0000-00 15-3

1. ENGINE DATA DISPLAY TABLE

Parameter Unit Value
Engine coolant temp. ℃ 130℃ ~ -40℃
-40 to 130℃
Intake air temp. ℃ (varies with ambient temperature and engine
mode)
Engine rpm rpm 700 ± 50 (P/N)
Engine load % 18 to 25%
Air flow kg/h 16 to 25 kg/h
Throttle position angle °TA 0° (Full Open) to 78° (Close)
Indicated engine torque Nm Varied with engine condition
Injection time ms 3 to 5 ms
Battery voltage V 13.5 V to 14.1 V
Accelerator pedal position 1 0.4 to 4.8 V
V
Accelerator pedal position 2 0.2 to 2.4 V
V
Throttle position 1 V 0.3 to 4.6 V
Throttle position 2 V 0.3 to 4.6 V
Oxygen sensor mV 0 to 5 V
A/C compressor 1=ON / 0=OFF -
switch condition
Full load state 1=ON / 0=OFF -
Gear shift status (A/T) 1=ON / 0=OFF -
Knock control 1=ON / 0=OFF -
Brake switch 1=ON / 0=OFF -
Cruise control status 1=ON / 0=OFF -
15-4

2. CODING LISTS WHEN REPLACING ELECTRONIC

SYSTEMS
 0000-00 15-5

1. OVERVIEW
The ECU receives signals from various sensors. Then, it analyses and modifies them to allowable
voltage level to control various actuators. The ECU can control the engine power and exhaust gas
precisely because the micro processor in the ECU calculates the injection duration, injection timing, and
injection volume based on the engine piston speed and crankshaft angle using input data and a stored
map. The output signal from the ECU microprocessor drives the solenoid valve of the injector to control
the fuel injection volume and injection timing and control the ignition timing of the ignition coil so as to
control various actuators in response to the changes in the engine condition. In addition, many auxiliary
functions are added to the ECU in order to reduce emissions, improve fuel economy and ensure safety,
riding comfort and convenience. Some examples of such functions include exhaust gas recirculation,
boost pressure control, cruise control (auto cruise) and immobilizer. The ECU uses the CAN
communication system to facilitate data exchange with other electric systems such as A/T, braking
device, and steering system. When servicing a vehicle, a diagnostic equipment can be used to check the
vehicle conditions and perform diagnosis. The normal operating temperature for ECU ranges from -40 to
85℃. The ECU must be protected from oil, moisture, electromagnetic interference, and external
mechanical impact.
15-6

2. MAJOR COMPONENTS
1) ECU Input Components
Electric Accelerator HFM sensor Front oxygen
throttle body pedal position sensor
sensor

Fuel rail Rear oxygen

pressure sensor
sensor ECU

Front exhaust
Differential gas
pressure temperature
sensor sensor

Camshaft Crankshaft
position position
sensor sensor
T-MAP sensor Rear exhaust gas
temperature
Sensor

CAN
communication

Coolant Refrigerant pressure sensor Fuel

temperature Oil pressure sensor temperature
sensor Auto cruise switch sensor
Fuel gauge (OBD control)
Clutch pedal signal
Blower switch signal
Brake pedal signal
Vehicle speed
 0000-00 15-7

2) ECU Output Components

IMV E-VGT Electric Injector
throttle body

Electric fan
GCU

ECU

Variable swirl
actuator

Start relay

E-EGR valve

EGR bypass PTC heater CAN

solenoid valve communication
15-8

3) Engine ECU Inputs/Outputs (Control Items)

 0000-00 15-9

3. FUEL INJECTION VOLUME CONTROL

The ECU determines fuel injection volume and injection timing based on the engine condition and
optimizes the engine operating conditions to reduce the emissions.

1) Input/Output Diagram
15-10

2) Fuel Injection Volume Control

(1) Basic mapping
- Stepped control
The ECU calculates proper injection volume and timing by considering various parameters to achieve
the optimal combustion at each stage of operation.
- Starting injection volume control
The fuel injection volume during initial starting is calculated by considering the temperature and
engine cranking speed. The starting injection means the injection during the period from when the
ignition switch is turned ON until when the engine rpm reaches to the allowable minimum speed.
Driving mode control
- The fuel injection volume during normal driving is calculated based on the accelerator pedal travel and
engine rpm and the drive map is used to match the drivers inputs with optimal engine power.

(2) Determinants of fuel pressure

The fuel pressure is regulated by following two principles:
- After the fuel rail pressure is decided by engine operating conditions,
- Rail pressure reaches the desired value by regulating the IMV.

