DATA BY
[F1]~[F6], DIGIT KEY. AND THEN PRESS [ENTER].

3. AFTER COMPLETE, TURN THE IG.KEY OFF AND

RECHECK THE SYSTEM AFTER 10 SEC.

Enter the 7-digit

code
IQA (Injection Quantity Adaption) injector 52