Qashqai J11. Engine control system (MR20DD) — part 3

ECM-34

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

DIG (DIRECT INJECTION GASOLINE) SYSTEM

P0643

Sensor power supply

—

ECM stops the electric throttle control actu-
ator control, throttle valve is maintained at a
fixed opening (approx. 5 degrees) by the re-
turn spring.

P1197

Out of gas

—

Engine torque is limited.

P1217

Engine over temperature

—

Engine speed will not rise more than
1,800rpm due to the fuel cut.

P1805

Brake switch

—

ECM controls the electric throttle control ac-
tuator by regulating the throttle opening to a
small range.
Therefore, acceleration will be poor.

Vehicle condition

Driving condition

When engine is
idling

Normal

When accelerating

Poor acceleration

P2008

Intake manifold runner control
valve

—

P2100
P2103

Throttle control motor relay

—

ECM stops the electric throttle control actu-
ator control, throttle valve is maintained at a
fixed opening (approx. 5 degrees) by the re-
turn spring.

P2101

Electric throttle control function

—

ECM stops the electric throttle control actu-
ator control, throttle valve is maintained at a
fixed opening (approx. 5 degrees) by the re-
turn spring.

P2118

Throttle control motor

—

ECM stops the electric throttle control actu-
ator control, throttle valve is maintained at a
fixed opening (approx. 5 degrees) by the re-
turn spring.

P2119

Electric throttle control actuator

—

ECM stops the electric throttle control actu-
ator control, throttle valve is maintained at a
fixed opening (approx. 5 degrees) by the re-
turn spring.
NOTE:
For pattern A and B refer to A and B of
P2119 DTC detection logic. (Refer to

ECM-

355, "DTC Description"

For C of P2119 DTC detection logic ECM
behaves as above.

P2122
P2123
P2127
P2128
P2138

Accelerator pedal position sen-
sor

—

The ECM controls the electric throttle con-
trol actuator in regulating the throttle open-
ing in order for the idle position to be within
+10 degrees.
The ECM regulates the opening speed of
the throttle valve to be slower than the nor-
mal condition. Therefore, the acceleration
will be poor.
NOTE:
If accelerator pedal position sensor 1 and 2
malfunction at the same time conducts fol-
lowing control.
• ECM stops the electric throttle control ac-

tuator control, throttle valve is maintained
at a fixed opening (approx. 5 degrees) by
the return spring.

DTC No.

Detected items

Vehicle behavior

Pattern

Others

SYSTEM

ECM-35

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

DIG (DIRECT INJECTION GASOLINE) SYSTEM : System Description

INFOID:0000000010702818

System Diagram

*1: This sensor is not used to control the engine system under normal conditions.

SYSTEM DESCRIPTION

The adoption of the direct fuel injection system [DIG (Direct Injection Gasoline)] enables more accurate adjust-
ment of fuel injection quantity by injecting atomized high-pressure fuel directly into the cylinder. This method
allows high-powered engine, high torque, low fuel consumption, quietness, and emissions-reduction.
The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of
time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the
ECM memory. The program value is preset by engine operating conditions. These conditions are determined
by input signals (for engine speed and intake air and fuel rail pressure) from the crankshaft position sensor,
camshaft position sensor, mass air flow sensor and the fuel rail pressure sensor.

FUEL INJECTION CONTROL

Injection Pattern

ECM conducts sequential injection (1 injection per 2 rotations of engine to each cylinder, suitable injection
according to each cylinder's ignition order).

Injection when starting the engine

When starting the engine, ECM determines the amount of fuel injected according to conditions such as engine
coolant temperature to make the starting smoother.
Also, conducts the starting control with stratified-charge combustion according to conditions.

Injection when driving normally

JSBIA5016GB

ECM-36

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

Normally, ECM determines the amount of injection to be an optimum air-fuel mixture ratio for homogeneous
combustion.

Cut-in injection when acceleration

When accelerating, according to the opening speed of throttle valve, ECM conducts a cut-in injection adding to
normal injection and improves accelerating performance.

DIRECT FUEL INJECTION CONTROL

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is
injected during intake process so that combustion occurs in the
entire combustion chamber, as is common with conventional meth-
ods. As for a start except for starts with the engine cold, homoge-
neous combustion occurs.

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 forming fuel-free airspace around the mixture. Right
after a start with the engine cold, the catalyst warm-up is accelerated
by stratified-charge combustion.

VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION

The amount of fuel injected is compensated to improve engine performance under various operating condi-
tions as listed below.

• During warm-up
• When starting the engine
• During acceleration
• Hot-engine operation
• When selector lever position is changed from N to D (CVT models)
• High-load, high-speed operation

• During deceleration
• During high engine speed operation

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)

JSBIA5017GB

JSBIA5019GB

PBIB2793E

SYSTEM

ECM-37

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

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 thein-
jection pulse width according to the sensor voltage signal. And the correcting factor to control the pulse width
is displayed as “A/F CORRECTION”, or “S-FUEL TRM-B1 [%]”. For more information about A/F sensor 1,
refer to

ECM-24, "Air Fuel Ratio (A/F) Sensor 1"

. This maintains the mixture ratio within the range of stoichio-

metric (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 (clamp) 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 heated oxygen
sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to
the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as orig-
inally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic
changes during 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 heated oxygen sensor 1 indicates whether the mixture ratio is RICH or LEAN compared
to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and anin-
crease in fuel volume if it is lean.
“Long term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation
of the short term fuel trim from the central value. Such deviation will occur due to individual engine differ-
ences,wear over time and changes in the usage environment.

FUEL INJECTION TIMING

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 with the
engine cold.

FUEL SHUT-OFF

Fuel shut-off during deceleration

Fuel to each cylinder is cut off during deceleration for restraint of HC and improvement of fuel efficiency.

JPBIA4704GB

ECM-38

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

Engine speed at which fuel shut-off and recovery is conducted are programmed in detail according to various
factors such as idle judgment, vehicle speed, gear position, engine coolant temperature etc. for optimizing
emission and mileage performance.Also, no fuel shut-off is applied at extreme deceleration.

Fuel shut-off when the engine speed is excessively high

ECM shuts off fuel for all cylinders at the engine speed over 6,500 rpm, and recovers under 6,200 rpm.

Fuel shut-off when the engine speed is excessively high with no load

ECM shuts off fuel for all cylinders at the engine speed is high, and the vehicle speed is 0 km/h with N or P
gear position for more than certain duration.

Fuel shut-off when the engine is over heating

ECM judges as the engine is over heating and conducts fuel shut-off when the output voltage of engine cool-
ant temperature sensor exceeds the over heating judgment voltage for certain duration.
Also, malfunction indicator lamp (MIL) illuminates when the engine is judged as over heating.
And, once the engine over heating judgment is made, malfunction indicator lamp (MIL) remains ON even the
engine coolant temperature becomes low (returns to normal), then fuel will be shut off at 2,000 rpm.
Fuel shut-off will be deactivated when the ignition key is turned OFF once, but malfunction indicator lamp
(MIL) remains ON. The deactivation of malfunction indicator lamp (MIL) can be done by clearing self diagnosis
results.

CAUTION:

Erase self diagnosis results only after the investigation of the engine over heating cause.

Fuel shut-off when N

→

D position is selected (CVT models)

Fuel shut-off is conducted when the engine speed is high and N

→

D position is selected.

Fuel shut-off when the engine stalls consecutively (CVT models)

To protect CVT, ECM conducts fuel shut-off when the engine speed is high despite the vehicle speed is exces-
sively slow for more than several minutes with gear position except N or P. This control is not conducted when
the malfunction of vehicle speed signal exists.

Fuel shut-off when malfunction indicator lamp (MIL) system is not working

ECM warns driver by conducting fuel shut-off when the request to illuminate malfunction indicator lamp (MIL)
due to some of the self diagnosis relating electric throttle system or ECM continuously exist for more than 5
trips. ECM shuts off fuel at approx. 2,500 rpm and recovers at approx. 2,000 rpm.

Fuel shut-off when the throttle stuck to closed position

ECM conducts fuel shut-off when the electric throttle is stuck to its closed position.
But, for the sake of heating capability, ECM allows the engine start at N or P gear position with limited engine
speed.

FUEL PRESSURE CONTROL

FUEL PRESSURE CONTROL : System Description

INFOID:0000000010702819

System Diagram

JPBIA4920GB

SYSTEM

ECM-39

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

SYSTEM DESCRIPTION

Low fuel pressure control

• The low fuel pressure pump is controlled by ECM and pumps fuel according to a driving condition. 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 is actuated by the cam of camshaft (EXH).
• 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 checkvalve to
control fuel rail pressure.

