2013 SSANGYONG KORANDO Service Manual

2. SYSTEM OPERATION
1) Input/Output of ECU
(1) ECU Block diagram

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Oil pressure
switch
Fuel rail
pres.sensor
Differential
pressure
sensor
Swirl valve posi.
sensor
Meter cluster
Coolant temp.
sensorE-EGR valve
posi. sensor
Oxygen
sensor
Exhaust gas
temp. sensor
HFM sensor
(2) Components for ECU Input
Crankshaft posi.
sensorAccel. pedal
posi. sensorThrottle
posi.sensor
Knock sensor
T-MAP sensor
Camshaft posi.
sensor
CAN
- ABS&ESP
- GCU
- Meter cluster
- TCU
- BCM
- Refrigerant pressure sensor
- Clutch pedal signal
- Blower switch signal
- Brake pedal signal

Engine room
relay box
E-EGR valve
Cooling fan
E-EGR cooler
bypass valveE-VGT
actuator
IMV
Throttle posi.
sensor
InjectorA/C
compressorStart motor
Variable swirl
valve
(3) Components for ECU Input
PTC heater
CAN
- Glow plug unit
- ABS & ESP unit
- BCM
- E-coupling unit
- EPS
- GCU
- Meter cluster
- SKM
- TCU
- Self diagnosis

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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.
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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(2) Fuel Control
a. Fuel Pressure Control Elements
Pressure control consists of 2 principles.
Determines rail pressure according to engine operating conditions.
Controls IMV to make the rail pressure to reach to the required value. -
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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.
b. Fuel Pressure Control
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. -
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Rail pressure is controlled by closed loop regulation of IMV.

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c. Fuel Injection Control
Injection control is used in order to determine the characteristics of the pulse which is sent to the
injectors.
Injection control consists as below.
Injection timing
Injection volume
Translating fuel injection timing and injection volume into values which can be interpreted by the
injector driver. -
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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.
A fourth correction is made according to the pressure error.
This correction is used to reduce the injection timing advance when the pressure in the rail is higher
than the pressure demand.
A fifth correction is made according to the rate of EGR.
This correction is used to correct the injection timing advance as a function of the rate of exhaust gas
recirculation.
When the EGR rate increases, the injection timing advance must in fact be increased in order to
compensate for the fall in termperature in the cylinder. -
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During starting, the injection timing must be retarded in order to position the start of combustion close to
the TDC. To do this, special mapping is used to determine the injection timing advance as a function of
the engine speed and of the water temperature.

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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d. Fuel Control
1. Main Flow Control
The main flow represents the amount of fuel injected into the cylinder during the main injection. The pilot
flow represents the amount of fuel injected during the pilot injection.
The total fuel injected during 1 cycle (main flow + pilot flow) is determined in the following manner.
When the driver depress the pedal, it is his demand which is taken into account by the system in order
to determine the fuel injected.
When the driver release the pedal, the idle speed controller takes over to determine the minimum fuel
which must be injected into the cylinder to prevent the enigne from stalling.
It is therefore the greater of these 2 values which is retained by the system. This value is then compared
with the lower flow limit determined by the ESP system.
As soon as the injected fuel becomes lower than the flow limit determined by the ESP system, the
antagonistic torque (engine brake) transmitted to the drive wheels exceeds the adherence capacity of
the vehicle and there is therefore a risk of the drive wheels locking.
The system thus chooses the greater of these 2 values (main flow & pilot flow) in order to prevent any
loss of control of the vehicle during a sharp deceleration.
As soon as the injected fuel becomes higher than the fuel limit determined by the ASR trajectory control
system, the engine torque transmitted to the wheels exceeds the adhesion capacity of the vehicle and
there is a risk of the drive wheels skidding. The system therefore chooses the smaller of the two values
in order to avoid any loss of control of the vehicle during accelerations.
The anti-oscillation strategy makes it possible to compensate for fluctuations in engine speed during
transient conditions. This strategy leads to a fuel correction which is added to the total fuel of each
cylinder.
The main fuel is obtained by subtracting the pilot injection fuel from the total fuel.
A mapping determines the minimum fuel which can control an injector as a function of the rail pressure.
As soon as the main fuel falls below this value, the fuel demand changes to 0 because in any case the
injector is not capable of injecting the quantity demand. A switch makes it possible to change over from the supercharge fuel to the total fuel according to the
state of the engine.
Until the stating phase has finished, the system uses the supercharged fuel.
Once the engine changes to normal operation, the system uses the total fuel. -
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2. 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.