EMISSION CONTROL

SYSTEM

PRODUCTIVITY IMPROVEMENT AND CENTER OF

EXCELLENCY

TOT PROGRAM
PROJECT BASED TRANING MANUAL ON

EMISSION CONTROL SYSTEM

PREPARED BY

AUTOMOTIVE DEPARTMENT

August 16

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Contents
1 Introduction...................................................................................................................................3
1.2 Objective................................................................................................................................3
1.3 Specific Objectives................................................................................................................3
2 Emission control system...............................................................................................................4
2.1 Specifications.........................................................................................................................4
2.2 Troubleshooting.....................................................................................................................4
2.3 Emission Schematic Diagram................................................................................................5
2.4 Components Location............................................................................................................6
2.5 Crankcase Emission Control System.....................................................................................8
2.5.1 Schematic Diagram.........................................................................................................8
2.5.2 Inspection........................................................................................................................9
2.6 Evaporative Emission Control System................................................................................12
2.6.1 Schematic Diagram.......................................................................................................12
2.6.2 Evaporative and ORVR Emission Control System.......................................................15
2.7 Fuel Filler Cap Description and Operation..........................................................................20
2.8 Exhaust Emission Control System.......................................................................................22
2.8.1 Catalytic Converter Description and Operation............................................................22
2.8.2 CVVT (Continuously Variable Valve Timing) System Description and Operation.....23

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1 Introduction

Because the field of automotive service is an ever-advancing and demanding profession, this
institute (Productivity improvement and center of excellency) has prepared this automotive
training manual (ATM) series it help its trainees to attain a higher degree of technical skills.
Thus as you progress through this training use this Automatic transmission system and related
materials to their fullest for your advancement and improve your and your customer satisfaction.

1.2 Objective
The aim of this training manual is to teach the basic construction, control, operation, and
troubleshooting of the Automatic transmission system. Also after this training the trainee should
have a full understanding of the following, they should also be able to perform related
inspections and repair based on this understanding when appropriate workshop manual is used.

1.3 Specific Objectives

After completing the training lessons in this unit, Trainee should be able to:

 Know how Automatic transmission system function

 Know each Automatic transmission system location and function
 Know how to diagnosis the Automatic transmission system by using diagnosis tools
 Know how to diagnosis the sensor by using basic DOM(digital multi meter)

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2 Emission control system

Emissions Control System consists of three major systems.

 Crankcase Emission Control System- prevents blow-by gas from releasing into the
atmosphere. This system recycles gas back into the intake manifold (Closed Crankcase
Ventilation Type).
 Evaporative Emission Control System prevents evaporative gas from releasing into the
atmosphere. This system burns gas at appropriate engine operating condition after
gathering it in the canister.
 Exhaust Emission Control System converts the three pollutants [hydrocarbons (HC),
carbon monoxide (CO), and oxides of nitrogen (NOx)] into harmless substances by
using the 3-way catalytic converter.

2.1 Specifications
Purge Control Solenoid Valve (PCSV)
? Specification
Item Specification
Coil Resistance (?) 22.0 ~ 26.0 [20°C(68°F)]

Fuel Tank Pressure Sensor (FTPS)

? Type: Piezo-Resistive Pressure Sensor
? Specification
Pressure
[kPa (kgf/cm?, in H2O) Output Voltage (V)
-6.67 (-0.068, -26.8) 0.5
0 2.5
+6.67 (+0.068, +26.8) 4.5

Canister Close Valve (CCV)

? Specification
Item Specification
Coil Resistance (?) 19.8 ~ 21.8 [20°C(68°F)]

2.2 Troubleshooting
Symptom Suspect area
Engine will not start or stuggle to start Vapor hose damaged or disconnected
Engine stuggle to start Malfunction of the Purge Control Solenoid Valve
Vapor hose damaged or disconnected
Rough idle or engine stalls Malfunction of the PCV valve
Rough idle Malfunction of the Evaporative Emission Control System
Excessive oil consumption Positive crankcase ventilation line clogged

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2.3 Emission Schematic Diagram

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2.4 Components Location

1.PCVValve 5.CanisterCloseValve (CCV)

2.Canister 6.FuelLevelSender (FLS)
3.PurgeControlSolenoidValve(PCSV) 7.FuelTankAir Filter
4. Fuel Tank Pressure Sensor (FTPS) 8. Catalytic Converter (WCC+UCC)