The pressure in fuel rain depends on the engine rpm and engine load:
- High engine rpm and load
The fuel is injected in high pressure for ideal combustion since turbulent flow is highly likely to occur.
Low engine rpm and load
- Turbulent flow is less likely to occur in these conditions. If the injection pressure is too high, the
penetration power becomes excessive when the fuel is injected from the injector and some of fuel is
condensed on the cylinder wall, resulting in incomplete combustion. This causes the smoke to be
generated and reduces engine durability

The fuel pressure is corrected by atmospheric pressure, coolant temperature and intake air temperature.
When driving in cold weather or at high altitudes, additional ignition time is considered. When starting the
engine, additional fuel injection is required. At this time, there is a special demand for pressure and
correction is carried out by temperature of the injected fuel or coolant.

(3) Fuel Pressure Control

▶ In open loop, the current to the actuator is determined to obtain the fuel flow required by the
ECU.
▶ In close loop, the difference between required fuel pressure and measured fuel pressure is
recognized to correct the current value.

- When the rail pressure is lower than actual pressure required, the current is reduced to increase the
fuel supply to the high pressure pump, and vice versa.
 0000-00 15-11

(4) Fuel Injection Control

Injection control is used to decide the characteristics of current pulse to the injector.
Injection control consists of:
- Injection timing
- Injection amount
- Factors which convert fuel injection timing and injection amount into values can be interpreted by
injector driver
▶ Main injection timing control
The engine rpm and pilot injection volume depend on the pulse needed for main injection.
The determinants are as follows:
- The first correction is determined based on the air and coolant temperature.
The injection timing is controlled by the engine operating temperature; In hot engine, the
injection timing is retarded in order to lower high combustion temperature and reduce the
harmful materials such as NOx. In cold engine, the injection timing is advanced so that
optimum combustion can occur.
- The second correction is determined by the atmospheric pressure.
Change of atmospheric pressure based on altitudes is used to advance the injection timing.
The third correction is determined by the coolant temperature and time after starting.
- This is used to increase the injection volume by retarding the injection timing during engine
warm-up (30 sec.), at initial start and to reduce the misfire or unstable combustion which may
occur on cold engine.
The fourth correction is determined by the pressure.
- This correction prevents the diesel knocking which may occur when the fuel rail pressure is
higher than required by retarding the injection timing.
The fifth correction is determined by the EGR ratio.
- As the EGR ratio increases, injection timing is retarded to compensate for combustion
(cylinder) temperature drop.

The injection timing should be changed according to each determinant in order for combustion to occur
at position close to the TDC during engine starting. The determined injection timing has been mapped in
the ECU for optimum injection timing.
▶ Pilot injection timing control
The pilot injection timing is determined based on the engine rpm and total fuel flow.
The determinants are as follows:

- The first correction is determined based on the air and coolant temperature.
This correction allows the pilot injection timing to be adapted to the operating temperature of the
engine.
- The second correction is determined by the atmospheric pressure.
This correction adjusts the injection timing properly according to the change of atmospheric pressure
based on altitudes. The pilot injection timing is determined based on the engine rpm and the coolant
temperature when starting the engine.
15-12

(5) Fuel Control

a. Main fuel flow control
The main fuel flow means an amount of fuel which injected to the cylinder during main injection.
The pilot flow means an amount of fuel injected during pilot injection.

The total injection amount (main flow + pilot flow) during 1 cycle is determined as follows:

▶ When the driver depresses the accelerator pedal, the system judges the pedal position to
decide the fuel amount to be injected.
▶ When the driver releases the accelerator pedal, the idle speed controller decides the minimum
fuel amount to be injected in order to prevent the vehicle from being stalled.

The bigger of these two values is stored in the system, which will be compared with the minimum fuel
amount decided by the ESP (Electronic Stability Program) system afterwards.

If the actual amount of injected fuel is smaller than the minimum fuel amount decided by the ESP
system, the counter torque (braking torque by engine brake) to the driving wheel becomes larger than
the engine drive torque, which may cause the driving wheel to be locked.
The system chooses the larger of two values in order to prevent any damage which may occur during
abrupt deceleration.

The engine torque to the wheels exceeds vehicle's grip force as soon as the amount of fuel injected
becomes larger than the fuel amount limit decided by the ESP system, which may result in wheel slip.
The system chooses the smaller of two values in order to prevent any damage caused by vehicle control
during acceleration. Anti-oscillation strategy compensates for fluctuation of engine rpm temporarily. This
is determined by instant engine rpm and shift lever position and corrects the fuel amount to each
cylinder.

