sensor SSANGYONG RODIUS 2005 Owner's Manual

09-17
ENGINE CONTROL SYSTEM
RODIUS 2005.07
0452-01
INJECTOR, KNOCK SENSOR, IMMOBILIZER, CANISTER PURGE VALVE ▶

0-3
DC 5-SPEED AUTOMATIC TRANSMISSION
RODIUS 2005.07
3650-01
2WD 4WD
3650-01DC 5-SPEED AUTOMATIC TRANSMISSION
1. OVERVIEW
DCAG 5-speed automatic transmission is an electronically controlled 5-speed transmission with
a lockup clutch in the torque converter.
The ratios for the gears are realized by three planetary gear sets. The 5th gear is designed with
a step-up ratio of 0.83 as an overdrive. The selector lever is controlled by electronically and
mechanically.
The gears are shifted by the corresponding combination of three hydraulically actuated
multiple-disc brakes, three hydraulically actuated multiple-disc clutches and two mechanical
one-way clutches.
This electronically controlled automatic transmission adjusts the operating pressure to provide
proper shifting in relation to engine power. This function improves shifting quality significantly.
And, the driver can select “S” (Standard) mode or “W” (Winter) mode according to the
driving conditions.
This automatic transmission provides two gears even during reverse driving.
The internal sensors and controls are connected to TCU by cylindrical 13-pin connector.
DCAG 5-speed automatic transmission offers the following advantages ▶
Improved shifting quality
More gears
Extended working life and reliability
Reduced fuel consumption -
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0-17
TRANSFER CASE
RODIUS 2005.07
0000-00
This function is only available when the speed signal from speed sensor is about to stop
(below 2 km/h).
This function is only available when clutch pedal is depressed (manual transmission) o
r
selector lever is selected to “N” position (automatic transmission).
(TCCU must recognize the clutch pedal signal or “N” signal.)
Change the 4WD switch in instrument panel from 4H to 4L.
“4WD LOW” warning lamp in meter cluster blinks during this process, then remains
when the shift is completed.
“4WD CHECK” warning lamp comes on when the system is defective. -
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- 4H → 4L ▶

0-5
TORQUE ON DEMAND
RODIUS 2005.07
3240-01
2. GENERAL DESCRIPTION
TOD system means the full time 4WD system and the registered trade mark of Borg Warner.
TOD is an abbreviation of Torque On Demand.
TOD (Torque On Demand) system, which is superior than existing Full Time 4WD, checks the
road surface and vehicle conditions via various sensors and, subsequently, according to the
situations and conditions, distributes the most optimal driving force to front wheels and rea
r
wheels by activating the electro-magnetic clutch located inside of TOD Transfer Case.
TOD receives the speed signals from speed sensors installed in front axle and rear axle, the
TPS signals from engine, and the operating signals from ABS control unit via CAN.
Based on these data, TOD control unit controls the electro-magnetic clutch to distribute the
3:97 ~ 44:56 of driving force to front wheels and rear wheels.
The conventional system uses “FR driving” (theoretically, the 100 % of driving force is
transferred to rear wheels) on normal paved road.
When the system detects a slip in the rear wheels, a proper percentage of driving force is
transferred to front wheels.
TOD control unit receives the wheel speed signals from the speed sensors in propeller shaft o
f
transfer case and engine output information from the engine control unit.
TOD control unit changes the pressure force of the electromagnetic clutch based on the
analyzed data.
1) Distribution of Driving Force According to Road Surface
On normal road surface ▶
In vehicle with existing part time transfer case, when a driver turns the steering wheel to park in
the 4WD mode, the vehicle may halt sensation of tight corner braking phenomena. However, in
vehicle with TOD system, this phenomena does not occur and the driving force is properly and
automatically distributed.
On paved road with high speed ▶
Driving at high speed on roads such as highway mainly uses rear wheels as driving wheel.
At this moment, some of torques is also distributed to front wheels so that the vehicle could
maintain safe ground grab capacity against side winds and rain.
Distribution ratio: 15 % for front wheels and 85% for rear wheels.

0-7
TORQUE ON DEMAND
RODIUS 2005.07
3240-01
2) Transfer Case
(1) Planetary gear set
Planetary Gear set consists of sun gear, ring gear and carrier. It is engaged with the gear in
“HIGH-LOW” collar to increase the driving force by reducing vehicle speed.
Sun gear is connected to input shaft and ring gear is fixed into the transfer case.
Splined rear output shaft is able to slide on the “HIGH - LOW” collar.
The inside and outside ends of “HIGH - LOW” collar have machined gear. The input
shaft transmits the power to driving wheels by engaging with sun gear and carrier gear.
If the 4WD switch is at “4WD HIGH”, the TOD control unit operates the shift motor to
engage “HIGH - LOW” collar directly with input shaft for transmitting the driving force
to front and rear propeller shafts.
When a driver selects “4WD LOW”, the TOD control unit controls the electro-magnetic
clutch and operates the shift motor to engage “HIGH - LOW” collar with carrier.
The power from transmission is increased up to 2.48:1 by reduction ratio from planetary
gear, and then is sent to front and rear propeller shafts. null
(2) Ball type slant cam and clutch
disc pack
If the speed sensors installed on front and
rear propeller shafts detect the slips at front
and rear wheels, and these slips exceed
the specified range, TOD control unit
controls electromagnetic clutch to transmit
driving force to front wheels.
At this time, ball slant cam is moved to
compress multi-disc located in clutch disc to
transmit driving force to front wheels.

