ECU SSANGYONG RODIUS 2012 User Guide

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Coolant temperature sensor
Measures the coolant
temperature and sends the
result to the engine ECU.
Electric fan
Circulates the fresh air forcibly to exchange
heat with the radiator core fin.
Radiator
Releases heat through fins and cools down the hot
coolant as the coolant passes through the tube of
the radiator core.

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1. OVERVIEW
The pre-heating system for D20DTR engine has the glow plug to the cylinder head (combustion
chamber), and improves the cold start performance and reduces the emission level.
The pre-heating resistor (air heater) is used to heat the intake air.
This enables the diesel fuel to be ignited in low temperature condition.
The ECU receives the information such as, engine rpm, coolant temperature, engine torque, etc.,
through CAN communication during pre-heating process; and the pre-heating control unit
controls the pre-heating, heating during cranking and post-heating by the PWM control.
Glow plug
Engine ECU (D20DTR)Glow indicator
Glow plug control unit
(GCU)

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4) Operation
Glow plug is installed in the cylinder head. It enhances the cold starting performance and reduces
the exhaust gas during cold starting.
ECU receives the data (engine rpm, coolant temperature, vehicle speed) through CAN lines.
Based on the data, GCU controls the pre-glow, cranking and post-glow. It also checks the glow
plugs, and sends the result to ECU.
(1) Temperature/Current Properties of GCU
GCU increases the temperature of glow plug very rapidly (approx. 2 seconds up to
1000°C)
FETs (similar to transistor) for each cylinder are integrated in GCU. During the pre-
glow period, battery voltage is supplied to the glow plugs directly to heat them rapidly.
After getting the desired temperature by pre-glowing, the temperature is controlled by
duty ratio. Step 1:
Step 2 & 3:
Step 4:
This shows the supplying voltage and time by GCU in each step. The step 4 is the period to
keep the temperature. -Step 1: I1
Step 2: I2
Step 3: I3
Step 4: I4

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2. CONFIGURATION
1) Circuit Diagram
The engine ECU detects the operating conditions of cruise control system, and monitors the
braking performance, vehicle speed, road conditions and ESP system operation. If the engine
ECU determines that there are not any problem to drive in cruise control mode, the vehicle can be
operated by cruise switch signals (decelerating, accelerating, cruising).

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1. SYSTEM DESCRIPTION
1) Overview
The EGR (Electric-Exhaust Gas Recirculation) valve reduces the NOx emission level by
recirculating some of the exhaust gas to the intake system.
To meet Euro-V regulation, the capacity and response rate of E-EGR valve in D20DTR engine
have been greatly improved. The EGR cooler with high capacity reduces the Nox, and the bypass
valve reduces the CO and HC due to EGR gas before warming up.
Also, the engine ECU adjusts the E-EGR opening by using the air mass signal through HFM
sensor. If the exhaust gas gets into the intake manifold when the EGR valve is open, the amount
of fresh air through HFM sensor should be decresed.
Benefits of E-EGR valve â–¶
Improved accuracy and response through electric control
Feedback function (Potentiometer)
Preventing chattering of EGR valve and improved durability
Self-cleaning function -
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EGR pipe
Transports the exhaust gas from the EGR
cooler and EGR bypass valve to the intake
duct.E-EGR valve
Receives the electric signal from the ECU to
control the valve.
E-EGR cooler and bypass valve
The cooler lowers the high temperature of the
exhaust gas and the bypass valve directly
supplies the exhaust gas to the intake duct
without passing through the EGR cooler to
reduce the emission of exhaust gas before
warming up the engine.HFM sensor
Used as a main map value to control the EGR.
The coolant temperature, engine rpm, engine
load, intake air temperature (HFM: decreased
at 60ËšC or more), atmospheric pressure
(atmospheric pressure sensor: altitude
compensation) are used as auxiliary map
values.
2) Location and Components
See the section "Engine control" for E-EGR
valve control logic.EGR coolerEGR bypass
For details, see the section "Engine control". *

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2) Input/Output Devices
3) Control Logic
The EGR system controls the EGR amount based on the map values shown below:
Main map value: Intake air volume
Auxiliary map value: ※
※
Compensation by the coolant temperature
Compensation by the atmospheric pressure: Altitude compensation
Compensation by the boost pressure deviation (the difference between the requested value
and the measured value of boost pressure)
Compensation by the engine load: During sudden acceleration
Compensation by the intake air temperature -
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The engine ECU calculates the EGR amount by adding main map value (intake air volume) and
auxiliary map value and directly drives the solenoid valve in the E-EGR to regulate the opening
extent of the EGR valve and sends the feedback to the potentiometer.
(1) Operating conditions
Intake air temperature: between -10 and 50℃
Atmospheric pressure: 0.92 bar or more
Engine coolant temperature: between 0 and 100°C
When there is no fault code related to EGR -
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-
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(2) Shut off conditions
Abrupt acceleration: with engine speed of 2600 rpm or more
When the engine is idling for more than 1 minute
Vehicle speed: 100 km/h or more
Engine torque: 380 Nm or more -
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Overload of CDPF
(warning lamp blinking)Excessive overload of CDPF
(warning lamp illuminated)
(3) Warning Lamp Related to CDPF
CDPF regeneration process (warning lamp NOT illuminated) â–¶
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.
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.
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.
If the engine warning lamp on the instrument
cluster blinks, the CDPF is overloaded. In this
case, perform the step 2. 1.
2.
3.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.
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.
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. 1.
2.
3.
OFF
BlinkingIlluminating

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Differential Pressure Sensor
Calculates the amount of PM
collected by reading the pressure
difference between pre-CDPF and
post-CDPF.Engine ECU (D20DTR)
Post injection
Electric Throttle Body
Regulates the air intake
rate.CDPF
(DOC+DPF)Front EGT Sensor
Measures the combustion
temperature.
Rear EGT Sensor
Measures the CDPF
temperature.
2. COMPONENTS
For details, refer to section "Engine Control". *

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Rear temperature sensor
Measure the outlet
temperature of DOC.
This sensor is located at
the rear side of DOC and
monitors the overheating of
CDPF and post injection
volume.
Differential pressure sensor
Measures the difference between
inlet and outlet pressures of
CDPF.
If the difference is higher than the
specified value when collecting
the PM, this makes the post
injection for forced recycling of
PM.
Front temperature sensor
Measures the temperature of
exhaust gas.
This sensor is located at the rear
side of exhaust manifold and
monitors the temperature of
combusted gas to prevent the
exhaust system from overheating.
When the temperature gets
higher, this sensor cuts off the
fuel delivery and controls the EGR
to lower the temperature.
Engine ECU (D20DTR)
T-MAP sensorIntake air
mass
Measures
the
excessive
amount of
PM.
Injector (C31)
Controls the post injection.
Electric throttle body
Controls the intake air
mass.
HFM sensor
Wide band
oxygen
sensor
Boost
pressure/
temperature