The switch enables to change from total fuel to an supercharged fuel according to the engine conditions.
- The system uses a supercharged fuel until engine warm-up is completed.
- The system uses total fuel once the engine operates normally.

Main injection volume is total injection volume minus pilot injection volume.
The mapping calculates the minimum fuel to control the injector as an action of fuel rail pressure.
When the main fuel drops below this value, the injector can't inject the amount of fuel requested and the
demand on fuel becomes 0.
 0000-00 15-13

b. Driver demand
The driver's will is changed to demand on fuel according to the accelerator pedal position.
This is calculated as an interaction between the accelerator pedal position and engine rpm. The driver's
will is filtered in order to avoid the response delay which may occur during sudden acceleration. Mapping
calculates the driver's will and fuel rail pressure to decide maximum fuel amount can be injected.
Since the fuel flow (fuel amount) is proportional to the root value of injection pressure, the fuel flow
should be limited according to the pressure in order to prevent the fuel being injected too long during
engine cycle.
The system compares the driver's will (pedal position) with the fuel limit value and chooses the smaller
one.
Then, the driver's will is corrected by the coolant temperature and this correction is strengthened again
the driver's will.
15-14

c. Idle speed controller

The idle speed controller consists of 2 basic modules:

- One decides the necessary idle speed according to the followings:

* Engine operating conditions (coolant temp., gear position)
* Electric system's operation (power steering, A/C, other electric systems)
* Battery voltage
* In the event of defective fuel rail pressure control and injection control, it increases idle speed to
prevent engine stall at low gears.
- The other enables the close loop control of the engine idle speed just by change of minimum fuel at
difference between the required idle speed and actual engine speed.

d. Flow limitation
The principles of flow limitation are as follows:

- The flow limitation is determined based on the engine rpm and air volume.
The smoke is reduced during stable driving.
- The flow limitation based on atmospheric pressure is determined by the engine rpm and atmospheric
pressure.
The smoke is reduced while driving at high altitude.
- The fuel curve at maximum torque is determined by which gear is engaged and engine rpm.
Maximum torque is generated in the limited engine operation.
- If the system has any fault for rail pressure and injection control, the operation will be limited and the
system operates as follows according to fault severity.
Reduced flow logic 1: guarantees 75% of performance without engine rpm limitation.
Reduced flow logic 2: guarantees 50% performance with rpm limited to 3,000 rpm.
Reduced flow logic 3: limits rpm to 2,000.
The system chooses the lowest among theses values.
The correction related to the coolant temperature is included in fuel control and this correction may
reduce the mechanical stress during engine warm-up. This operation is determined by the coolant
temperature after start-up, engine rpm, time required and etc.

E. Supercharger 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 toincrease
the supercharge flow during cold starts. It is possible to alter the supercharge flow value byadding a flow
offset with the aid of the diagnostic tool.
 0000-00 15-15

f. Pilot flow control

The pilot flow indicates an amount of fuel injected into the cylinder during pilot injection and depends on
the engine speed and total flow.

- The first correction is determined based on the air and coolant temperature.
This correction allows the pilot injection timing to be adapted to the operating temperature of the
engine.
The ignition time is reduced since the temperature at the end of compression is high at hot engine.
The pilot flow is reduced since little combustion noise occurs at hot engine.
The second correction is determined by the atmospheric pressure.
- This correction is used to adapt the pilot flow according to the atmospheric pressure and the
altitude.

During starting, the pilot flow is determined on the basis of the engine rpm 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.
Firstly, the instantaneous speeds on two successive injections are calculated.
Secondly, The difference between these two instantaneous speeds is calculated.
Thirdly, 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.
15-16

h. MDP learning control

▶ MDP Learning MDP means minimum power supply pulse which
can be injected by the injector. If MDP is learned
correctly, the system can control the fuel flow for
each injector precisely. For MDP learning, a
pulse over MDP slightly is supplied to detect the
angular speed from the cylinder. The crankshaft
position sensor detects the change of angular
speed from the engine after small amount of fuel
is injected. This is MDP learning.

