change time SSANGYONG RODIUS 2005 Service Manual

09-9
ENGINE CONTROL SYSTEM
RODIUS 2005.07
0452-01
2. FUEL SYSTEM
The function of the fuel metering system is to deliver the correct amount of fuel to the engine
under all operating conditions.
The fuel is delivered to the engine by the individual fuel injectors mounted into the intake
manifold near each cylinder.
The main fuel control sensors are the Mass Air Flow (MAF) sensor and the oxygen (O2)
sensors.
The MAF sensor monitors the mass flow of the air being drawn into the engine.
An electrically heated element is mounted in the intake air stream, where it is cooled by the
flow of incoming air.
Engine Control Module (ECM) modulates the flow of heating current to maintain the
temperature
differential between the heated film and the intake air at a constant level. The amount o
f
heating current required to maintain the temperature thus provides an index for the mass ai
r
flow.
This concept automatically compensates for variations in air density, as this is one of the
factors that determines the amount of warmth that the surrounding air absorbs from the heated
element. MAF sensor is located between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as wide
open throttle.
The ECM uses this information to enrich the mixture, thus increasing the fuel injector on?time,
to provide the correct amount of fuel. When decelerating, the mass flow decreases.
This mass flow change is sensed by the MAF sensor and read by the ECM, which then
decreases the fuel injector on?time due to the low fuel demand conditions.
The O2 sensors are located in the exhaust pipe before catalytic converter.
The O2 sensors indicate to the ECM the amount of oxygen in the exhaust gas, and the ECM
changes the air/fuel ratio to the engine by controlling the fuel injectors.
The best air/fuel ratio to minimize exhaust emissions is 14.7 to 1, which allows the catalytic
converter to operate most efficiently. Because of the constant measuring and adjusting of the
air/fuel ratio, the fuel injection system is called a “closed loop” system.
The ECM uses voltage inputs from several sensors to determine how much fuel to provide to
the engine.
The fuel is delivered under one of several conditions, called ‘‘modes”.

09-10
RODIUS 2005.07
0452-01
ENGINE CONTROL SYSTEM
1) Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second.
The fuel pump then builds fuel pressure.
The ECM also checks the Engine Coolant Temperature (ECT) sensor and the Throttle Position
(TP) sensor and determines the proper air/fuel ratio for starting the engine.
This ranges from1.5 to 1 at -36°C (-33°F) coolant temperature to 14.7 to 1 at 94°C
(201°F) coolant temperature.
The ECM controls the amount of fuel delivered in the starting mode by changing how long the
fuel injector is turned on and off.
This is done by ‘‘pulsing” the fuel injectors for very short times.
<007b008f008c00470099009c0095004700940096008b008c0047008f0088009a0047009b009e00960047008a00960095008b0090009b009000960095009a0047008a008800930093008c008b004702c402c400960097008c00950047009300960096009702
c9004700880095008b004702c402c4008a00930096009a008c>d loop”.
2) Run Mode
3) Open Loop
When the engine is first started and it is above 690 rpm, the system goes into “open
loop” operation. In “open loop”, the ECM ignores the signal from the O2S and calculates
the air/fuel ratio based on inputs from the ECT sensor and the MAF sensor.
The ECM stays in “open loop” until the following conditions are met:
The O2 has a varying voltage output, showing that it is hot enough to operate properly.
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5900550047005c00b6006a00500055>
A specific amount of time has elapsed after starting the engine. -
-
-
4) Closed Loop
The specific values for the above conditions vary with different engines and are stored in the
Electronically Erasable programmable Read-Only Memory (EEPROM).
When these conditions are met, the system goes into “closed loop” operation. In “closed
loop”, the ECM calculates the air/fuel ratio (fuel injector on-time) based on the signals
from the O2 sensors.
This allows the air/fuel ratio to stay very close to 14.7 to 1.
5) Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel.
When deceleration is very fast, the ECM can cut off fuel completely for short periods of time.
6) Deceleration Mode

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
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.

0-8
RODIUS 2005.07
4892-01
ESP SYSTEM
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.

