sensor SSANGYONG RODIUS 2006 User Guide

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ENGINE GENERAL
RODIUS 2007.07
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▶Major Sensors and Components

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ENGINE FUEL SYSTEM
RODIUS 2007.07
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3) Fuel Rail - Chrome Color
D27DTP & D27DT (EU IV) * Fuel pipe (Common rail → Injector)
* Fuel high pressure pipe (HP pump →
　
Common rail)
D27DT * Fuel pipe (Common rail → Injector)
* Fuel high pressure pipe (HP pump →
Common rail) The I.D and O.D of the fuel rail between
HP pump and common rail are increased
according to the increased amount of fuel
injection.
Also, the engine ECU, HFM sensor and
EGR system are changed to control the
fuel injection volume and engine more
precisely.
·

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ENGINE INTAKE SYSTEM
RODIUS 2007.07
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2321-01ENGINE INTAKE SYSTEM
1. INTAKE SYSTEM LAYOUT
The intake system for the D27DTP (POWER UP) engine is equipped with the throttle body that
has a flap to block the air coming to the engine when the engine is switched off. Therefore, the
structure of the intake manifold has been changed.
Also, the improved HFM sensor (from HFM5.0 to HFM6.0) has been installed to control the
intake air precisely so that the NOx in the exhaust gas can be decreased.

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CDEF(Catalytic Disel Particulate Filter)
RODIUS 2007.07
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2. COMPONENTS
Differential Pressure
SensorCDPF Assembly and Rear Exhaust Gas Temperatiure Sensor

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RODIUS 2007.07
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CDEF(Catalytic Disel Particulate Filter)
CDPF (Catalyst & Diesel Particulate Filter) and Sensors
3. MAJOR CHANGES
The CDPF system is only installed to the D27DT engine, and the major changes comparing to
the previous D27DT engine is as follows:
Engine ECUFuel Common Rail and Fuel Rail
(Between Common Rail and Injector)
The I.D and O.D of fuel rail has changed
from 2.4 mm/6.0 mm to 3.0 mm/6.35 mm.
Also, the damping orifice is installed to
prevent the fuel pulsation occured by fuel
pressure.
The engine ECU has been revised since
terminals have been added for front/rear
temperature sensors.
Its version is 3.2, but it is not compatible
with ECU without CDPF.

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RODIUS 2007.07
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CDEF(Catalytic Disel Particulate Filter)
4. OPERATION PROCESS
1) Combustion Temperature and Procedures
As the soot is filtered in the CDPF, it is burnt and removed, and the CDPF is returned to the
initial state to collect the soot. Therefore, the burning procedures in the CDPF can be called as
recycling.
The CDPF assembly is integrated with DOC (at front side) and DPF (at rear side).
The DPF burns the soot with high-temperature exhaust gas (over 600°C). The rear
exhaust gas temperature sensor monitors the temperature of DPF section. If this temperature is
below the regeneration temperature, the ECU increases the post injection period to increase
the fuel injection amount, and consequently to increase the exhaust gas temperature.
Normally, when the vehicle is driven for 600 ~ 1,200 km, the enough amount of soot to be
burnt is filtered and accumulated in the CDPF. The ECU increase the amount of post
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9a0047009c00970047009b00960047005d0057005700b6006a> so that the soot is
burnt. The soot is burnt for 15 ~ 20 minutes.

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CDEF(Catalytic Disel Particulate Filter)
RODIUS 2007.07
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2) Sytem Composition for Soot Combustion
When the engine is running in low load range, the temperature of exhaust gas is decreased as
the amount of fuel supplied is decreased. To burnt the soot filtered in the CDPF, the control
system should be installed to check the operating range and increase the temperature o
f
exhaust gas by controlling the amount of fuel supplied and and intake air.
Two temperature sensors and one differential pressure sensor monitor the CDPF's operating
range. According to theses sensors' information, the throttle flap decreases the intake ai
r
entered to the throttle body. Also, the fuel injection pattern is added to increase the temperature
of exhaust gas for soot combustion.
There are two fuel injection patterns (pilot injection and main injection). As the CDPF is
installed, the post injection pattern is added.
3) Post Injection and Air Mass Control
When the differential pressure sensor detects the pressure difference between the front and the
rear side of CDPF, the sensor sends signal indicating the soot is acumulated and the post
injection is performed to raise the temperature of exhaust gas. The amount of fuel injected is
determined according to the temperature of exhaust gas detected by the rear temperature
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9c0095009b00470096008d0047008d009c008c009300470090>njected is increased to
<009900880090009a008c0047009b008f008c0047009b008c00940097008c00990088009b009c0099008c005500470070008d0047009b008f008c0047009b008c00940097008c00990088009b009c0099008c00470090009a00470096009d008c0099004700
5d0057005700b6006a00530047009b008f008c004700880094>ount of fuel injected is
decreased or not controlled.
When the engine is running in low load range, the amount of post injection and the amount of
intake air are controlled.
It is to raise the temperature by increasing the amount of fuel while decreasing the amount of
intake air.