- MDP learning is helpful to prevent engine

vibration, high emission and power reduction
through performing calibration based on
ageing of injectors.
- Adjust the pilot injection through MDP control.
During MDP learning, a little vibration and
: noise can be occur for a while. This is
because the pilot injection stops and fuel
pressure is increased instantaneously so that
the exact engine vibration timing can be
detected. These symptoms may occur for a
while during learning process.
 0000-00 15-17

▶ MDP learning by SPC

The MDP learning carried out by the SPC detects

an angular speed of the piston for each cylinder
through the crankshaft position sensor, unlikely
the traditional APC learning.
When fuel-cut duration is longer than 7 seconds,
the learning by SPC is performed as follows:

- If the ECU sends the injection pulse (-B) less

than MDP,
- when an angular speed of each cylinder falls at
a fixed rate due to fuel-cut (A), the fuel is not
injected and angular speed of the cylinder
reduces evenly (-C).
- If the ECU sends MDP (B) and the fuel is
injected (D), angular speed of the cylinder
increases by an explosive power.
- In other words, MDP learning by SPC is a
minimum pulse value in the crank angular
speed variations (increase) during fuel-cut.

MDP (Minimum Drive Pulse): Minimum injection pulse of fuel

APC (Accelerometer Pilot Control): Pilot control by knock sensor
SPC (Speed Pilot Control): Pilot control by angular speed (crank position sensor) variations of each
cylinder

▶ MDP learning condition

Items Specifications
Battery voltage 11 ~ 15V
Engine speed 1,500 ~ 2,600 rpm
Transmission 3rd or higher
Coolant temperature 70 ~ 105℃
Fuel temperature 20 ~ 80℃
Intake air temperature 15 ~ 60℃
Intake manifold pressure 0.8 ~ 1.5 bar
Atmospheric pressure 0.9 ~ 1.09 bar
15-18

3) Accelerometer Control
(1) 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 knock sensor detects the rotating angular speed of the engine after small amount of fuel is injected.

1. The accelerometer signal for each cylinder is used to establish the background noise level. This
must therefore be positioned at a moment when there cannot be any combustion.
2. It 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.
The crankshaft position sensor detects the rotating angular speed of the engine after pilot injection. This is
called speed pilot control (SPC).
On the basis of this information, it is possible to efficiently correct the pilot flows through the SPC learning
control.

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.
 0000-00 15-19

4. VARIABLE SWIRL CONTROL

1) Overview
For combustion in the diesel engine, a strong swirl created when intake air is entered is an important
factor to prevent diesel knock. 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.

2) Components

Coolant temperature Accelerator ECU

sensor pedal module

HFM Crankshaft position sensor Variable swirl valve

15-20

3) Input-Output Diagram
 0000-00 15-21

4) Types of swirl
Category Figure Description
It is an air flow pattern which occurs in the horizontal
direction of the cylinder and generated by direction of
the intake port. One cylinder has two intake ports; one
Swirl is set horizontally and the other one is set vertically. Of
these, horizontal air flow is swirl.

Tumble is vertical air flow. The intake air charge

efficiency is increased by opening the swirl valve at
Tumble high speed/load conditions, which resulting in
increased power output.

The squish is a vortex which occurs at the end of

compression stroke and generated by shape of the
Squish piston. On DI engine, the piston head generates a
squish as a form of bowl.

5) 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.
15-22

Swirl Amount of
Load Engine rpm Remarks
valve swirl
Low speed, Below 3,000 Heavy Increased EGR ratio, better air-fuel mixture
Closed
low load rpm (reduce exhaust gas)
High speed, Over 3,000 rpm Open Light Increase charge efficiency, higher engine
high load power

The variable swirl valve actuator operates when

turning the ignition switch ON/OFF position to
open/close the swirl valve. In this period, the soot
will be removed and the learning for swirl valve
position is performed.

Swirl valve

Swirl: This is the twisted (radial) air flow along the cylinder wall during the intake stroke.
This helps to stabilize the combustion even in lean air-fuel mixture condition.
 0000-00 15-23

5. E-EGR CONTROL
1) Overview
The E-EGR valve (Electric-Exhaust Gas Recirculation Valve) reduces the NOx emission level by
recirculating some of the exhaust gas to the intake system to increase the CO₂ concentration in
the air.
The E-EGR valve used in the D22DTR engine is controlled by the same method as the EGR valve
equipped to the traditional EURO-V engine. For D22DTR engine, the capacity and responsiveness of E-
EGR valve has been improved to meet EURO-VI emission regulation. To meet the enhanced
environmental legislations, the capacity and response rate of EGR valve in the engine have been greatly
improved. The EGR cooler with high capacity reduces the NOx (nitrogen oxide), 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 decreased.

2) Components
Front oxygen Crankshaft Coolant E-EGR valve
sensor position temperature
sensor sensor

E-EGR cooler

HFM (intake T-MAP Electric throttle Accelerator ECU

air sensor body pedal
temperature) module
15-24

3) Input/Output Diagram
 0000-00 15-25

4) Bypass control for EGR cooler

(1) Coolant temperature
At 65℃ or less of coolant temperature, bypass the coolant flow since the cylinder temperature is
low and exhaust gas temperature is low.