0-8
RODIUS 2005.07
4830-01
BRAKS SYSTEM
6) Master Cylider & Booster
ABS system is basically equipped to STAVIC.
Vehicle which adapted ESP system in option has two pressure sensors under master cylinder
and these two sensor are used for BAS (Brake Assist System) system.
Do not disassemble the brake oil pressure sensors These can not be reinstalled of
disassembled.
After reinstall the reserver tank perform a air bleeding of brake system
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Vehicle with ESP Vehicle with ABS
Brake fluid reservoir tank Master cylinder

0-3
ESP SYSTEM
RODIUS 2005.07
4892-01
8510-56ABS/ESP System
1. SPECCIFICATIONS OF ESP SYSTEM
1) Specifications Of Pressure Sensor
2) Specifications Of Sensor Cluster
(sensor cluster: yaw rate sensor + lateral acceleration sensor + Longitudinal acceleration sensor)
3) Specifications Of Wheel Speed Sensor
4) Specifications Of Steering Wheel Angle sensor

0-4
RODIUS 2005.07
4892-01
ESP SYSTEM
1. COMPONENTS AND LOCATIONS
2WD vehicle has the longitudinal sensor in the HECU.
1. HECU: (Hydraulic &
Engine conrol unit) 2. Pressure sensor 3. Wheel speed sensor
4. Sensor cluster:
(Yaw rate + lateral sensor + longitudinal sensor) 5. Steering wheel angle
sensor 6. ESP off switch (Electronic
Stability Program Switch) ESP Warning lamp

0-6
RODIUS 2005.07
4892-01
ESP SYSTEM
3. ESP SYSTEM DESCRIPTION
1) Principle of ESP
ESP (Electronic Stability Program) recognizes critical driving conditions, such as panic
reactions in dangerous situations, and stabilizes the vehicle by wheel-individual braking and
engine control intervention with no need for actuating the brake. This system is developed to
help the driver avoid the danger of losing the control of the vehicle stability due to under-
steering or over-steering during cornering.
The yaw rate sensor, lateral sensor and longitudinal sensor in the sensor cluster and the
steering wheel angle sensor under the steering column detect the spin present at any wheels
during over-steering, under-steering or cornering. The ESP ECU controls against over-steering
or under-steering during cornering by controlling the vehicle stability using the input values from
the sensors and applying the brakes independently to the corresponding wheels.
The system also controls during cornering by detecting the moment right before the spin and
automatically limiting the engine output (coupled with the ASR system).
Understeering is when the steering wheel is
steered to a certain angle during driving and
the front tires slip toward the reverse
direction of the desired direction. Generally,
vehicles are designed to have unde
r
steering. The vehicle can return back to
inside of cornering line when the steering
wheel is steered toward the inside even
when the vehicle front is slipped outward.
As
the centrifugal force increases, the tires can
easily lose the traction and the vehicle tends
to slip outward when the curve angle gets
bigger and the speed increases. Under steering
ESP controls during under steering
The ESP system recognizes the directional
angle with the steering wheel angle senso
r
and senses the slipping route that occurs
reversely against the vehicle cornering
direction during understeering with the yaw
rate sensor and the lateral sensor. Then the
ESP system applies the brake at the rea
r
inner wheel to compensate the yaw moment
value.
In this way, the vehicle does not lose its
driving direction and the driver can steer the
vehicle as driver intends.

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ESP SYSTEM
RODIUS 2005.07
4892-01
Over steeringOversteering is when the steering wheel is
steered to a certain angle during driving and
the rear tires slip outward losing traction.
When compared with under steering
vehicles, the controlling of the vehicle is
difficult during cornering and the vehicle can
spin due to rear wheel moment when the
rear tires lose traction and the vehicle speed
increases.
ESP controls during oversteering
The ESP system recognizes the directional
angle with the steering wheel angle senso
r
and senses the slipping route that occurs
towards the vehicle cornering direction
during oversteering with the yaw rate senso
r
and the lateral sensor. Then the ESP system
applies the brake at the front outer wheel to
compensate the yaw moment value.
In this way, the vehicle does not lose its
driving direction and the driver can steer the
vehicle as he or she intends.
2) ESP Control
The ESP system includes the ABS/EBD and ASR systems allowing the system to be able to
operate depending to the vehicle driving conditions. For example, when the brakes are applied
during cornering at the speed of 100 km/h, the ABS system will operate at the same time the
ASR or ABD systems operate to reduce the power from the slipping wheel. And when yaw rate
sensor detects the rate exceeding 4¡Æ/seconds, the ESP system is activated to apply the
brake force to the corresponding wheel to compensate the yaw moment with the vehicle
stability control function. When various systems operate simultaneously under a certain
situation, there may be vehicle control problems due to internal malfunction of a system o
r
simultaneous operations. In order to compensate to this problem, the ESP system sets the
priority among systems. The system operates in the order of TCS (ASR or ABD), ESP and
ABS. The order may be changed depending on the vehicle driving situations and driving
conditions. As the single-track vehicle model used for the calculations is only valid for a vehicle
moving forward, ESP intervention never takes place during backup.