0-14
RODIUS 2005.07
4892-01
ESP SYSTEM
(1) System Overview
When equipped with ABS, the braking force at each wheel will be controlled with 3-channel 4-
sensor method. And when equipped with ESP, 4 wheels will be controlled independently with 4-
channel method. (When controlling ABS system only, it will be operated with 3-channel
method.) When compared to the vehicle equipped with ABS/EBD only, the internal hydraulic
circuit has a normally-open separation valve and a shuttle valve in primary circuit and in
secondary circuit. When the vehicle brakes are not applied during engine running or when
applying the non-ABS operating brakes, the normally-open separation valve and the inlet valve
are open, whereas the normally-closed shuttle valve and the outlet valve are closed. When the
ESP system is operating, the normally-open separation valve will be closed by the solenoid
valve operation and the hydraulic circuit will be established by the shuttle valve. Then, the inlet
and outlet valves will be
closed or open depending on the braking pressure increase, decrease or unchanged
conditions.
<0d96007b008f008c0047009e00880099009500900095008e004700930088009400970047008a00960094008c009a004700960095004700880095008b0047009e00880099009500900095008e00470089008c008c00970047009a0096009c0095008b009a00
47009e008f008c00950047009b008f008c0047006c007a0077> is operating
▶Driving feeling when the ESP is operating
<0d96007500960090009a008c004700880095008b0047009d0090008900990088009b0090009600950047009b008f0088009b0047008b00990090009d008c00990047009a008c0095009a008c009a0047009e008f008c00950047009b008f008c0047006c00
7a007700470090009a004700960097008c00990088009b0090>ng When the ESP operates during vehicle movement, the ESP warning lamp on the instrument
panel flickers and beep comes on every 0.1 seconds. The ESP operation shows that the
vehicle stability is extremely unstable and it is used to warn the driver. The ESP system is just a
supplementary system for the vehicle motion and it cannot control the vehicle when it exceeds
the physical limits. Do not solely rely on the system but be advised to drive the vehicle safely.
When the ESP system activates, the driving feeling can be different depending on vehicle
driving conditions. For example, you will feel differently when the ESP system is activated
during when ABS is operating with the brakes applied and when brakes are not applied on a
curve. Thus, the ESP system would make the driver feel more abruptly when the brakes are
applied during the ESP system activation.
The ESP system may transfer noise and vibration to the driver due to the pressure changes
caused by the motor and valve operations in a very short period of time. Extreme cornering will
trigger the ESP operation and this will make the driver feel noise and vibration due to sudden
brake application. Also, the ESP system controls the engine output. So, the driver may notice
the engine output decrease even when the accelerator pedal is being applied.

0-31
STICS
RODIUS 2005.07
8710-01
(4) Auto Door Lock
The door lock system outputs “LOCK” when the vehicle speed stays over 50 km/h.
However, it doesn’t output “LOCK” when all doors are locked or failed.
If any of doors is unlocked after outputting “LOCK” in step 1, outputs “LOCK” up to 5
times (except step 1) with interval of one second.
If any of doors is unlocked after 5 times of “LOCK” outputs, the door is regarded as
“FAIL”.
If the door that was regarded as fail changes (UNLOCKaLOCK) to unlock, only one “LOCK”
output will be done.
If the door that was “LOCK” is changed to “UNLOCK”, only one “LOCK” output will be
done.
However, if it maintains unlock after lock output, the corresponding door will not be regarded
as fail.
The door lock system outputs “UNLOCK” automatically if the “LOCK” output conditions
are established by this function or the key is cycled (IGN1=ONaOFF) (even when there is
no “Lock” output while the vehicle speed stays over 50 km/h under lock condition).
However, when the ignition key is turned to “OFF” position, the lock output conditions
will be cancelled.
The “FAIL” condition of the door will be erased when the ignition key is turned to
“OFF” position. 1.
2.
3.
4.
5.
6.
7.

0-5
PARKING AID SYSTEM
RODIUS 2005.07
8790-04
Multi-meter
Front monitor ICM box
Even in other modes, it is changed to the parking aid
screen when moving the gear selector lever into
“R” position.
When moving the gear selector lever into “R”
position
while watching DVD or VCD, the rearview appears on
the front monitor.
When moving the gear selector lever into “R”
position, the alarm buzzer in ICM box sounds (installed
at bottom of STICS).
Parking aid sensor(Rear bumper)
The three parking aid sensors send the distance data
between rear bumper and obstacle to PAS unit.
Rearview camera
The rearview camera sends the rearview to the monitor
by using wide angle lens.
PAS unit
It is a control unit for the parking aid system (PAS) and
transmits the signals from sensors to multimeter and
buzzer.(installed in tuner/amplifier bracket)

0-18
RODIUS 2005.07
6810-20
AIR CONDITIONING SYSTEM
2) AQS Operation
The AQS operates under air conditioner AUTO mode or when the AQS switch is pressed under
manual mode. It requires preheating time (for seconds) for operation and the module and
sensor are integrated. (However, it operates only when the DEF (defroster) switch on the ai
r
conditioner switch panel is not pressed in.)
Self diagnosis and preheating process during initial operation of A/C controller
(AUTO mode)
1.
AQS operation (AQS switch is pressed in): detecting the polluted outside air
2.
When the air conditioner controller is operated
in AUTO mode during its initial operation, the
air source is changed to the recirculation
mode and AQS LED comes on.
(This is the self diagnosis and preheating
process for AQS.)
1.
After completing the above process, the
AQS
LED is turned off and the air source is
automatically changed to the fresh air mode.
2.
If the AQS switch is pressed in, the AQS
function works regardless of air conditioner
controller operation.
When pressing the AQS switch, the LED on
the AQS switch is turned on and the
AQS
function is activated.
When the polluted outside air is detected, the
AQS operates and converts the air source to
recirculation mode automatically. At this
moment, the recirculation mode indicato
r
comes on in the display.
1.
2.