(2) Exhaust gas temperature

At 300℃ or less of the exhaust gas temperature, the soot/PM increases further as the exhaust
gas will be cooled down at low exhaust gas temperature when the coolant passes the EGR cooler.

5) 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 and engine rpm and engine
load are calculated at the same time to obtain the EGR ratio.
- 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.
- Electric throttle body - Keeps EGR ratio to optimized level by controlling the throttle body in EGR
operating range (decreasing pressure in intake manifold).
15-26

6) Features

As EGR ratio goes up, smoke volume will be
higher. But, this lowers the combustion chamber
temperature and accordingly the concentration of
NOx is decreased. The point with highest NOx is
immediately after TDC.
As EGR temperature goes up, the concentration
of NOx will be higher. Thus, it is necessary to cool
down the exhaust gas. However, during engine
cooled, it may cause large amount of PM. To
prevent this, the exhaust gas is bypassed the
EGR cooler.

7) Fluctuations of intake air volume based on EGR operation

The intake air flow to the engine is measured by the HFM during EGR operation. The measured value is
different from one when the EGR is not operated.

Intake air volume during EGR operation and non-operation

Reference intake air volume
Category Remarks

EGR operation Approx. 310 mg/str -

Revolution/EGR non-operation
EGR non-operation 400 ± 30 mg/str
zone

If the actual intake air volume differs from the reference intake air volume when checking sensor data,
the followings are suspected.

- Low intake air volume compared to reference value at EGR non-operation zone EGR valve stuck
open
- High intake air volume compared to reference value at EGR operation zone EGR valve stuck closed,
EGR cooler blocked
 0000-00 15-27

6. E-VGT CONTROL
1) Overview
The E-VGT (Electric-Variable Geometry Turbine) turbocharger system uses the venturi effect that
controls the flow rate of exhaust gas by controlling the passage in turbine housing variably. The E-VGT
is a DC motor actuator type which can control more precisely and faster. The engine ECU controls the
DC motor electronically as follows: a) At low speed: Narrows the flow passage for the exhaust gas,
resulting in increasing the flow speed of the exhaust gas and running the turbine quickly and powerfully.
b) At high speed: Expands the flow passage for the exhaust gas, resulting in increasing the mass flow of
the exhaust gas and running the turbine more powerfully.

2) Components

Front oxygen Crankshaft Coolant Front EGT

sensor position temperature sensor
sensor sensor

ECU

HFM (intake air E-VGT actuator T-MAP sensor Accelerator pedal

temperature) module
15-28

3) Input/Output Diagram
 0000-00 15-29

4) E-VGT System Control

The turbocharger system operates the E-VGT actuator according to the signals for engine rpm,
accelerator pedal position, atmospheric pressure, T-MAP, coolant temperature, intake air temperature
and etc.
The turbocharger actuator is performed PWM control by ECU.
In general, the boost pressure feedbacks the turbocharger operation and the boost temperature is used
for calculating the precise density.
Since gas emissions is small and flow velocity is slow at low vehicle speed, the turbocharger is difficult to
do its best and has an effect to reduce turbo lag with a venturi tube effect.
At high vehicle speed, the inner diameter of the venturi tube is increased to minimize pumping loss.

Range Operating wave Vane condition control

In low speed range,
retract the vane to
increase boost
pressure to maximum.
The vane has low (-)
Low duty, and the unison
speed ring moves to retract
the vane in weak
PWM signal.

The unison ring

moves to extend the
vane in strong PWM
signal. Maximum
High pressure is 3 bar and
speed the system controls it
according to the input
signals.

The E-VGT actuator and turbocharger have a normally open vanes.

15-30

7. WIDE BAND OXYGEN SENSOR CONTROL

1) Overview
For gasoline engine, the fuel/air mixture premixed for the intake air flow is ignited in the combustion
chamber by the stoichiometric air-fuel-ratio. But for diesel engine, if enough air is drawn into the
combustion chamber, compressed and injected by the injector, it's ignited, resulting in diffusion
combustion. In other words, range of air-fuel ratio is wide since the fuel injection volume is controlled
variably. 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. This sensor measures the air-fuel ratio in very wide range, is
used for the lean combustion engine 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.
2) Oxygen sensor control