1. PCV Valve 2. Canister

3. Purge Control Solenoid Valve (PCSV) 4. Fuel Tank Pressure Sensor (FTPS)

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5. Canister Close Valve (CCV

6. Fuel Level Sender (FLS) 7. Fuel Tank Air Filter

8. Catalytic Converter (WCC) 8. Catalytic Converter (UCC)

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2.5 Crankcase Emission Control System

2.5.1 Schematic Diagram

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2.5.2 Inspection
1. After disconnecting the vapor hose from the PCV valve, remove the PCV valve.
2. Reconnect the PCV valve to the vapor hose.
Inspect the PCV vlave operation.
(1
) Run the engine at idle.
(2
) Put a finger on the open end of the PCV valve.
(3
) Make sure that intake manifold vaccum can be felt.
  
The plunger inside the PCV valve will move back and forth at vacuum.

4. If the vacuum is not felt, clean or replace the vapor hose.

Operation Principle

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Removal
1. Disconnect the PCV hose (A).
Remove the PCV valve (B).

2.
Inspection
1. Insert a thin stick (A) into the PCV valve (B) from the threaded side to check that the plunger moves.

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If the plunger does not move (PCV valve is clogged), clean or replace the valve.
Installation
Install in the reverse order of removal.

PCV Valve installation:

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
1.

2.6 Evaporative Emission Control System.

Description
The Evaporative Emission Control System prevents fuel vapor stored in fuel tank from
vaporizing into the atmosphere. When the fuel evaporates in the fuel tank, the vapor passes
through vent hoses or tubes to a canister filled with charcoal. The canister temporarily holds the
vapor in the charcoal. The ECM will control the system in order to draw the gathered vapor into
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the combustion chambers during certain operating conditions. Engine manifold vacuum is used
to draw the vapor into intake manifold.

2.6.1 Schematic Diagram

Canister
The Canister is filled with charcoal and absorbs evaporated fuel vapor from the fuel tank. The
gathered fuel vapor in canister is drawn into the intake manifold by the ECM/PCM when
appropriate conditions are set.

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Purge Control Solenoid Valve (PCSV)

The Purge Control Solenoid Valve (PCSV) is installed in the passage connecting the canister to
the intake manifold. It is a duty type solenoid valve and is operated by ECM/PCM signal.
To draw the absorbed vapor into the intake manifold, the ECM/PCM will open the PCSV,
otherwise the passage remains closed.
Fuel Filler Cap
A ratchet tightening device in the threaded fuel filler cap reduces the chances of incorrect
installation, when sealing the fuel filler. After the gasket on the fuel filler cap and the fill neck
flange make contact, the ratchet produces a loud clicking noise indicating the seal has been set.
Fuel Tank Pressure Sensor (FTPS)
The Fuel Tank Pressure Sensor (FTPS) is an integral part of the monitoring system. The FTPS
checks Purge Control Solenoid Valve (PCSV) operation and leaks in the Evaporative Emission
Control System by monitoring pressure and vacuum level in the fuel tank during PCSV operating
cycles.
Canister Close Valve (CCV)
The Canister Close Valve (CCV) is located between the canister and the fuel tank air filter. It
closes off the air inlet to the canister for the Evaporative Emissions System and also prevents
fuel vapors from escaping from the Canister when the vehicle is not operating.
Evaporative System Monitoring
The Evaporative Emission Control Monitoring System monitors fuel vapor generation,
evacuation, and a leakage check step. At first, the OBD-II system checks if vapor generation due
to fuel temperature is small enough to start monitoring. Then it evacuates the evaporative system
by means of PCSV with ramp in order to maintain a certain vacuum level. The final step is to
check if there is vacuum loss by any leakage of the system.

