2012 SSANGYONG NEW ACTYON SPORTS engine coolant

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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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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 ▶

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c. Main Injection
The power of the vehicle is determined by the main fuel injection volume.
Main injection calculates the fuel volume based on pilot injection. The calculation uses the value
for accelerator pedal position, engine rpm, coolant temperature, intake air temperature, boost
pressure, boost temperature and atmospheric pressure etc.
d. Post Injection
Injection after main injection. Consists of After injection, Post 1, Post 2 injection.
Post injection reduces PM and smoke from exhaust gas. No actual output is generated during
these injections, instead, fuel is injected to the unburned gas after main injection to enable fuel
activation. The PM amount in the emission and smoke can be reduced through these processes.
Only up to 5 types of injections can be performed within 1 cycle. If these 7 injections are all
performed, fuel economy and emission performance becomes poor.

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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. ▶
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. ▶
Closed loop will correct the current value depending on the difference between the pressure
demand and the pressure measured. ▶
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 ▶

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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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B. Driver Demand
The driver demand is the translation of the pedal position into the fuel demand. It is calculated as
a function of the pedal position and of the engine speed. The driver demand is filtered in order to
limit the hesitations caused by rapid changes of the pedal position. A mapping determines the
maximum fuel which can be injected as a function of the driver demand and the rail pressure.
Since the flow is proportional to the injection time and to the square root of the injection pressure,
it is necessary to limit the flow according to the pressure in order to avoid extending the injection
for too long into the engine cycle. The system compares the driver demand with this limit and
chooses the smaller of the 2 values. The driver demand is then corrected according to the
coolant temperature. This correction is added to the driver demand.

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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