EGR SSANGYONG TURISMO 2013 User Guide

04-4
2. INSPECTION
1) Troubleshooting
When Abnormal Noises are Heard from the Engine Room ▶
For the vehicle equipped with DI engine, if a learning noise occurs in each range or other noises
occur, the major cause of it is a faulty turbocharger assembly. But an interference issue, poor
tightness or loose in the intake and exhaust system also can cause those noises. This is mainly
because the operator didn't follow the instruction exactly when reconnecting the intake hoses and
pipes which were disconnected to check the system or replace the air cleaner. If the intake system
is free of any faults, check the EGR and PCV oil separator connected to the intake system.
The figure may be different from the actual engine. Therefore, read thoroughly below before
replacing the parts.
2) Abnormal Noise Caused by Poor Tightness of Intake System
When the DI engine is running, the air entered into the engine flows in the sequence as shown above.
If high intake pressure is applied to the loose or damaged part, a whistling noise may occur, the intake
air volume is measured incorrectly or the engine power is derated.

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3) Troubleshooting Sequence
The basic checks for intake system are as follows:
Basic Checks for Intake System ▶
Make sure to replace or clean the air cleaner
element periodically. Otherwise, engine will be
derated or work abnormally because of low
intake air volume.
Unlike the fuel system, which is a closed
circuit, the intake system is an open circuit
system. Therefore any malfunction may occur
due to dust and dirt.
Most of the connections consist of hoses so the
system cannot withstand high temperature and
pressure. Also it can be deformed or loosened
easily because it is a clamp mounting system.
Thus, when checking the engine, basic
inspections, such as tightened status check and
visual inspection for hose, etc., should be carried
out in advance.
Other Checks for Intake System ▶
If the intake system is free of any faults,
check for EGR and PCV oil separator.

04-10
1) Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally and
the other one is set vertically. Swirl is the horizontal air flows in cylinder
due to the horizontal intake air ports.
Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port
Squish: Squish is the air flows due to the piston head. Normally, this is
appears at the final process of compression. In CRDi engine, the
piston head creates the bowl type squish.
2) Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.

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LoadEngine
speedSwirl valve Amount of
swirlRemarks
Low speed,
Low loadbelow 3,000
rpmClosed HeavyIncreased EGR ratio, better air-fuel
mixture (reduce exhaust gas)
High speed,
High loadover 3,000
rpmOpen LightIncrease charge efficiency, higher
engine power
The variable swirl valve actuator operates when
turning the ignition switch ON/OFF position to
open/close the swirl valve. In this period, the
soot will be removed and the learning for swirl
valve position is performed.
Swirl: This is the twisted (radial) air flow along the cylinder wall during the intake stroke. This
stabilizes the combustion even in lean air-fuel mixture condition.
Swirl valve
3) Features
Swirl and air intake efficiency
To generate the swirl, the intake port should be serpentine design. This makes the resistance in air
flow. The resistance in air flow in engine high speed decreases the intake efficiency. Eventually, the
engine power is also decreased, Thus, the swirl operation is deactivated in high speed range to
increase the intake efficiency.
Relationship between swirl and EGR
To reduce Nox, it is essential to increase EGR ratio. However, if EGR ratio is too high, the PM also
could be very higher. And, the exhaust gas should be evenly mixed with newly aspired air.
Otherwise, PM and CO are dramatically increased in highly concentrated exhaust gas range and
EGR ratio could not be increased beyond a certain limit. If the swirl valve operates in this moment,
the limit of EGR ratio will be higher. -
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4) Relationship Between Swirl and Fuel Injection Pressure
The injector for DI engine uses the multi hole design. For this vehicle, there are 8 holes in injector. If the
swirl is too strong, the injection angles might be overlapped and may cause the increased PM and
insufficient engine power. Also, if the injection pressure is too high during strong swirl, the injection
angles might be overlapped. Therefore, the system may decreases the fuel injection pressure when
the swirl is too strong.

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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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1. SPECIFICATION
Item Specification
E-EGR valve Motor EGR response time 50 ms
Driven by DC motor
Valve EGR gas flow rate 120 Kg/h
Position sensor Sensing type Hole sensor
Supplied voltage5V ± 10%
Maximum signal
range5% ~ 95%
Maximum power
consumption＜15mA
E-EGR cooler Cooling capacity 8.3 kW or more
Cooling fin type Wavy fin
Cooler type U-shaped
E-EGR bypass valve Driven by Vacuum
(Solenoid valve)

13-4
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 ▶
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
60˚C 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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-
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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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(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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14-12
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