2012 SSANGYONG NEW ACTYON SPORTS air condition

10-4
Glow plug control unit
(GCU)
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
Glow indicatorEngine ECU (D20DTR)

13-8
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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(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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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.
Overload of CDPF (warning lamp blinking)
(3) Warning Lamp Related to CDPF
CDPF regeneration process (warning lamp NOT illuminated) ▶
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.

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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 -

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b. Pilot Injection
Injection before main injection. Consists of 1st and 2nd pilot injection, and Pre-injection
Inject a small amount of fuel before main injection to make the combustion smooth. Also, called
as preliminary injection or ignition injection. This helps to reduce Nox, engine noise and vibration,
and to stabilize the idling.
The injected fuel volume is changed and stopped according to the coolant temperature and
intake air volume.
Pilot injection is much earlier than main injection due to higher engine rpm
Too small injection volume (insufficient injection pressure, insufficient fuel injection volume
in main injection, engine braking)
System failure (fuel system, engine control system) -
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Pilot injection
Main injection
Combustion pressure with pilot injection
Combustion pressure without pilot injection 1.
2.
1a.
2b. Stop conditions
Combustion pressure characteristic curve for pilot injection ▶

15-14
Pilot injection timing control ▶
The pilot injection timing is determined as a function of the engine speed and of the total flow.
The elements are:
A first correction is made according to the air and coolant temperatures. This correction allows
the pilot injection timing to be adapted to the operating temperature of the engine.
A second correction is made according to the atmospheric pressure. This correction is used to
adapt the pilot injection timing as a function of the atmospheric pressure and therefore the
altitude. -
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(4) Injection Timing Control
Injection timing is determined by the conditions below. ▶
Coolant temperature
Hot engine - Retarded to reduce Nox
Cold engine - Advanced to optimize the combustion 1.
Atmospheric pressure
Advanced according to the altitude 2.
Warming up
Advanced during warming up in cold engine 3.
Rail pressure
Retarded to prevent knocking when the rail pressure is high 4.
EEGR ratio
Advanced to decrease the cylinder temperature when EGR ratio increases 5.
Main injection timing control ▶
The pulse necessary for the main injection is determined as a function of the engine speed and of
the injected flow.
The elements are:
A first correction is made according to the air and coolant temperatures.
This correction makes it possible to adapt the timing to the operating temperature of the
engine. When the engine is warm, the timing can be retarded to reduce the combustion
temperature and polluting emissions (NOx). When the engine is cold, the timing advance must
be sufficient to allow the combustion to begin correctly.
A second correction is made according to the atmospheric pressure.
This correction is used to adapt the timing advance as a function of the atmospheric pressure
and therefore the altitude.
A third correction is made according to the coolant temperature and the time which has
passed since starting.
This correction allows the injection timing advance to be increased while the engine is warming
up (initial 30 seconds). The purpose of this correction is to reduce the misfiring and instabilities
which are liable to occur after a cold start. -
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C. Idle Speed Controller
The idle speed controller consists of 2 principal modules:
The first module determines the required idle speed according to:
* The operating conditions of the engine (coolant temperature, gear engaged)
* Any activation of the electrical consumers (power steering, air conditioning, others)
* The battery voltage
* The presence of any faults liable to interface with the rail pressure control or the injection
control. In this case, increase the idle speed to prevent the engine from stalling.
The second module is responsible for providing closed loop control of the engine's idle speed
by adapting the minimum fuel according to the difference between the required idle speed and
the engine speed. -
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D. Flow Limitation
The flow limitation strategy is based on the following strategies:
The flow limitation depending on the filling of the engine with air is determined according to
the engine speed and the air flow. This limitation allows smoke emissions to be reduced
during stabilized running.
The flow limitation depending on the atmospheric pressure is determined according to the
engine speed and the atmospheric pressure. It allows smoke emissions to be reduced
when driving at altitude.
The full load flow curve is determined according to the gear engaged and the engine
speed. It allows the maximum torque delivered by the engine to be limited.
A performance limitation is introduced if faults liable to upset the rail pressure control or the
injection control are detected by the system. In this case, and depending on the gravity of
the fault, the system activates: -
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Reduced fuel logic 1: Guarantees 75 % of the performance without limiting the engine speed.
Reduced fuel logic 2: Guarantees 50 % of the performance with the engine speed limited to
3,000 rpm.
Reduce fuel logic 3: Limits the engine speed to 2,000 rpm.
The system chooses the lowest of all values.
A correction depending on the coolant temperature is added to the flow limitation. This correction
makes it possible to reduce the mechanical stresses while the engine is warming up.
The correction is determined according to the coolant temperature, the engine speed and the
time which has passed since starting.
E. Superchager Flow Demand
The supercharge flow is calculated according to the engine speed and the coolant temperature. A
correction depending on the air temperature and the atmospheric pressure is made in order to
increase the supercharge flow during cold starts. It is possible to alter the supercharge flow value
by adding a flow offset with the aid of the diagnostic tool

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(8) Swirl control
A. Overview
Variable swirl valve ▶
The strong swirl caused by intake air is important element for anti-locking function in diesel
engine. The swirl control valve partially closes the intake port to generate the swirl according to the
engine conditions. When the engine load is in low or medium range, the swirl could not be
generated because the air flow is slow. To generate strong swirl, there are two passages in intake
manifold, and one of them has the valve to open and close the passage. When the valve closes
the passage, the air flow through the another passage will be faster, and the strong swirl will be
generated by the internal structure of the passage. This swirl makes the better mixture of air and
fuel, eventually the combustion efficiency in combustion chamber could be improved. This
provides the enhanced fuel consumption, power and EGR ratio.
Components ▶
HFMCrankshaft position sensorVariable swirl valve
Coolant temperature
sensorAccekerator pedal
moduleD20DTR ECU