Nissan Qashqai J11. Manual — part 181
ECH-22
< SYSTEM DESCRIPTION >
[HRA2DDT]
SYSTEM
ECM controls the engine by various functions.
ENGINE SPEED CONTROL
ENGINE SPEED CONTROL : System Description
INFOID:0000000010379027
SYSTEM DESCRIPTION
The engine speed control consists of the following functions:
• Cranking and cylinder identification
• Curative anti-jerk
• Idle speed control
• Engine speed limitation
• Engine state
CRANKING AND CYLINDER IDENTIFICATION
ECM controls the engine speed during cranking.
ECM sets and resets fuel injection timing.
ECM decides engine speed in cranking by detections restart status and controls fuel injection quantity.
ECM identifies a cylinder without camshaft sensor.
The aim of this function is to confirm whether the phase is correct.
The gathering composed of five flywheel teeth is stored and measured for every each TDC (top dead center).
The engine speed must be up to around 300 rpm and less than around 5000 rpm.
This function is functional 95% of the time.
CURATIVE ANTI-JERK
This function aims to smooth the engine speed through torque corrections out of idle engine speed regulation.
The torque correction is made by the anti-jerk function to damp the engine speed vibrations caused by the
drive-line vibrations.
IDLE SPEED CONTROL
ECM calculates the engine idle speed set point and maintains the engine speed in order to follow the set point.
The engine idle speed set-point is computed from following load and signal:
• Post treatment
Function
Reference
ENGINE SPEED CONTROL SYSTEM
ECH-22, "ENGINE SPEED CONTROL : System Description"
POWERTRAIN COORDINATION CONTROL
ECH-23, "POWERTRAIN COORDINATION CONTROL : System
Description"
INTAKE AIR SYSTEM
ECH-24, "INTAKE AIR SYSTEM : System Description"
VARIABLE VALVE TIMING CONTROL
ECH-24, "VARIABLE VALVE TIMING CONTROL : System De-
scription"
TURBOCHARGER BOOST CONTROL
ECH-25, "TURBOCHARGER BOOST CONTROL : System De-
scription"
ENGINE TORQUE CONTROL
ECH-25, "ENGINE TORQUE CONTROL : System Description"
COMBUSTION CONTROL
ECH-27, "COMBUSTION CONTROL : System Description"
AFTER TREATMENT SYSTEM
ECH-31, "AFTER TREATMENT SYSTEM : System Description"
COOLING FAN CONTROL
ECH-31, "COOLING FAN CONTROL : System Description"
THERMOSTAT CONTROL
ECH-31, "THERMOSTAT CONTROL : System Description"
ENERGY MANAGEMENT SYSTEM
ECH-32, "ENERGY MANAGEMENT SYSTEM : System Descrip-
tion"
STOP/START SYSTEM
ECH-33, "STOP/START SYSTEM : System Description"
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
ECH-40, "AUTOMATIC SPEED CONTROL DEVICE (ASCD) :
System Description"
SPEED LIMITER
ECH-41, "SPEED LIMITER : System Description"
GEAR SHIFT INDICATOR SYSTEM
ECH-42, "GEAR SHIFT INDICATOR SYSTEM : System Descrip-
tion"
CAN COMMUNICATION
SYSTEM
ECH-23
< SYSTEM DESCRIPTION >
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- Catalyst warm-up
• Electric consumers
- Cooling fan
- Power window
- Air heater (air conditioning system)
- Alternator output current
• Automatic transmission
- Automatic transmission idle speed set point function (according to coolant temperature)
- Automatic transmission idle speed increase request
• Mechanical consumers
- Air conditioning
- Power steering
• Diagnosis and protection
- Diagnosis
- Engine protection by oil temperature survey
- CONSULT function
- Intake manifold pressure sensor signal
The final engine idle speed set point is computed from each consumer
′
s engine idle speed set point:
• Three correction torques for idle speed regulation are computed:
- Proportional
- Integral
- Derivative
• The final corrective torque of the Idle Speed Regulation is obtained taking into account proportional, integral,
and derivative corrections.
