2012 SSANGYONG NEW ACTYON SPORTS sensor

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This is done periodically under certain operating conditions. When the resetting is finished, the
new minimum pulse value replaces the value obtained during the previous resetting. The first MDP
value is provided by the C3I. Each resetting then allows the closed loop of the MDP to be updated
according to the deviation of the injector.
B. Detection of leaks in the cylinders
The accelerometer is also used to detect any injector which may have stuck open. The detection
principle is based on monitoring the ratio. If there is a leak in the cylinder, the accumulated fuel
self-ignites as soon as the temperature and pressure conditions are favorable (high engine
speed, high load and small leak).
This combustion is set off at about 20 degrees before TDC and before main injection.
The ratio therefore increases considerably in the detection window. It is this increase which allows
the leaks to be detected. The threshold beyond which a fault is signaled is a percentage of the
maximum possible value of the ratio.
Because of the severity of the recovery process (engine shut-down), the etection must be
extremely robust.
An increase in the ratio can be the consequence of various causes:
Pilot injection too much
Main combustion offset
Fuel leak in the cylinder -
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If the ratio becomes too high, the strategy initially restricts the pilot injection flow and retards the
main injection. If the ratio remains high despite these interventions, this shows that a real leak is
present, a fault is signaled and the engine is shut down.
C. Detection of an accelerometer fault
This strategy permits the detection of a fault in the sensor or in the wiring loom connecting the
sensor to the ECU.
It is based on detection of the combustion. When the engine is idling, the detection window is set
too low for the combustion caused by the main injection. If the ratio increases, this shows that the
knock sensor is working properly, but otherwise a fault is signaled to indicate a sensor failure.
The recovery modes associated with this fault consist of inhibition of the pilot injection and
discharge through the injectors.

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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

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(9) EGR control
A. 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.
B. Components
E-EGR cooler
Accelerator pedal
moduleD20DTR ECU
Coolant
temperature senso
r
Oxygen sensor
HFM (intake air
temperature)Electric throttle
body
Crankshaft position
sensor
E-EGR valve
T-MAP sensor

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D. Bypass control for EGR cooler
Cooler temperature ▶
<007e008f008c00950047009b008f008c0047008a00960096009300880095009b0047009b008c00940097008c00990088009b009c0099008c00470090009a00470089008c00930096009e0047005e00570b4500530047009b008f008c0047008c009f008f00
88009c009a009b0047008e0088009a00470090009a00470089>ypassed the EGR cooler.
Exhaust gas temperature ▶
<007e008f008c00950047009b008f008c0047008c009f008f0088009c009a009b0047008e0088009a0047009b008c00940097008c00990088009b009c0099008c00470090009a00470089008c00930096009e0047005a005700570b4500530047009b008f00
8c0047008c009f008f0088009c009a009b0047008e0088009a> is bypassed the EGR cooler.
Otherwise, PM could be increased due to too low exhaust gas temperature.
E. Control elements for EGR system
Accelerator pedal (engine load) - Indicates the driver's intention and engine load. If the load
goes up, the EGR ratio is decreased.
T-MAP (boost pressure map stored in ECU) - Compensates the difference in boost pressure
by adjusting EGR ratio.
Engine rpm - Used as the signal for determining EGR operating range.
Coolant temperature - When the coolant temperature is low, NOx is decreased but PM could
be increased. So, to reduce PM, decrease EGR ratio when the coolant temperature is low.
Intake air mass and temperature - HFM sensor measures the intake air mass to calculate the
actual EGR volume. If the air mass is larger than programmed value in map, EGR ratio will be
higher.
EGR position sensor - Detects the actual opening angle of EGR valve and performs feedback
function according to PWM control by ECU.
Wide band oxygen sensor - Detects the oxygen volume in exhaust gas to check if the EGR
ratio is proper.
Electronic throttle body - Keeps EGR ratio to optimized level by controlling the throttle body in
EGR operating range (decreasing pressure in intake manifold). -
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(10) E-VGT control
A. Overview
E-VGT (Electric-Variable Geometry Turbine) turbocharger system in D20DTF engine uses the
venturi effect that controls the flow rate of exhaust gas by adjusting the passage in turbine
housing. The newly adopted DC motor actuator (E-actuator) controls the E-VGT system more
precisely and faster. To get the high operating power from turbine, the ECU reduces the exhaust
gas passage In low speed range and increases it in high speed range.
B. Components
HFM (intake air
temperature)
Front EGT sensor
E-VGT actuatorAccelerator pedal
module
Crankshaft position
sensor
Oxygen sensor
T-MAP sensor
Coolant
temperature senso
r
D20DTR ECU

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HFM (intake air
temperature)CDPF
Electric throttle
bodyCoolant
temperature senso
r
Oxygen sensor
Injector (C3I)
E-EGR valve
(11) Wide band oxygen sensor control
A. Overview
For diesel engine, combustion is not performed at the optimum (theoretically correct) air-fuel ratio
and the oxygen concentration is thin in most cases. So the wide-band oxygen sensor is used for
this kind of engine, and this sensor is a little different from the one that used for gasoline engine.
The combustion in diesel engine is controlled by fuel injection volume. Therefore, the wide band
oxygen sensor should be used in diesel engine. This sensor measures the air-fuel ratio in very
wide range, and is also called full range oxygen sensor.
The wide band oxygen sensor measures the oxygen density in exhaust gas and sends it to
ECU to control the EGR more precisely. -
B. Components
D20DTR ECU

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C. Input/Output for oxygen sensor

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D. Oxygen sensor control
The wide band oxygen sensor uses ZnO2. It produces the voltage by movement of oxygen ions
when there is oxygen concentration difference between exhaust gas and atmosphere.
If a certain voltage is applied to the sensor, the movement of oxygen ions occurs regardless of
the oxygen density. The current generated through this flow of ions, is called pumping current
(IP), and the oxygen sensor measures this value.