The wide band oxygen sensor consists of one ZnO₂. The space between tubes is a
measurement chamber into which some of exhaust gas is diffused. At this time, the sensor compares
oxygen concentration difference between exhaust gas and atmosphere. There is a certain reference
voltage, 4.5 V, on the stoichiometric air-fuel-ratio. The current feedback control is done with the use of this
voltage. When the air-fuel ratio of the exhaust gas is lean, the oxygen concentration difference becomes
small and the voltage drops. Then, the pumping current is controlled so that the reference voltage is
maintained to 4.5 V by moving the oxygen in the measurement chamber towards exhaust gas. The
leaner air-fuel ratio is, the higher pumping current is. Therefore, the pumping current gives an information
on the air-fuel ratio of the exhaust gas.
 0000-00 15-31

▶ Main functions

- Reduces NOx and PM through E-EGR control

- Reduces smoke at full load
- Detects irregular combustion
- Regulates NOx level in LNT & DPF

It carries out exhaust gas control and fuel injection amount control using a potential difference of exhaust
gas oxygen passing through the oxygen sensor through the E-EGR and E-VGT turbocharger.

▶ Rear wide band oxygen sensor

- It judges when NOx reduction mode (DeNOx mode) is finished.

15-32

3) Input/Output Diagram
 0000-00 15-33

8. ELECTRIC FAN AND A/C COMPRESSOR CONTROL

1) Overview
The cooling system maintains the engine temperature at an efficient level during all engine operating
conditions. The water pump draws the coolant from the radiator. The coolant then circulates through
water jackets in the engine block, the intake manifold, and the cylinder head. When the coolant reaches
the operating temperature of the thermostat, the thermostat opens. The coolant then goes back to the
radiator where it cools. The heat from automatic transmission is also cooled down through the radiator
by circulating the oil through the oil pump. ECU controls the electric cooling fans with three cooling fan
relays to improve the engine torque and air conditioning performance.

For detailed information on A/C compressor and refrigerant pressure sensor, see "CLIMATE
SYSTEM" in "BODY" chapter.

2) Components

Coolant MB 7A/T(ATF Relay box

temperature temperature)
sensor

ECU

HFM (intake air Cooling fan Refrigerant A/C

temperature) module compressor
15-34

3) Input/Output Diagram
 0000-00 15-35

D. Cooling fan and A/C compressor control

▶ Conditions for cooling fan control
The PWM cooling fan is set by coolant temperature and A/C refrigerant pressure. And, the setting value
in A/T equipped vehicle may vary according to the internal oil temperature. The The engine ECU
controls the PWM cooling fan unit based on various signals to get the optimized temperature during
engine running.

- PWM cooling fan control according to coolant temperature and vehicle speed

The PWM cooling fan starts running

from 89℃ of coolant temperature
- under 101℃: The PWM duty value
decreases when the vehicle speed
increases
- over 105℃: The PWM duty value
is fixed at 94.4%

- PWM cooling fan control according to transmission fluid temperature (A/T)

1. PWM duty under 129℃: 0%
2. PWM duty over 130℃: 94.4%

- PWM cooling fan control according to A/C refrigerant pressure

PWM duty value sharply increases

PWM duty
when the A/C refrigerant pressure goes
over 10 bar. And, it slowly decreases
when A/C refrigerant pressure goes
down below 14 bar (A/C compressor
OFF).

Refrigerant pressure
(bar)
15-36

▶ A/C compressor OFF conditions

- Coolant temperature: below -20℃ or over

115℃
- Engine rpm: over 4500 rpm
- Engine rpm: below 600 rpm
- When abrupt acceleration
- Very high load during idling
- Refrigerant pressure: over 32 bar or below 2
bar
- Failure in refrigerant sensor, coolant
temperature sensor, and cooling fan
 0000-00 15-37

9. PTC HEATER CONTROL

1) Overview
The supplementary electrical heater is installed in DI engine equipped vehicle as a basic equipment. The
PTC system is operated according to two temperature values measured at the coolant temperature
sensor and HFM sensor. This device is mounted in the heater air outlet and increase the temperature of
air to the passenger compartment. Because PTC system is heated by electrical power, high capacity
alternator is required. PTC does not operate during engine cranking, while the battery voltage is lower than
11 V or during preheating process of glow plugs.

2) Components

ECU PTC heater Coolant temperature

sensor

HFM (intake air

temperature)

PTC Fuse and Relay

PTC relay 1 PTC relay 2

PTC fuse 1, 2, 3, 40A

15-38

C. PTC operation process

The PTC operating condition (ON) is controlled in two steps.
Basically, the engine ECU controls the relay to supply the power to PTC according to the coolant
temperature sensor and ambient temperature sensor.