For details about operation, refer to

ECM-20, "High Pressure Fuel Pump"

ELECTRIC IGNITION SYSTEM

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000010702820

System Diagram

SYSTEM DESCRIPTION

Ignition order: 1 - 3 - 4 - 2
The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM. The ECM receives information such as the injection
pulse width and camshaft position sensor signal. Computing this information, ignition signals are transmitted
to the power transistor.

JPBIA4706GB

JPBIA4883GB

ECM-40

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

During the following conditions, the ignition timing is revised by the ECM according to the other data stored in
the ECM.
• At starting
• During warm-up
• At idle
• At low battery voltage
• During acceleration
The basic ignition timing is programmed within the anti-knocking zone, if recommended fuel is used under dry
conditions. The knock sensor feedback control does not operate under normal driving conditions. If engine
knocking occurs, the knock sensor monitors the condition. The signal is transmitted to the ECM. The ECM
retards the ignition timing to eliminate the knocking condition.

BASIC CONTROL

• When starting, ECM controls ignition timing according to the engine speed and coolant temperature.
• After the engine is started, ECM corrects the ignition timing according to the driving conditions (engine cool-

ant temperature, accelerator pedal position, throttle position, control request from CVT etc.) based on the
engine speed and fuel injection pulse width.

• If knocking occurs, ECM retards the ignition timing within the anti-knocking control zone according to the

knocking condition.

• When the engine is idling, ECM controls the ignition timing to stabilize idling speed.
• ECM controls the duration of power transmission (power transistor ON time) to ignition coil according to the

engine speed and battery voltage.

• When the engine idle speed or the ignition timing deviates from specified value, "Idle Air Volume Learning" is

required.

CYLINDER DISTINCTION CONTROL

ECM distinguishes cylinder based on the combination of signals of crankshaft position sensor, camshaft posi-
tion sensor and the exhaust valve timing control position sensor, and if any of sensor malfunctons distin-
guishes cylinder with normal sensors.

IDLE SPEED CONTROL

IDLE SPEED CONTROL : System Description

INFOID:0000000010702821

SYSTEM DESCRIPTION

ECM conducts feedback control of the engine idle speed to the target value, by controlling intake air volume
with electric throttle, according to driving conditions such as engine warm-up condition, A/C loads, electric
loads, etc.

IDLE SPEED FEEDBACK

ECM determines control target value based on the engine coolant temperature, A/C operation status, gear
position, etc., then conducts feedback control to match the target value when idle judgment is made with
reverse/neutral position switch signal ON, or when the vehicle speed is very low.
Also, adjustment of the engine idle speed is conducted by ECM's self learning (IDLE AIR VOLUME LEARN-
ING).

CORRECTION OF BATTERY VOLTAGE

When battery voltage becomes lower than specified value, ECM corrects the target value to improve battery
charging.

OTHER CORRECTIVE CONTROLS

• When some electric load (power steering load, electric load, etc.) is turned ON, ECM controls target engine

speed for each load accordingly.

• When gear position is selected (N

→

D, D

→

N), ECM controls the engine speed by optimizing throttle opening

to minimize shift shock.

Abnormal point

Sensor to use for cylinder distinction

Crankshaft position sensor

Camshaft position sensor

• Crankshaft position sensor
• Exhaust valve timing control position sensor

Exhaust valve timing control position sensor

• Crankshaft position sensor
• Camshaft position sensor

SYSTEM

ECM-41

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

• When deceleration (accelerator pedal ON

→

OFF), ECM controls the engine speed by optimizing throttle

opening to minimize shift shock and exhaust gas emission.

COOLING FAN CONTROL

COOLING FAN CONTROL : System Description

INFOID:0000000010702822

System Diagram

SYSTEM DESCRIPTION

ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, refrigerant pres-
sure, air conditioner ON signal. Then control system has 3-step control [ HIGH/LOW/OFF ].

Cooling Fan Operation

ECM transmits a pulse duty (PWM) signal to IPDM E/R.
IPDM E/R has threshold value to the pulse duty (PWM) signal and
operates cooling fan motor with three phases of [HI (high-speed) /
LOW (low-speed) /OFF].

Cooling Fan Relay Operation

The ECM controls cooling fan relays in IPDM E/R through CAN communication line.

