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1. SPECIFICATION
Emission Regulation Euro-V
Front Area 154.06㎠
DOC 158 X 124 X 78L
Size
DPF 158 X 124 X 195L
Shell SUS430J1L X 1.5t
CDPF Canister
End Cone SUS430J1L X 2.0t (Single)
Catalyst Capacity 4.2L
CDPF
Material of Filter AT (Aluminum-Titanium Alloy)
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2. CAUTIONS
▶ Standard pattern of soot accumulation

(1) Abnormal Soot Accumulation (2) Normal Soot Combustion

▶ Cautions to protect the catalyst filter

- Use the designated fuel only.

- Observe the recommended service intervals of engine oil.
- Check the engine oil level frequently and add if necessary.
- Do not idle the vehicle unnecessarily.
- Do not turn off the engine while the vehicle is running.
- Do not shift the gear selector lever to neutral when going downhill.
- Do not use improper engine oil or fuel additives.
- Do not drive for a long time when the warning lamp is illuminated.
- Make sure no flammable material, such as dry grass or tissue paper, contacts with the catalyst
filter while the vehicle is parked.
- For the vehicles used in urban traffic, driving on the expressways for more than 1 hour at least
once per week is needed so that the PM inside CDPF isn't collected to one side only.
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(3) Warning Lamp Related to CDPF

▶ CDPF regeneration process (warning lamp NOT illuminated)
The CDPF system enters the regeneration
mode when the driving distance becomes
approx. 600 to 1,200 km (may differ by the
driving condition and driving style). Then, the
engine ECU performs the CDPF regeneration
operation. However, the driver is not informed
with this operation by any engine warning
lamp or vehicle signal, so he/she may not
detect this operation. The control logic at the
post-injection dur-ing the regeneration
process is to increase the fuel injection
volume and control the intake air volume (by
the throttle body) in order to increase the
temperature of the exhaust gas. The driver
may not feel any particular difference from the
vehicle.
Overload of CDPF (warning lamp blinking)

1. If the CDPF cannot reach the regeneration temperature due to low speed driving or other
reason during the regeneration process, the soot is continuously accumulated in the CDPF.
2. When this condition continues and the CDPF is overloaded with soot, the engine warning
lamp blinks to inform this situation to the driver.
In order to solve this problem, drive the vehicle at a speed of approx. 80 km/h for 15 to 20
minutes to perform the CDPF regeneration process.
3. If the engine warning lamp on the instrument cluster blinks, the CDPF is overloaded. In this
case, perform the step 2.
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Excessive overload of CDPF (warning lamp illuminated)

1. If the vehicle is driven at a speed of 5 to 10 km/h for an extended period of time, the soot
accumulated in the CDPF cannot be burned as the CDPF cannot reach the regeneration
temperature. Then, an excessive amount of soot can be accumulated in the CDPF.
2. This case is much worse than the simple over-load of the CDPF. To inform this to the driver,
the engine warning lamp comes on and the engine power is decreased to protect the
system.
3. To solve this problem, blow soot between the engine and exhaust system several times and
erase the related DTC. Then, check if the same DTC is regenerated again. If so, check the
DTC related to the differential pressure sensor.
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1. OVERVIEW
The DOC (Diesel Oxidation Catalyst) generates CO2 and H2O which are harmless through the
oxidation process of CO and HC. And the DPF (Diesel Particulate Filter) collects PM (Particle
Matter) and is regenerated to reduce the quantity of particulates, HC and CO. But there is a
limitation in reducing the emission of exhaust gas for each system, so the CDPF which combines
these two system is applied.
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2. COMPONENT

Front temperature sensor CDPF Rear temperature sensor

DOC+DPF

Measures the
Protects the temperature of fuel
turbocharger. combustion.

Differential pressure Engine ECU Throttle

sensor DCM 3.7 valve

Calculates the amount of

PM collected by reading
the pressure difference
between before and after Regulates the rate of air
the CDPF. Post-injection intake.

* For details, refer to section "Engine Control".

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3. INPUT/OUTPUT DEVICES

1. Front temperature sensor: This sensor is installed at the inlet of DOC and detects whether
the DOC can burn (oxidize) the post-injected fuel or not.
2. Rear temperature sensor: This sensor is installed at the inlet of DPF and monitors that the
temperature of the exhaust gas is kept at 600℃.

- If the temperature exceeds 600℃, the life of CDPF can be reduced. So the amount of fuel
post-injection is decreased.
- If the temperature drops under 600℃, the rate of regeneration can be decreased. So the
amount of fuel post-injection is increased.

