2013 SSANGYONG NEW ACTYON SPORTS ESP

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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.
<00760097008c00990088009b00900095008e0047009b008c00940097008c00990088009b009c0099008c0047009900880095008e008c00470096008d0047006c006a007c00470090009a0047009500960099009400880093009300a000470054005b005700
47009b009600470052005f005c00b6006a004700880095008b> protected from factors like oil,
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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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. -
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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.
A. 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. -
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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.
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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(5) Fuel Control
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.

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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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(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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(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
sensorOxygen sensor
HFM (intake air
temperature)Electric throttle
body
Crankshaft
position sensorE-EGR valve
T-MAP sensor

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1) Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second. The fuel pump then
builds fuel pressure. The ECM also checks the Engine Coolant Temperature (ECT) sensor and the
Throttle Position (TP) sensor and determines the proper air/fuel ratio for starting the engine. This ranges
from1.5 to 1 at -36 °C (-33 °F) coolant temperature to 14.7 to 1 at 94 °C (201 °F) coolant
temperature. The ECM controls the amountof fuel delivered in the starting mode by changing how long
the fuel injector is turned on and off. This is done by ''pulsing" the fuel injectors for very short times.
2) Run Mode
The run mode has two conditions called ''open loop" and ''closed loop".
3) Open Loop
When the engine is first started and it is above 690 rpm, the system goes into "open loop" operation. In
"open loop", the ECM ignores the signal from the HO2S and calculates the air/fuel ratio based on inputs
from the ECT sensor and the MAF sensor. The ECM stays in "open loop" until the following conditions
are met:
The O2 has a varying voltage output, showing that it is hot enough to operate properly.
The ECT sensor is above a specified temperature (22.5 °C).
A specific amount of time has elapsed after starting the engine. -
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4) Closed Loop
The specific values for the above conditions vary with different engines and are stored in the
Electronically Erasable Programmable Read-Only Memory (EEPROM).
When these conditions are met, the system goes into "closed loop" operation. In "closed loop", the ECM
calculates the air/fuel ratio (fuel injector on- time) based on the signals from the O2 sensors. This allows
the air/fuel ratio to stay very close to 14.7 to 1.
5) Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.
6) Deceleration Mode
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When
deceleration is very fast, the ECM can cut off fuel completely for short periods of time.

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5. OPERATING PROCESS OF ICM BOX
The following relays are integrated into the ICM (Integrated Control Module) box.
Door lock/unlock relay
Windshield de-icer relay
Turn signal lamp relay -
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1) Overview
2) Mounting Location
Door lock/
unlock relay
Turn signal lamp relay
Windshield
de-icer relay
Inner view of ICM PCB
PAS buzzer
Chime
ICM box
STICS
The relays in the ICM box cannot be replaced respectively; so if the any of the components on
the PCB are defective, they should be replaced as an assembly.