INTAKE VALVE TIMING CONTROL

JSBIA5006GB

: Less than 30% (OFF

←

low-speed)

: More than 40% (OFF

→

low-speed)

: Less than 50% (low-speed

←

high-speed)

: More than 60% (low-speed

→

high-speed)

JSBIA5007GB

Cooling fan speed

Cooling fan relay

Stop (OFF)

OFF

Low (LOW)

OFF

High (HI)

ECM-42

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000010702823

System Diagram

System Description

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake
valve.
The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine coolant
temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve timing (IVT) control sole-
noidvalve depending on driving status. This makes it possible to control the shut/open timing of the intake
valve to increase engine torque in low/mid speed range and output in high-speed range.

Intake Valve Timing Control Solenoid Valve

Intake valve timing control solenoid valve is activated by ON/OFF pulse duty (ratio) signals from the ECM.
Intake valve timing control solenoid valve controls the timing of intake valve opening/closing optimally by
changing duty ratio depends on the driving conditions.

JPBIA4760GB

JPBIA5034GB

SYSTEM

ECM-43

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

INTAKE VALVE TIMING CONTROL FEEDBACK CONTROL

Cam Position Detection

The camshaft position sensor mounted at the rear of the cylinder head detects a cam position, by using the
groove on the plate located at the rear of the intake camshaft.

Feedback Control

The camshaft position sensor feeds back an actual cam position signal to ECM. Based on the signal, ECM
controls the intake valve timing control solenoid valve to satisfy the optimum target valve opening/closing tim-
ing according to a driving condition.

EXHAUST VALVE TIMING CONTROL

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000010702824

System Diagram

SYSTEM DESCRIPTION

With the exhaust valve timing controller which controls the phase of exhaust camshaft to optional position con-
tinuously, ECM improves both low-middle speed torque and high speed performance, emission and fuel effi-
ciency by optimizing the exhaust valve open/close timing according to driving conditions.
The exhaust valve timing controller is hydraulically controlled by the exhaust valve timing control solenoid
valve.
This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust
valve.

Status of intake valve timing so-

lenoid valve

Intake valve timing controller activation

Engine OFF

When starting the engine, the controller vane and sprocket are fixed in full retard position by the
reaction force of return spring, improving the starting performance of the engine.

Active (Advanced angle)

When the energization rate to the control solenoid valve is increased, the oil pressure from the oil
pump is conveyed to the advance angle chamber of the controller. And retard angle chamber oil is
drained.
Accordingly, the controller vane rotates rightward and the phase of camshaft becomes advance an-
gle.
This condition brings about the greater overlap with the exhaust valve, enabling the exhaust gas
cleaning by the internal EGR effect and the fuel consumption improvement by the reduction in
pumping loss.

Neutral (Maintained)

When it is the target valve timing, the energization rate to the control solenoid valve is adjusted to
the intermediate state. The solenoid valve is positioned at the neutral position and the oil path is
interrupted to maintain the cam shaft phase.

Return (Retard angle)

When the energization rate to the control solenoid valve is decreased, the oil pressure from the oil
pump is conveyed to the retard chamber of the controller. And advanced angle chamger oil is
drained.
Accordingly, the controller vane rotates leftward and the phase of camshaft becomes retard angle.

JPBIA4761GB

ECM-44

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine oil tem-
perature. Then, the ECM sends ON/OFF pulse duty signals to the exhaust valve timing control solenoid valve
depending on driving status. This makes it possible to control the shut/open timing of the exhaust valve to
increase engine torque and output in a range of high engine speed.

EXHAUST VALVE TIMING CONTROL SOLENOID VALVE CONTROL

The exhaust valve timing control solenoid valve is driven ON-OFF (duty control) by ECM output signal, and
controls the open/close timing of the exhaust valve to the optimum by changing its duty ratio according to the
vehicle's driving condition.

EXHAUST VALVE TIMING CONTROL FEEDBACK CONTROL

Cam Position Detection

JPBIA5035GB

Exhaust valve timing control so-

lenoid valve condition

Exhaust valve timing controller operation

Engine OFF

When starting the engine, the controller vane and sprocket are fixed in full advanced position by the
reaction force of return spring, improving the starting performance of the engine.

