ECU SSANGYONG TURISMO 2013 Owner's Manual

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Collecting PM
→ Regeneration
The engine ECU detects the
amount of PM collected by the
information from the
temperature sensors and
differential pressure sensor.
When the soot is accumulated,
the engine ECU performs post-
injection to increase the
exhaust gas temperature and
burns the collected PM at
approx. 600°C.Oxidation (DOC)
When the exhaust gas enters
into the CDPF assembly, its
CO, HC and PM are reduced
by the redox reaction of the
DOC. The remaining PM is
filtered and collected in CDPF,
and the temperature of the
exhaust gas is increased to
between 450 and 500°C.
5. OPERATING PROCESS
[Configuration and principle of operation]
The exhaust gas
passed through the
exhaust manifold
enters into the CDPF
assembly (at approx
250℃).

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1) Oxidation of DOC
The DOC oxidizes HC and CO of the exhaust gas in the two-way catalytic converter at 180℃ or
more, and performs best at the temperature between 400 and 500℃. The front EGT sensor
detects whether the DOC can burn (oxidize) the post-injected fuel or not, and sends the signal to the
ECU to maintain the DOC operating temperature between 300 and 500℃. The DOC reduces
CO and HC of the exhaust gas by redox reaction and also reduces small amount of PM.
Oxygen adheres to the catalyst materials: Less than 180℃
1.
CO and HC are oxidized by the catalyst materials: More than 180℃ 2.

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2) Collecting PM of DPF
There is a filter installed in the DPF and the PM filtered by this filter is burned (regeneration) when the
temperature of exhaust gas is increased due to post-injection. The filter has a honeycomb-like
structure to capture the particulate matter and the inlet and outlet of each channel are closed
alternatively. Once the exhaust gas enters to the inlet of a channel, it is released from the outlet of the
adjacent channel through the porous wall because of the closed outlet of the first channel, and the PM
is collected in the first channel.
[Collecting PM of CDPF]
Normally, when the driving distance becomes approx. 600 to 1,200 km, enough amount of soot to
be burned is filtered and accumulated in the CDPF. The ECU increases the amount of fuel post-
injection to increase the temperature of the exhaust gas up to 600°C, so that the soot is
burned. The soot is burned for 15 to 20 minutes (may differ by conditions).

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3) PM Regeneration of DPF
The differential pressure sensor installed in the DPF measures the pressure values of inlet and outlet of
CDPF. And the amount of the PM collected in the filter is calculated based on the exhaust temperature,
intake air mass flow, booster pressure, etc.
The regeneration is started when the amount of the collected PM is 28 g or more.
The ECU commands post-injection to increase the temperature of CDPF to 600℃.
When the amount of the collected PM is not enough: The DPF works as a filter. 1.
When enough amount of PM is collected: The ECU commands post-injection and increase the
exhaust gas temperature to start regeneration. 2.

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Fuel Temperature
SensorCoolant Temperature Sensor
Knock Sensor (2)T-MAP SensorD20DTR ECU

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2. SYSTEM OPERATION
1) Input/Output of ECU
(1) ECU Block diagram

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Fuel rail pressure Water sensor
(2) Components for ECU Input
CAN
- ABS & ESP
- GCU
- Indicator/
Warning Lamp,
Meter Cluster
- TCUSwirl valve
position
sensor
Differential
pressure sensorE-EGR valve
position
sensorCamshaft position
sensorCoolant
temperature
sensor
EGT sensorHFM sensorOxygen sensorT-MAP sensor
Crankshaft
position
sensorAccelerator pedal
sensorThrottle
position
sensorKnock sensor
- Auto cruise switch
- Refrigerant pressure
sensor
- Blower switch signal
- Brake pedal signal

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(3) Components for ECU Output
CAN
E-EGR cooler
bypass valve
- TCU
- Self diagnosis
Cooling fan
E-EGR valve
Variable swirl
valveE-VGT actuatorIMV valve
A/C
compressorInjectorThrottle position
sensor
- ABS & ESP unit
- GCU
- Indicator/Warning Lamp, Meter Cluster
PTC heater

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2) ECU Control
(1) Function
a. ECU Function
ECU receives and analyzes signals from various sensors and then modifies those signals into
permissible voltage levels and analyzes to control respective actuators.
ECU microprocessor calculates injection period and injection timing proper for engine piston speed
and crankshaft angle based on input data and stored specific map to control the engine power and
emission gas.
Output signal of the ECU microprocessor drives pressure control valve to control the rail pressure and
activates injector solenoid valve to control the fuel injection period and injection timing; so controls
various actuators in response to engine changes. Auxiliary function of ECU has adopted to reduce
emission gas, improve fuel economy and enhance safety, comforts and conveniences. For example,
there are EGR, booster pressure control, autocruise (export only) and immobilizer and adopted CAN
communication to exchange data among electrical systems (automatic T/M and brake system) in the
vehicle fluently. And Scanner can be used to diagnose vehicle status and defectives.
Operating temperature range of ECU is normally -40 to +85°C and protected from factors like
oil, water and electromagnetism and there should be no mechanical shocks.
To control the fuel volume precisely under repeated injections, high current should be applied instantly
so there is injector drive circuit in the ECU to generate necessary current during injector drive stages.
Current control circuit divides current applying time (injection time) into full-in-current-phase and hold-
current-phase and then the injectors should work very correctly under every working condition.
b. Control Function
Controls by operating stages
To make optimum combustion under every operating stage, ECU should calculate proper injection
volume in each stage by considering various factors.
Starting injection volume control
During initial starting, injecting fuel volume will be calculated by function of temperature and engine
cranking speed. Starting injection continues from when the ignition switch is turned to ignition
position to till the engine reaches to allowable minimum speed.
Driving mode control
If the vehicle runs normally, fuel injection volume will be calculated by accelerator pedal travel and
engine rpm and the drive map will be used to match the drivers inputs with optimum engine power. -
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(3) Fuel Pressure Control
Fuel pressure is controlled by IMV opening according to the calculated value by ECU.
Pressure in the fuel rail is determined according to engine speed and load on the engine. â–¶
When engine speed and load are high
The degree of turbulence is very great and the fuel can be injected at very high pressure in order to
optimize combustion.
When engine speed and load are low
The degree of turbulence is low. If injection pressure is too high, the nozzle's penetration will be
excessive and part of the fuel will be sprayed directly onto the sides of the cylinder, causing
incomplete combustion. So there occurs smoke and damages engine durability. -
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Fuel pressure is corrected according to air temperature, coolant temperature and atmospheric
pressure and to take account of the added ignition time caused by cold running or by high altitude
driving. A special pressure demand is necessary in order to obtain the additional flow required during
starts. This demand is determined according to injected fuel and coolant temperature.
Open loop determines the current which needs to be sent to the actuator in order to obtain
the flow demanded by the ECU. â–¶
Closed loop will correct the current value depending on the difference between the pressure
demand and the pressure measured. â–¶
If the pressure is lower than the demand, current is reduced so that the fuel sent to the high
pressure pump is increased.
If the pressure is higher than the demand, current is increased so that the fuel sent to the high
pressure pump is reduced. -
-Fuel Pressure â–¶