Nissan Juke F15. Manual - part 310

 

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Nissan Juke F15. Manual - part 310

 

 

SYSTEM

EC-53

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

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FUEL INJECTION CONTROL

Stratified-charge Combustion

Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting

fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and form-

ing fuel-free airspace around the mixture.

Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is injected during intake process so that combus-

tion occurs in the entire combustion chamber, as is common with conventional methods.

As for a start except for starts with the engine cold, homogeneous combustion occurs.

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.

The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sen-

sor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the

injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to

EC-41, "Air Fuel Ratio (A/F) Sensor 1"

. This maintains the mixture ratio within the range of stoichiometric

(ideal air-fuel mixture).

This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching

characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated

oxygen sensor 2.

• Open Loop Control

The open loop system condition refers to when the ECM detects any of the following conditions. Feedback

control stops in order to maintain stabilized fuel combustion.

- Deceleration and acceleration

- High-load, high-speed operation

- Malfunction of A/F sensor 1 or its circuit

- Insufficient activation of A/F sensor 1 at low engine coolant temperature

- High engine coolant temperature

- During warm-up

- After shifting from N to D (CVT models)

- When starting the engine

MIXTURE RATIO SELF-LEARNING CONTROL

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.

This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoret-

ical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally

designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-

ing operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is

then computed in terms of “injection pulse duration” to automatically compensate for the difference between

the two ratios.

“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim

includes “short-term fuel trim” and “long-term fuel trim”.

“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical

value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-

oretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in

fuel volume if it is lean.

PBIB2793E

EC-54

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

SYSTEM

“Long-term fuel trim” is overall fuel compensation carried out over time to compensate for continual deviation

of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-

ences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

Sequential Direct Injection Gasoline System

Fuel is injected into each cylinder during each engine cycle accord-

ing to the ignition order.

STRATIFIED-CHARGE START CONTROL

The use of the stratified-charge combustion method enables emissions-reduction when starting the engine

with engine coolant temperature between 5

°C (41°F) and 40°C (104°F).

FUEL SHUT-OFF

Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or oper-

ation of the vehicle at excessively high speed.

FUEL PRESSURE CONTROL
FUEL PRESSURE CONTROL : System Diagram

INFOID:0000000012197668

FUEL PRESSURE CONTROL : System Description

INFOID:0000000012197669

INPUT/OUTPUT SIGNAL CHART

JPBIA4704GB

JPBIA4920GB

SYSTEM

EC-55

< SYSTEM DESCRIPTION >

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*: ECM determines the start signal status by the engine speed signal and battery voltage.

System Description

Low fuel pressure control

• The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent

to the high pressure fuel pump.

• Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by

the exhaust camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a

signal received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet

check valve to control fuel rail pressure.

ELECTRIC IGNITION SYSTEM

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Fuel rail pres-
sure control

High pressure fuel pump

Exhaust valve timing control position sensor

Camshaft position

Fuel rail pressure sensor

Fuel rail pressure 

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

JPBIA4706GB

EC-56

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

SYSTEM

ELECTRIC IGNITION SYSTEM : System Diagram

INFOID:0000000012197670

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000012197671

INPUT/OUTPUT SIGNAL CHART

*1: CVT models
*2: M/T models
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.

SYSTEM DESCRIPTION

Firing order: 1 - 3 - 4 - 2 

JPBIA4921GB

Sensor

Input Signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

*3

Piston position

Ignition tim-
ing control

Ignition coil (with power tran-
sistor)

Camshaft position sensor (PHASE)

Mass air flow sensor

Amount of intake air

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Turbocharger boost sensor

Turbocharger boost 

Intake air temperature sensor 2

Intake air temperature

Transmission range switch

*1

Gear position

Park/neutral position (PNP) switch

*2

Battery

Battery voltage

*

Knock sensor

Engine knocking condition

Combination meter

CAN commu-
nication

Vehicle speed signal

 

 

 

 

 

 

 

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