Vapor Generation Checking

During the stabilization period, the PCSV and the CCV are closed. The system pressure is
measured as starting pressure (DP_A). After a certain defined period (T1), the system pressure
(DP_B) is measured again and the difference from the starting pressure is calculated. If this

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difference (DP_B - DP_A) is bigger than the threshold, there should be excessive vapor pressure
and the monitor is aborted for next check. On the contrary, if the difference is lower than the
negative threshold, the PCSV is regarded as having a malfunction such as clogged at open
position.
Large EVAP Leak Detection
The PCSV is opened with a certain ramp for the pressure to reach down to a certain level. If the
pressure can’t be lowered below a threshold, the system is regarded as having a fuel cap-open or
having a large leak.
Leaking Checking
The PCSV is closed and the system waits for a period to get stabilized pressure. During checking
period (T2), the system measures the beginning and the end of the system pressure (DP_C,
DP_D). The diagnosis value is the pressure difference corrected by the natural vapor generation
(DP_B - DP_A) rate from the vapor generation check step.
Evaporative System Monitoring

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2.6.2 Evaporative and ORVR Emission Control System

This system consists of a fill vent valve, fuel shut-off valve, fuel cut valve (for roll over), two
way valve (pressure/vacuum relief), fuel liquid/vapor separator which is installed beside the filler
pipe, charcoal canister which is mounted under the rear floor LH side member and protector,
tubes and miscellaneous connections. While refueling, ambient air is drawn into the filler pipe so
as not to emit fuel vapors in the air. The fuel vapor in the tank is then forced to flow into the
canister via the fill vent valve. The fuel liquid/vapor separator isolates liquid fuel and passes the
pure vapor to the charcoal canister.
While the engine is operating, the trapped vapor in the canister is drawn into the intake manifold
and then into the engine combustion chamber. Using this purge process, the charcoal canister is
purged and recovers its absorbing capability.

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1. Fuel filler cap

2. Fuel filler pipe 8. Evaporative hose
3. Fuel shut-off valve 9. Canister
4. Fuel tank 10. Canister Close Valve (CCV)
5. ORVR valve 11. Fuel feed line
6. 2-way & cut valve 12. Fuel Tank Pressure Sensor (FTPS)
7. Evaporative hose 13. Purge Control Solenoid Valve (PCSV)

2.6.2.1 Inspection
[System Inspection]
Disconnect the vapor hose from the intake manifold and connect a vacuum pump to the nipple on the
intake manifold.
· At Cold Engine [Engine Coolant Temperature < 60°C(140°F)]
Engine
Operating Applied
Condition Vacuum Result
Idle Min.20inHg
1. 3,000rpm (Min. 0.7 kgf/cm?, Min. 67.7 kPa) Vacuum is held
2. Check the following points with applied vacuum at the purge control solenoid valve (PCSV).
· At Warmed Engine [Engine Coolant Temperature > 80°C(176°F)]

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Engine
Operating Applied
Condition Vacuum Result
Min.20inHg
Idle (Min. 0.7 kgf/cm?, Min. 67.7 kPa) Vacuum is held
Within 3 minutes after engine start
at 3,000 rpm Try to apply vacuum Vacuum is released
Vacuum will be held
In 3 minutes after engine start at Min.20inHg momentarily, after which,
3,000 rpm (Min. 0.7 kgf/cm?, Min. 67.7 kPa) it will be released

[PCSV Inspection]
1. Turn ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the PCSV connector (A).
Disconnect the vapor hose (B) which is connected to the intake manifold from the PCSV.

3.
4. After connecting a vacuum pump to the nipple, apply vacuum.
With the PCSV control line grounded, check the valve operation with battery voltage applied to the
PCSV(Open) and removed(Closed).

Battery Voltage Valve Vacuum

5 Connected Open Released
. Disconnected Close Maintained
Measure the coil resistance of the PCSV.

Specifications:
22.0 ~ 26.0? [20°C(68°F)]
6.
[EVAP. Leakage Test]
1. Select "Evap. Leakage Test".

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Proceed with the test according to the screen introductions.

2.

Removal
1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
Remove the fuel tank.
2. (Refer to Engine Control / Fuel System - " Fuel Tank")
3. Disconnect the vent hose (A).
Disconnect the vapor tube quick-connector (B,C).

4.
5. Remove installation bolts (A) and then remove the canister assembly.

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Inspection
Check for the following items visually.
A. Cracks or leakage of the canister
B. Loose connection, distortion, or damage of the vapor hose/tube

A: Canister - Atmosphere
B: Canister - Fuel Tank
1. C: Canister - Intake Manifold
Installation
1. Install in the reverse order of removal.

