2012 SSANGYONG RODIUS fuel

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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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F. Pilot Flow Control
The pilot flow represents the amount of fuel injected into the cylinder during the pilot injection. This
amount is determined according to the engine speed and the total flow.
A first correction is made according to the air and water temperature.
This correction allows the pilot flow to be adapted to the operating temperature of the engine. When
the engine is warm, the ignition time decreases because the end-of-compression temperature is
higher. The pilot flow can therefore be reduced because there is obviously less combustion noise
when the engine is warm.
A second correction is made according to the atmospheric pressure. -
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During starting, the pilot flow is determined on the basis of the engine speed and the coolant
temperature.
G. Cylinder Balancing Strategy
Balancing of the point to point flows ▶
The pulse of each injector is corrected according to the difference in instantaneous speed measured
between 2 successive injectors.
The instantaneous speeds on two successive injections are first calculated.
The difference between these two instantaneous speeds is then calculated.
Finally, the time to be added to the main injection pulse for the different injectors is determined.
For each injector, this time is calculated according to the initial offset of the injector and the
instantaneous speed difference.
Detection of an injector which has stuck closed ▶
The cylinder balancing strategy also allows the detection of an injector which has stuck closed. The
difference in instantaneous speed between 2 successive injections then exceeds a predefined threshold.
In this case, a fault is signaled by the system.

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MDP (Minimum Drive Pulse ) refers to the
minimum power supply pulse for injection which
the injector can perform. It is possible to control
the fuel volume for each injector accurately
through correct learning for the MDP value. The
basic process of MDP learning is that the pulse
slightly higher than MDP is supplied and then (b)
the vibration generated from the cylinder is
detected. The knock sensor detects the vibration
from the engine after a small volume of fuel is
injected. And the time interval between the points
of injection and vibration is measured so that
MDP can be learned. MDP learning is helpful to
prevent engine vibration, high emission and
power reduction through performing calibration
for the old injectors. During MDP learning, a little
vibration and noise can be occur for a while. This
is because the fuel pressure is increased
instantaneously and the exact injection value is
not input, so that the exact engine vibration
timing can be detected.
(6) MDP Learning Control
A. MDP Learning
When the pulse value that the injector starts injection is measured, it is called minimum drive pulse
(MDP). Through MDP controls, can correct pilot injections effectively. Pilot injection volume is very small,
1 to 2 mm/str, so precise control of the injector can be difficult if it gets old. So there needs MDP learning
to control the very small volume precisely through learning according to getting older injectors.
Control the fuel injection volume precisely by MDP learning even for the old injector.
ECU corrects the pilot injection effectively by MDP control.
MDP learning is performed by the signal from knock sensor. -
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- The system measures the pulse at initial injection to reduce the engine vibration.
B. Purpose of MDP learning

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C. Learning Conditions
Idle MDP learning Drive MDP learning
Coolant temperatureover 60℃ over 60℃
Vehicle speedIdling over 50km/h (over 5 seconds)
Engine rpm2,000 to 2,500 rpm
Fuel temperature0 < Fuel temperature < 80℃
Learning2 times for each cylinder (every 5
seconds)2 times for each cylinder
(every 5 seconds)
If MDP learning is not properly performed, engine vibration and injection could be occurred.
MDP learning should be performed after replacing ECU, reprogramming and replacing injector. -
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D. Injector characteristic curve for rail pressure
The fuel injection curve is also called injection characteristic curve as shown above. The amount of
injected fuel is proportional to the square root of injection period and rail pressure.

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(7) Knocking Control
A. Resetting the pilot injection
The knocking control is used to reset the pilot injection flow in closed loop for each injector. This method
allows the correction of any injector deviations over a period of time. The principle of use of the knocking
control is based on the detection of the combustion noises.
The sensor is positioned in such a way as to receive the maximum signal for all the cylinders. The raw
signals from the knock sensor are processed to obtain a variable which quantifies the intensity of the
combustion. This variable, known as the ratio, consists of the ratio between the intensity of the
background noise and the combustion noise.
A first window is used to establish the background noise level of the knocking control signal for each
cylinder. This window must therefore be positioned at a moment when there cannot be any
combustion.
The second window is used to measure the intensity of the pilot combustion. Its position is such that
only the combustion noises produced by the pilot injection are measured . It is therefore placed just
before the main injection. 1.
2.
The knock sensor does not allow any evaluation of the quantity injected. However, the pulse value will
be measured when the injector starts injection and this pulse value is called the MDP (Minimum Drive
Pulse). On the basis of this information, it is possible to efficiently correct the pilot flows. The pilot
injection resetting principle therefore consists of determining the MDP, in other words the pulse
corresponding to the start of the increase in value of the ratio (increase of vibration due to fuel
combustion).

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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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C. Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally and
the other one is set vertically. Swirl is the horizontal air flows in cylinder
due to the horizontal intake air ports.
Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port
Squish is the air flow at end of compression process according to the
design of piston head. In this DI engine, the squish is generated to
bowl type.
D. Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.