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CDEF(Catalytic Disel Particulate Filter)
RODIUS 2007.07
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5) Operating Procedures of CDPF
The most efficient and practical technology for now is adopted to the diesel particulate filter
(DPF).
This system collects the soot from the diesel engine to the filter and burns the soot so that ove
r
than 95% of soot can be removed from the exhaust gas. However, the durability and the cost o
f
additional system remain as problems.
Firstly, the exhaust gas is passed through the DOC and its temperature is increased as it is
oxidized. The ECU detects the temperature change with two temperature sensors. The CO, HC
and partial particulate material are removed from the exhaust gas (this procedures are the
sames as the ones for the conventional DOC and no sensor is required).
After the exhaust gas is passed through the DOC and oxidized, most of the harmful material is
removed from the exhaust gas. However, to meet the environmental regulations in the future,
the soot is filtered and burnt again in DPF to decrease the particulate material further.
The filtered soot is burned whenever the vehicle is driven for 600 ~ 1200 km. The driving
distance can be differed depending on the vehicle’s driving conditions. The soot is
burnt for 15 ~ 20 minutes.

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RODIUS 2007.07
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CDEF(Catalytic Disel Particulate Filter)
6) CDPF Over Load (Notice of Beginning CPF Regeneration Mode
- P1430)
The CDPF system enters the regeneration mode when the mileage is around 600 ~ 1,200
km, depending on the driving condition and driving habits. At this moment, the ECU
performs the CDPF regeneration process; however, the driver may not notice anything
because there is no engine warning or other signals indicating such process.
The control logic in the regeneration process is to increase the exhaust gas temperature by
increasing the fuel injection during post injection process and controlling the intake ai
r
amount(throttle body), and no significant change can be noticed in the vehicle condition.
The engine CHECK lamp flashes but there is no decrease in engine torque.
The engine CHECK lamp flashes to inform the driver when there is an over load due to soot
accumulation because the regeneration temperature cannot be reached due to low speed,
even though CDPF regeneration is in process.
The CDPF regeneration process must be completed by driving for 15-20 minutes at a speed
higher than 80 km/h to solve this problem.
The engine CHECK lamp flashes when CDPF is over loaded; therefore, 4) above must be
performed in this case. 1.
2.
3.
4.
5.
7) CDPF's Excessive Soot Accumulation (P0432)
When the vehicle is driven at a low speed (5-10 km/h) for a long time or long distance, the
soot over accumulates inside the CDPF and the combustion temperature cannot be reached
even by performing the soot combustion process. In this case, this DTC is generated.
This is more serious situation than the CDPF over load condition. Therefore, the engine
power is decreased to protect the system and the engine CHECK lamp is turned on.
Blow the soot between the engine and the exhaust system several times and clear the DTC
to solve this problem. If the same DTC is generated again, check the system according to
the DTC description related to the differential pressure sensor.
* This DTC is actually generated mostly due to the related system malfunction, such as
differential pressure sensor malfunction. 1.
2.
3.

ELECTRIC GENERAL
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ELECTRIC GENERAL
GENERAL
1. LOCATIONS OF UNITS AND SENSORS
IN PASSENGER COMPARTMENT.........
2. SWITCHES, UNITS AND SENSORS IN
ENGINE COMPARTMENT (EXCEPT
ENGINE RELATED SENSORS AND
UNITS)...................................................
3. SWITCHES IN PASSENGER
COMPARTMENT...................................
4. SYSTEM LAYOUT (BASED ON DVD
SYSTEM EQUIPPED VEHICLE).............
5. WIRING HARNESS ARRANGEMENT.....
6. COMPONENTS LOCATOR....................
ELECTRIC GENERAL ELECTRIC GENERAL ELECTRIC GENERAL
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