2.7 Fuel Filler Cap Description and Operation

Description
A ratchet tightening device on the threaded fuel filler cap reduces the chances of incorrect
installation, which would seal the fuel filler. After the gasket on the fuel filler cap and the filler
neck flange contact each other, the ratchet produces a loud clicking noise indicating the seal has
been set.

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1. Cover 5. Spring
2. Torsion spring 6. Plate seal
3. Retainer 7. Vacuum valve
4. Gasket seal 8. Spring

Replacement
1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
2. Lift the vehicle.
3. Remove the rear-left wheel & tire and house cover.
4. Disconnect the canister close valve connector (A).
5. Disconnect the vapor hose (B).
6. Remove installation bolts (A) and then remove the fuel tank air filter.

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Release the lever (A), and then separate the canister close valve (B) from the fuel tank air filter (C) afte
rotating it in the direction of the arrow in the figure.

7.
8. Install a new fuel tank air filter.
2.8 Exhaust Emission Control System
Description
Exhaust emissions (CO, HC, NOx) are controlled by a combination of engine modifications and
the addition of special control components. Modifications to the combustion chamber, intake
manifold, camshaft and ignition system form the basic control system. These items have been
integrated into a highly effective system which controls exhaust emissions while maintaining

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good drivability and fuel economy. Air/Fuel Mixture Control System [Multiport Fuel Injection
(MFI) System]. The MFI system uses signals from the heated oxygen sensor to activate and
control the injector installed in the manifold for each cylinder, thus precisely regulating the
air/fuel mixture ratio and reducing emissions.
This in turn allows the engine to produce exhaust gas of the proper composition to permit the use
of a three way catalyst. The three way catalyst is designed to convert the three pollutants
[hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx)] into harmless
substances. There are two operating modes in the MFI system.
1. Open Loop air/fuel ratio is controlled by information programmed into the ECM.
2. Closed Loop air/fuel ratio is adjusted by the ECM based on information supplied by the oxygen sensor.

2.8.1 Catalytic Converter Description and Operation

Description
The catalytic converter of the gasoline engine is a three way catalyst. It oxidizes carbon
monoxide and hydrocarbons (HC), and separates oxygen from the oxides of nitrogen (NOx).
[WCC]

[UCC]

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Removal
Remove the exhaust manifold.
1. (Refer to Engine Mechanical System - "Exhaust Manifold")
Installation
1. Install in the reverse order of removal.

2.8.2 CVVT (Continuously Variable Valve Timing) System Description and

Operation
Description
Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing of the
intake and exhaust valve in accordance with the ECM control signal which is calculated by the
engine speed and load.
By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel economy
and reduces exhaust gases (NOx, HC) and improves engine performance through reduction of
pumping loss, internal EGR effect, improvement of combustion stability, improvement of
volumetric efficiency, and increase of expansion work.
This system consist of
the CVVT Oil Control Valve (OCV) which regulates engine oil to and from the cam phase in
- accordance with the ECM PWM (Pulse With Modulation) control signal,
And the Cam Phaser which varies the cam phase by using the hydraulic force of the engine
- oil.
The engine oil getting out of the CVVT oil control valve varies the cam phase in the direction
(Intake Advance/Exhaust Retard) or opposite direction (Intake Retard/Exhaust Advance) of the
engine rotation by rotating the rotor connected with the camshaft inside the cam phaser.

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Operation Principle
The CVVT has the mechanism rotating the rotor vane with hydraulic force generated by the
engine oil supplied to the advance or retard chamber in accordance with the CVVT oil control
valve control.

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[CVVT System Mode]

(1) Low Speed / Low Load (2) Part Load

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(3) Low Speed / High Load (4) High Speed / High Load

Exhaust Valve Intake Valve

Driving Valve Valve
Condition Timing Effect Timing Effect
(1)Low *ValveUnder-lap *ValveUnder-lap
Speed Completely * Improvement of combustion Completely * Improvement of combustion
/Low Load Advance stability Retard stability
* Increase of expansion work
* Reduction of pumping loss
(2)Part Load Retard * Reduction of HC Retard * Reduction of pumping loss
(3) Low * Prevention of intake back flow
Speed (Improvement of volumetric
/High Load Retard * Increase of expansion work Advance efficiency)
(4) High
Speed * Improvement of volumetric
/High Load Advance * Reduction of pumping loss Retard efficiency

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