▶ 1st step (initial operation of PTC)

- Coolant temperature < 15°C: PTC ON

- Coolant temperature ≥ 15°C: PTC ON after satisfying the conditions in 2nd step

▶ 2nd step (coolant temperature ≥ 15°C)

- Coolant temperature ≤ 65°C and intake air temperature ≤ -10°C: PTC ON
- Coolant temperature < 60~65°C and intake air temperature < -10~0°C: PTC ON
- Coolant temperature ≤ 60°C and intake air temperature ≤ 0~5°C: PTC ON

▶ Stop (OFF) conditions

- A/C blower switch OFF

- Defective ambient air temperature sensor (including open or short circuit)
- Engine cranking
- Low battery voltage (below 11V)
- During pre-glow process (glow indicator ON)
 0000-00 15-39

10. IMMOBILIZER CONTROL

1) Overview
The Immobilizer System provides an additional theft deterrent to the vehicle in which it is installed and
prevents it from being started by unauthorized persons. The transponder integrated in the key and the
engine control unit have the same code. When the ignition key with the integrated transponder is turned
to the ON position, the ECU (Engine Control Unit) checks the crypto code of the key and, if correct,
allows the vehicle to start the engine.

2) Components
▶ Basic components (ignition key system)

ECU Immobilizer antenna Indicator/Warning Lamp

Start motor Immobilizer key

15-40

C. Key approval process

When turning the ignition switch to ON position, the power is supplied to BCM and ECU. ECU
communicate with the immobilizer key to check if it is valid crypto code. If it is valid, ECU start to control
the engine when turning the ignition switch to START position. The system has 10 seconds of valid time-
out period. If the engine does not start in this period, the key approval process should be done again.
 0000-00 15-41

11. LNT & DPF CONTROL

1) Overview
The harmful exhaust gas from the diesel engine contains CO, HC, NOx and etc. To meet EURO-V
regulation, the oxidation catalyst (DOC) oxidizes CO and HC and DPF collects and removes the PM. On
the contrary, the NOx had been reduced by not the aftertreatment system but the EGR system. But,
NOx control becomes quite tricky in EURO-VI, requiring the separate aftertreatment system. In
response, LNT (Lean NOx Trap) system is introduced newly.

2) Components & Functions

Front exhaust gas Differential pressure

temperature sensor sensor

If the exhaust gas temperature Calculates pressure

rises too high during DPF difference between
regeneration, limit post injection to before and after LNT &
protect the turbocharger from DPF to check PM
damage. deposit.

Rear exhaust gas

temperature Sensor
Rear oxygen sensor Front oxygen sensor

Check whether the exhaust

gas temperature is
appropriate during LNT &
Check the air-fuel ratio by post injection during LNT & DPF DPF regeneration and
regeneration and desulfurization process. desulfurization process.
15-42

3) LNT & DPF System

The DPF is a device to remove the PM or soot from the exhaust gas from the diesel engine. The
performance depends on its type but it can remove the PM from 85% to approx. 100%.
It has a porous thin film and emits the exhaust gas generated during combustion and filters the PM
which is a byproduct of combustion to burn it when a certain amount of it is collected in the filter. When a
certain amount of the PM builds up, exposure to high exhaust gas temperature causes CO, the
fundamental ingredient in PM, to burn and release into the atmosphere in form of CO2.
The LNT is installed in front of the DPF, which oxidizes the CO and HC. The DPF performs regeneration
using the heat generated by oxidation.

4) Input/Output Diagram
 0000-00 15-43

5) LNT System Control

▶ Overview

The LNT (Lean NOx Trap) cleans the CO and HC in the exhaust gas and stores the NOx generated in
air fuel ratio lean (normal driving) condition in the LNT catalyst system to reduce the NOx. If the
absorbed NOx is saturated, the LNT converts NOx into N₂ by allowing post-injection to achieve
rich condition (supplying reductant).
The catalyst consists of Pt, Pd, and Rh with enhanced heat resistant in addition to Ba which is NOx
adsorption material.

- Normal driving mode (lean): Oxidization of NOx (absorption)

- NOx reduction mode (rich): Desorption of NOx by post-injection

- Normal driving mode (lean)

Normal driving mode with lean condition leads to higher NOx than CO and HC in all speed ranges. The
NOx is adsorbed on the catalyst film containing materials including Pt, Pd, and Ba.

- NOx reduction mode (rich)

In rich condition, post-injection is carried out for reduction of the NOx adsorbed on the LNT.
15-44

▶ NOx regeneration in LNT system

In LNT system, NOx absorption depends on the ECU model value.