Active (Retard angle)

When the energization rate to the control solenoid valve is increased, the oil pressure from the oil
pump is conveyed to the retard angle chamber of the controller. And advanced angle chamber oil
is drained. Accordingly, the controller vane rotates leftward and the phase of camshaft becomes re-
tard angle.This condition brings about the greater overlap with the intake valve, enabling the ex-
haust gas cleaning by the internal EGR effect and the fuel consumption improvement by the
reduction in pumping loss.

Neutral (Maintained)

Return (Advanced angle)

When the energization rate to the control solenoid valve is decreased, the oil pressure from the oil
pump is conveyed to the advanced chamber of the controller. And retard angle chamber oil is
drained.Accordingly, the controller vane rotates rightward and the phase of camshaft becomes ad-
vanced angle.

SYSTEM

ECM-45

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

The camshaft position sensor mounted at the rear of the cylinder head detects a cam position, by using the-
groove on the plate located at the rear of the exhaust camshaft.

Feedback Control

The camshaft position sensor feeds back an actual cam position signal to ECM. Based on the signal, ECM
controls the exhaust valve timing control solenoid valve to satisfy the optimum target valve opening/closing
timing according to a driving condition.

INTAKE MANIFOLD RUNNER CONTROL

INTAKE MANIFOLD RUNNER CONTROL : System Description

INFOID:0000000010702825

System Diagram

SYSTEM DESCRIPTION

The intake manifold runner control valve installed at intake manifold generates swirl flow (revolving flow) in
combustion chamber, and by that effect air-fuel mixture is homogenized so that stabilizes combustion. The
intake manifold runner control valve is driven by DC motor and controlled by ECM.

IDLING, LOW SPEED·SMALL LOAD RANGE

With intake manifold runner control valve closed the flowing field of
swirl flow (revolving flow) is generated by increased flow speed of
gas and improves combustion so that enables stable combustion.

MIDDLE·HIGH SPEED RANGE

JSBIA5013GB

JSBIA1215JP

ECM-46

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

• With intake manifold runner control valve opened the flowing field

mainly consist of tumble (vertical revolving flow) by atomizer, port
shape and shallow piston head is generated.

• Which makes more swirl remained at the latter half of compression

process so that improves combustion and enables stable combus-
tion.

OPERATION OF INTAKE MANIFOLD RUNNER CONTROL VALVE

When the engine is idling or running at slow speed the vales are closed and swirl flow is generated. By closing
valves the flowing speed of gas is increased and it stabilizes combustion also improves fuel efficiency.

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription

INFOID:0000000010702826

System Diagram

SYSTEM DESCRIPTION

• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-

sure by the engine oil pressure warning lamp before the engine becomes damaged.

• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits

an engine oil pressure warning lamp signal to the combination meter.The combination meter turns ON the
engine oil pressure warning lamp, according to the signal.

• When detecting a decrease in engine oil pressure at an engine speed 1,000 rpm or more, ECM transmits an

engine oil pressure warning lamp signal to the combination meter. When detecting a decrease in engine oil
pressure, ECM cuts fuel if the engine speed exceeds the specified value. Refer to

ECM-87, "Fail-safe"

JSBIA1214JP

Valve position

operating condition

Valve closed

Idling, low ·small load range

Valve opened

Other than above

JSBIA1212JP

JSBIA1213JP

JSBIA4201GB

SYSTEM

ECM-47

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

*: When detecting a normal engine oil pressure, ECM turns OFF the engine oil pressure warning lamp.

AIR CONDITIONING CUT CONTROL

AIR CONDITIONING CUT CONTROL : System Description

INFOID:0000000010702827

System Diagram

SYSTEM DESCRIPTION

This system improves engine operation when the air conditioner is used.
Under the following conditions, the air compressor is turned off.
• When the accelerator pedal is fully depressed (selector lever is in R position).
• When cranking the engine.
• At high engine speeds.
• When the engine coolant temperature becomes excessively high.
• When operating power steering during low engine speed or low vehicle speed.
• When engine speed is excessively low.
• When refrigerant pressure is excessively low or high.

AUTOMATIC SPEED CONTROL DEVICE (ASCD)

Decrease in engine oil

pressure

Engine speed

Combination meter

Fuel cut

Engine oil pressure warning lamp

Detection

Less than 1,000 rpm

1,000 rpm or more

YES

JSBIA5011GB

ECM-48

< SYSTEM DESCRIPTION >

[MR20DD]

SYSTEM

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Description

INFOID:0000000010702828

System Diagram

BASIC ASCD SYSTEM

CAUTION:

Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
• Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed

without depressing accelerator pedal by driver

′

s setting of vehicle speed

*: Driver can set the vehicle speed between approximately 40 km/h (25 MPH) and 186 km/h (115 MPH) (for
Europe M/T models) or 177 km/h (109 MPH) (for Europe CVT models) or 144 km/h (89 MPH) (except for
Europe).

