2012 SSANGYONG NEW ACTYON SPORTS engine

14-6
Excessive overload of CDPF (warning lamp illuminated)
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.

14-8
Differential pressure
sensor
Calculates the amount of
PM collected by reading
the pressure difference
between before and after
the CDPF.Engine ECU
DCM 3.7
Post-injectionThrottle
valve
Regulates the rate of air
intake.
CDPF
DOC+DPFFront temperature sensor
Protects the
turbocharger.
Rear temperature sensor
Measures the
temperature of fuel
combustion.
2. COMPONENT
For details, refer to section "Engine Control". *

14-10
4. POST-INJECTION AND AIR MASS CONTROL
A DPS (Differential Pressure Sensor) measures the pressure difference between before and after
the CDPF and detects whether the soot is collected in the CDPF or not. If PM is collected in the
CDPF (In this case the pressure difference between before and after the CDPF exceeds the
specified value. Normally, the system sends the signal when the driving distance becomes
approx. 600 to 1,200 km), the temperature of exhaust gas is increased and the post-injection is
started for regeneration. The amount of fuel post-injection is controlled by the exhaust gas
<009b008c00940097008c00990088009b009c0099008c00470094008c0088009a009c0099008c008b0047008900a00047009b008f008c00470099008c008800990047009b008c00940097008c00990088009b009c0099008c0047009a008c0095009a009600
99005500470070008d0047009b008f008c0047009b008c0094>perature is less than 600℃, the
amount of post-injection is increased to increase the regeneration temperature. Otherwise, the
fuel injection amount is decreased or the fuel is not injected.
When the engine is running with low load, the intake air amount is also controlled as well as fuel
injection amount. This function is used to increaser the combustion temperature by increasing the
amount of fuel post-injection with the lowest air amount within the specified control logic.

14-112412-02
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.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.
Engine ECU (D20DTR)
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.
T-MAP sensorIntake air
mass
Measures
the
excessive
amount of
PM.
Boost
pressure/
temperature
Injector (C31)
Controls the post injection.
Electric throttle body
Controls the intake air
mass.
HFM sensor
Wide band
oxygen sensor

14-12
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℃).

15-30000-00
1. ENGINE DATA LIST
Data Unit Value
Coolant temperature℃ 0.436 V (130℃) to 4.896 V (-40℃)
Intake air temperature℃ -40 to 130℃ (varies by ambient air
temperature or engine mode)
Idle speed rpm750 ± 20
Engine load % 18~25%
Mass air flow kg/h 16 to 25 kg/h
Throttle position angle°TA 0° (Full Open) to 78° (Close)
Engine torque Nm varies by engine conditions
Injection time ms 3 to 5ms
Battery voltage V 13.5 V to 14.1 V
Accelerator pedal position 1 V 0.4. to 4.8V
Accelerator pedal position 2 V 0.2 to 2.4 V
Throttle position 1 V 0.3 to 4.6 V
Throttle position 2 V 0.3 to 4.6 V
Oxygen sensor mV 0 to 5 V
A/C compressor switch 1=ON / 0=OFF -
Full load 1=ON / 0=OFF -
Gear selection (A/T) 1=ON / 0=OFF -
Knocking control 1=ON / 0=OFF -
Brake switch 1=ON / 0=OFF -
Cruise control 1=ON / 0=OFF -

15-90000-00
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.
<00760097008c00990088009b00900095008e0047009b008c00940097008c00990088009b009c0099008c0047009900880095008e008c00470096008d0047006c006a007c00470090009a0047009500960099009400880093009300a000470054005b005700
47009b009600470052005f005c00b6006a004700880095008b> 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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-

15-10
(2) Fuel injection control
a. Multi injection
Fuel injection process consists of 3 steps: Main Injection, Pilot Injection, Post Injection
InjectionFunction
MainProduces engine power
Pilot 1Reduces PM by injecting
before main injection.AfterPM control
Pilot 2Reduces NOx and noise by
shortening main injection delay
due to flammability Post 1Reduces PM by enabling fuel
activation.
PreControls NOx emission level,
Combustion noise and
Stable idle Post 2Activates CDPF by increasing
exhaust gas temperature and
supplying reduction material
Pilot injection ▶
Multi injection ▶