Nissan Juke F15. Instruction — 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 >
[MR FOR NISMO RS MODELS]
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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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