• ECM transmits a ASCD operation status signal to the combination meter and operation status of ASCD is

indicated on the information display in the combination meter. Refer to

ECM-54, "AUTOMATIC SPEED

CONTROL DEVICE (ASCD) : Switch Name and Function"

• If any malfunction occurs in ASCD system, it automatically deactivates control.

SET OPERATION

Press MAIN switch. (The CRUISE indicator in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 186 km/h (115
MPH) (for Europe M/T models) or 177 km/h (109 MPH) (for Europe CVT models) or 144 km/h (89 MPH)
(except for Europe), press SET/

−

switch. (Then SET indicator in combination meter illuminates.)

ACCELERATE OPERATION

If the RES/+ switch is pressed during cruise control driving, increase the vehicle speed until the switch is
released or vehicle speed reaches maximum speed controlled by the system.
And then ASCD will keep the new set speed.

CANCEL OPERATION

• When any of following conditions exist, cruise operation will be canceled.
- MAIN switch is pressed (Set speed will be cleared)
- CANCEL switch is pressed
- More than 2 switches at ASCD steering switch are pressed at the same time (Set speed will be cleared)
- Clutch pedal is depressed or gear position is changed to neutral position. (M/T models)
- Brake pedal is depressed
- Selector lever is in N, P or R range (CVT models)
- Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed
- VDC system is operated
- Actual vehicle speed decreased to approximately 30 km/h (18 MPH) or less
• When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform

the driver by blinking ASCD indicator.

- Engine coolant temperature is excessively higher than the normal operating temperature, ASCD indicator

may blink slowly.

JPBIA4713GB

SYSTEM

ECM-49

< SYSTEM DESCRIPTION >

[MR20DD]

ECM

(When the engine coolant temperature decreases to the normal operating temperature, ASCD indicator will
stop blinking and the cruise operation will be able to work by pressing SET/COAST switch or RESUME/
ACCELERATE switch.)

- Malfunction for some self-diagnoses regarding ASCD control

(When ASCD is operating, all of ASCD operations will be canceled and vehicle speed memory will be
erased.)

COAST OPERATION

When the SET/

−

switch is pressed during cruise control driving, decrease vehicle set speed until the switch is

released. And then ASCD will keep the new set speed.

RESUME OPERATION

When the RES/+ switch is pressed after cancel operation other than pressing MAIN switch is performed, vehi-
cle speed will return to last set speed. To resume vehicle set speed, vehicle condition must meet following
conditions.
• Brake pedal is released
• Clutch pedal is released (M/T models)
• Selector lever is in other than P and N positions (CVT models)
• Vehicle speed is greater than 40 km/h (25 MPH) and less than 186 km/h (115 MPH) (for Europe M/T models)

or 177 km/h (109 MPH) (for Europe CVT models) or 144 km/h (89 MPH) (except for Europe)

GEAR SHIFT INDICATOR SYSTEM

GEAR SHIFT INDICATOR SYSTEM : System Description

INFOID:0000000010715148

SYSTEM DIAGRAM

SYSTEM DESCRIPTION

The gear shift indicator is controlled by ECM and indicates recommended gear shift timing on the combination
meter.
• Upward arrow indication (

↑

): Upshift recommendation

• Downward arrow indication (

↓

): Downshift recommendation

ECM calculates optimal gear shift timing for better fuel consumption, according to the input signal and a gear
ratio. In addition, the recommended gear shift timing is corrected, according to driver’s operation and road
conditions. ECM transmits a gear shift indicator signal to the combination meter via CAN communication line.
The gear shift indicator is deactivated when any of the following conditions is satisfied;
• Shift lever is in neutral position.
• Vehicle is under cruise control (ASCD function) or speed limit (speed limiter function).
• MIL (Malfunction Indicator Lamp) is indicated.
• ABS system or ESP system is operating.

ECO MODE SYSTEM

JSBIA5004GB

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Qashqai J11. Engine control system (MR20DD) — part 3

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