2013 SSANGYONG TURISMO ECU

13-71793-00
2) Input/Output Devices
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 -
-
-
-
-
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 -
-
-
-
(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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Overload of CDPF
(warning lamp blinking)Excessive overload of CDPF
(warning lamp illuminated)
5) Warning Lamp Related to CDPF
CDPF regeneration process (warning lamp NOT illuminated) ▶
The CDPF system enters the regeneration mode
when the driving distance becomes approx. 600 to
1,200 km (may differ by the driving condition and
driving style). Then, the engine ECU performs the
CDPF regeneration operation. However, the driver
is not informed with this operation by any engine
warning lamp or vehicle signal, so he/she may not
detect this operation. The control logic at the post-
injection dur-ing the regeneration process is to
increase the fuel injection volume and control the
intake air volume (by the throttle body) in order to
increase the temperature of the exhaust gas. The
driver may not feel any particular difference from
the vehicle.
If the CDPF cannot reach the regeneration
temperature due to low speed driving or other
reason during the regeneration process, the soot is
continuously accumulated in the CDPF. W hen this
condition continues and the CDPF is overloaded
with soot, the engine warning lamp blinks to inform
this situation to the driver.
In order to solve this problem, drive the vehicle at a
speed of approx. 80 km/h for 15 to 20 minutes to
perform the CDPF regeneration process.
If the engine warning lamp on the instrument
cluster blinks, the CDPF is overloaded. In this
case, perform the step 2. 1.
2.
3.If the vehicle is driven at a speed of 5 to 10 km/h
for an extended period of time, the soot
accumulated in the CDPF cannot be burned as the
CDPF cannot reach the regeneration temperature.
Then, an excessive amount of soot can be
accumulated in the CDPF.
This case is much worse than the simple over-load
of the CDPF. To inform this to the driver, the
engine warning lamp comes on and the engine
power is decreased to protect the system.
To solve this problem, blow soot between the
engine and exhaust system several times and
erase the related DTC. Then, check if the same
DTC is regenerated again. If so, check the DTC
related to the differential pressure sensor. 1.
2.
3.
OFF
Blinking Illuminating
Blinking Illuminating

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Differential Pressure Sensor
Calculates the amount of PM
collected by reading the pressure
difference between pre-CDPF and
post-CDPF.Engine ECU (D20DTR)
Post injection
Electric Throttle Body
Regulates the air intake
rate.CDPF
(DOC+DPF)Front EGT Sensor
Measures the combustion
temperature.
Rear EGT Sensor
Measures the CDPF
temperature.
2. COMPONENTS
For details, refer to section "Engine Control". *

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Rear temperature sensor
Measure the outlet
temperature of DOC.
This sensor is located at the
rear side of DOC and
monitors the overheating of
CDPF and post injection
volume.
Differential pressure sensor
Measures the difference between
inlet and outlet pressures of CDPF.
If the difference is higher than the
specified value when collecting the
PM, this makes the post injection
for forced recycling of PM.
Front temperature sensor
Measures the temperature of
exhaust gas.
This sensor is located at the rear
side of exhaust manifold and
monitors the temperature of
combusted gas to prevent the
exhaust system from overheating.
When the temperature gets higher,
this sensor cuts off the fuel delivery
and controls the EGR to lower the
temperature.
Engine ECU (D20DTR)
T-MAP sensorIntake air
mass
Measures
the
excessive
amount of
PM.
Injector (C31)
Controls the post injection.
Electric throttle body
Controls the intake air mass.
HFM sensor
Wide band
oxygen
sensor
Boost
pressure/
temperature

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Collecting PM
→ Regeneration
The engine ECU detects the
amount of PM collected by the
information from the
temperature sensors and
differential pressure sensor.
When the soot is accumulated,
the engine ECU performs post-
injection to increase the
exhaust gas temperature and
burns the collected PM at
approx. 600°C.Oxidation (DOC)
When the exhaust gas enters
into the CDPF assembly, its
CO, HC and PM are reduced
by the redox reaction of the
DOC. The remaining PM is
filtered and collected in CDPF,
and the temperature of the
exhaust gas is increased to
between 450 and 500°C.
5. OPERATING PROCESS
[Configuration and principle of operation]
The exhaust gas
passed through the
exhaust manifold
enters into the CDPF
assembly (at approx
250℃).

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1) Oxidation of DOC
The DOC oxidizes HC and CO of the exhaust gas in the two-way catalytic converter at 180℃ or
more, and performs best at the temperature between 400 and 500℃. The front EGT sensor
detects whether the DOC can burn (oxidize) the post-injected fuel or not, and sends the signal to the
ECU to maintain the DOC operating temperature between 300 and 500℃. The DOC reduces
CO and HC of the exhaust gas by redox reaction and also reduces small amount of PM.
Oxygen adheres to the catalyst materials: Less than 180℃
1.
CO and HC are oxidized by the catalyst materials: More than 180℃ 2.

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2) Collecting PM of DPF
There is a filter installed in the DPF and the PM filtered by this filter is burned (regeneration) when the
temperature of exhaust gas is increased due to post-injection. The filter has a honeycomb-like
structure to capture the particulate matter and the inlet and outlet of each channel are closed
alternatively. Once the exhaust gas enters to the inlet of a channel, it is released from the outlet of the
adjacent channel through the porous wall because of the closed outlet of the first channel, and the PM
is collected in the first channel.
[Collecting PM of CDPF]
Normally, when the driving distance becomes approx. 600 to 1,200 km, enough amount of soot to
be burned is filtered and accumulated in the CDPF. The ECU increases the amount of fuel post-
injection to increase the temperature of the exhaust gas up to 600°C, so that the soot is
burned. The soot is burned for 15 to 20 minutes (may differ by conditions).

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3) PM Regeneration of DPF
The differential pressure sensor installed in the DPF measures the pressure values of inlet and outlet of
CDPF. And the amount of the PM collected in the filter is calculated based on the exhaust temperature,
intake air mass flow, booster pressure, etc.
The regeneration is started when the amount of the collected PM is 28 g or more.
The ECU commands post-injection to increase the temperature of CDPF to 600℃.
When the amount of the collected PM is not enough: The DPF works as a filter. 1.
When enough amount of PM is collected: The ECU commands post-injection and increase the
exhaust gas temperature to start regeneration. 2.