3. Differential pressure sensor: This sensor checks the amount of PM collected by calculating the
pressure difference between before and after the CDPF.
4. Electric throttle valve: This valve reduces the intake air flow to raise the temperature of the
exhaust gas when the CDPF is operating during idling.
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4. POST-INJECTION AND AIR MASS CONTROL

A DPS (Differential Pressure Sensor) measures the pressure difference between before and after
the CDPF and detects whether the soot is collected in the CDPF or not. If PM is collected in the
CDPF (In this case the pressure difference between before and after the CDPF exceeds the
specified value. Normally, the system sends the signal when the driving distance becomes
approx. 600 to 1,200 km), the temperature of exhaust gas is increased and the post-injection is
started for regeneration. The amount of fuel post-injection is controlled by the exhaust gas
temperature measured by the rear temperature sensor. If the temperature is less than 600℃, the
amount of post-injection is increased to increase the regeneration temperature. Otherwise, the
fuel injection amount is decreased or the fuel is not injected.
When the engine is running with low load, the intake air amount is also controlled as well as fuel
injection amount. This function is used to increaser the combustion temperature by increasing the
amount of fuel post-injection with the lowest air amount within the specified control logic.
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Front temperature sensor HFM sensor Rear temperature sensor

Intake air
mass

Engine ECU (D20DTR)

Measures the temperature of

exhaust gas. Measure the outlet
temperature of DOC.
This sensor is located at the rear
side of exhaust manifold and This sensor is located at
monitors the temperature of the rear side of DOC and
combusted gas to prevent the monitors the overheating of
exhaust system from overheating. CDPF and post injection
When the temperature gets volume.
higher, this sensor cuts off the
Injector (C31)
fuel delivery and controls the EGR Measures
to lower the temperature. the
excessive
Differential pressure sensor amount of
PM.

Wide band
oxygen sensor Controls the post injection.

Electric throttle body

Boost
pressure/
temperature

Measures the difference between T-MAP sensor

inlet and outlet pressures of
CDPF.
If the difference is higher than the Controls the intake air
specified value when collecting mass.
the PM, this makes the post
injection for forced recycling of
PM.
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5. OPERATING PROCESS
[Configuration and principle of operation]

Oxidation (DOC) Collecting PM

→ Regeneration

The exhaust gas

passed through the When the exhaust gas enters The engine ECU detects the
exhaust manifold into the CDPF assembly, its amount of PM collected by
enters into the CDPF CO, HC and PM are reduced the information from the
assembly (at approx by the redox reaction of the temperature sensors and
250℃). DOC. The remaining PM is differential pressure sensor.
filtered and collected in When the soot is
CDPF, and the temperature of accumulated, the engine ECU
the exhaust gas is increased performs post-injection to
to between 450 and 500°C. increase the exhaust gas
temperature and burns the
collected PM at approx.
600°C.
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1) Oxidation of DOC
The DOC oxidizes HC and CO of the exhaust gas in the two-way catalytic converter at 180℃ or
more, and performs best at the temperature between 400 and 500℃. The front EGT sensor
detects whether the DOC can burn (oxidize) the post-injected fuel or not, and sends the signal to
the ECU to maintain the DOC operating temperature between 300 and 500℃. The DOC reduces
CO and HC of the exhaust gas by redox reaction and also reduces small amount of PM.

1. Oxygen adheres to the catalyst materials: Less than 180℃

2. CO and HC are oxidized by the catalyst materials: More than 180℃

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2) Collecting PM of DPF
There is a filter installed in the DPF and the PM filtered by this filter is burned (regeneration) when
the temperature of exhaust gas is increased due to post-injection. The filter has a honeycomb-
like structure to capture the particulate matter and the inlet and outlet of each channel are closed
alternatively. Once the exhaust gas enters to the inlet of a channel, it is released from the outlet of
the adjacent channel through the porous wall because of the closed outlet of the first channel,
and the PM is collected in the first channel.

[Collecting PM of CDPF]

Normally, when the driving distance becomes approx. 600 to 1,200 km, enough amount of
soot to be burned is filtered and accumulated in the CDPF. The ECU increases the amount of
fuel post-injection to increase the temperature of the exhaust gas up to 600°C, so that the
soot is burned. The soot is burned for 15 to 20 minutes (may differ by conditions).
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3) PM Regeneration of DPF
The differential pressure sensor installed in the DPF measures the pressure values of inlet and
outlet of CDPF. And the amount of the PM collected in the filter is calculated based on the exhaust
temperature, intake air mass flow, booster pressure, etc.
The regeneration is started when the amount of the collected PM is 28 g or more.
The ECU commands post-injection to increase the temperature of CDPF to 600℃.

1. When the amount of the collected PM is not enough: The DPF works as a filter.

2. When enough amount of PM is collected: The ECU commands post-injection and increase the
exhaust gas temperature to start regeneration.
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4) Fuel Injection During CDPF Regeneration

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6. ELECTRIC CIRCUIT DIAGRAM