If the absorption reaches the specified value, the ECU makes air-fuel ratio rich through the post injection
during driving. The oxygen sensor before LNT monitors this status. The NOx is desorbed by supplying
HC and CO from the fuel additionally through post injection. The front and rear oxygen sensors calculate
NOx absorption in LNT catalyst. NOx regeneration is carried out at speed of 70~100 km/h. If the NOx
absorption exceeds the specified value, the LNT absorbs NOx no longer and NOx is drained through the
muffler.
NOx regeneration is finished when the rear oxygen sensor detects rich air-fuel ratio indicating that there
is no NOx absorption. At this time, post injection time is limited approx. 10~15 seconds to maintain rich
condition. In addition, when the exhaust gas temperature is low, regeneration is finished based on the
model value set to ECU since the values from the front and rear oxygen sensors are rarely identical.

▶ Desulfurization of LNT system

SO₂ generated by combustion has a similar property as the NOx chemically due to the sulfur
ingredient in fuel. This sulfur ingredient interrupts NOx absorption resulting in reduced catalytic efficiency.
Therefore, in order to remove SOx, carry out the desulfurization mode periodically.
The high-temperature generated after DPF regeneration is used for desulfurization process which
requires high-temperature above 670℃. In other words, post injection is carried out continuously
after DPF regeneration to generate high-temperature to finish desulfurization process.
Change between lean and rich modes regularly in order to prevent high-temperature leakage. Do not
carry out desulfurization process in line with DPF regeneration and do it only when necessary.
 0000-00 15-45

12. PM SENSOR MONITORING

1) Overview
The ECU monitors PM particles by receiving signals from the PM sensor located at the rear side of DPF
through PM control unit. Most PM particles are filtered out by inner filer of DPF during passing through
the DPF to be combusted. But small portion of the particles pass through the DPF without filtering. This
PM particles build up in the PM sensor. The current of PM sensor increases as the PM particle amount
increases. If the current value of the PM sensor exceeds a certain value, the PM control unit heats up
the inner part of the PM sensor so that the PM particles accumulated in the sensor can be combusted
(cleaning process). This process is repeated when certain amount of PM particles builds up in the
cleaned PM sensor. This repeated cycle is called "regeneration time". This information is delivered to the
ECU through the PM control unit. Then the ECU determines if the system is normal or abnormal by
using the information regarding PM sensor regeneration cycle time.

2) Inputs and Outputs

PM (Particulate Matter):
PM or particulates are fine particles of solid that is generated during the combustion process of
diesel.
15-46

13. DELAYED ENGINE STOP CONTROL

1) Overview
If the fuel pressure increases excessively and exceeds the limit value due to a failure condition in the fuel
system, the PLV (Pressure Limit Valve) of the high pressure pump is open and forcibly returns the fuel to
protect the fuel system. At this time, fuel temperature increases sharply (reaches up to 100℃
within 6 seconds and 140℃ within 1 minute) and the fuel return line or relevant parts in the fuel
system may get damaged. In this case, the ECU limits the engine power by controlling the emergency
fuel system mode. Since the returned fuel temperature is maintained above certain level, even when
power is limited, the ECU gets the engine idling to protect the fuel system from being damaged.

▶ ECU control in the event of problem caused by fuel temperature increase with PLV open

- Reduce engine power

- Warning lamp ON

▶ Conditions for fuel pressure increase (Conditions to open PLV)

- IMV open circuit or control line short circuit to B+
- Implausible fuel rail pressure sensor signal (high/low)
- Deviation error in fuel rail pressure sensor (high/low/delayed response)
- Abnormal supply voltage to fuel rail pressure sensor
- Too high fuel rail pressure

The PLV (Pressure Limiting Valve) is activated only when rail pressure control is not available
due to an excessively increased pressure.
 0000-00 15-47

2) Troubleshooting
Description Vehicle symptom Control To be checked
IMV open circuit or control line Wiring, connector
IMV open fully Limit power
short circuit to B+
Implausible fuel rail pressure
sensor signal (high/low) Sensor, wiring,
connector

Deviation error in fuel rail

pressure sensor Sensor, wiring,
IMV open forcibly Limit power
(high/low/delayed response) connector

Abnormal supply voltage to

fuel rail pressure sensor ECU

Fuel rail pressure 〉 2,200 Sensor, wiring,

Too high fuel rail pressure bar (PLV may not open at Limit power connector, IMV,
2,400 ~ 2,600 bar.) ECU