ENGINE SPEED LIMITATION
ECM calculates the maximum engine speed set point and controls the maximum engine speed in order to fol-
low the set point.
• Fail-safe mode
• Maximum available engine speed
ENGINE STATE
ECM calculates the engine state from detected engine speed:
• Engine running
- Driving state
- Idling state
• Engine stalled
- Initial state
- Stalled state
POWERTRAIN COORDINATION CONTROL
POWERTRAIN COORDINATION CONTROL : System Description
INFOID:0000000010379028
SYSTEM DESCRIPTION
The powertrain coordination can be explained by following:
• Powertrain coordination inputs
• Preventive anti-jerk
• Gear shift indicator (for details, refer to
ECH-42, "GEAR SHIFT INDICATOR SYSTEM : System Descrip-
POWERTRAIN COORDINATION INPUTS
ECM detects following signals necessary to decide the torque set point:
• Gear position
• Accelerator pedal operation
• Brake pedal operation
• Status of Cruise Control System or Speed Limiter
• Torque request from automatic transmission
• Torque request from ABS system
PREVENTIVE ANTI-JERK
The main objective of the preventive anti-jerk function is to decrease discomforts of driver during depress the
accelerator pedal and during release the accelerator pedal.
ECH-24
< SYSTEM DESCRIPTION >
[HRA2DDT]
SYSTEM
Abrupt change of torque are delivered by engine excites a torsion natural frequencies of drive-line. It causes
vehicle jerking and acceleration fluctuations. And they are causes of perception and assessment of perfor-
mance and comfort for driver and the passengers.
The purpose of this function is to limit drive-line torque excitations. In fact, the engine torque set point is filtered
according to requirements of driveability.
INTAKE AIR SYSTEM
INTAKE AIR SYSTEM : System Description
INFOID:0000000010379029
THROTTLE CONTROL
The aim of electric throttle control actuator is to manage intake air quantity.
In normal operating conditions, the intake air flow is directly linked to the required engine torque. (For details of
engine torque control, refer to
ECH-25, "ENGINE TORQUE CONTROL : System Description"
.)
ECM learns the fully closed position of the throttle valve by monitoring the throttle position sensor output sig-
nal.
Standard Operating Phase:
In standard operation condition, as the engine is running, ECM controls the throttle valve position according to
realize the required intake air flow.
Corrections and Limitations:
During regulation, ECM also performs the following tasks:
• Prevent the flap oscillations to prevent unwanted engine torque change.
• Prevent mechanical stress of the component by limiting the flap speed around the maximum/minimum posi-
tion.
• Prevent acoustic issues by limiting the throttle opening at certain engine speeds and during engine stop.
Learning Phase:
ECM learns fully closed position and limp-home position of the throttle valve and checks their validity. During
this phase, the component reaches its closed position 3 times then the limp-home position 2 times. This phase
occurs in the following conditions:
• At vehicle first IGNITION SW ON.
• When ECM has replaced or reprogrammed
• When the teach-in (s) has been reinitialized by CONSULT.
Limp-home Position Checking Phase:
When engine is stopped, ECM checks that the limp-home position did not change since the last learning
phase. During this phase, throttle valve reaches the limp-home position 4 times.
CALCULATION OF THE AIR FLOW
The aim of the Air System Function is to command the Throttle Flap in order to realize the Torque Demand.
The Mass Air Flow Set-point
The Mass Air Flow set-point comes from the Torque Structure Function. A Canister Purge Mass Air Flow Cor-
rection is taken into account in order to correct the set-point.
The Air Flow Calculation
ECM takes into account the manifold pressure, the boost pressure, and the inlet air temperature to have the
mass air flow per unity of throttle Efficient Area.
VARIABLE VALVE TIMING CONTROL
VARIABLE VALVE TIMING CONTROL : System Description
INFOID:0000000010435873
DESCRIPTION
A variable valve timing control allows to move the angle of distribution according to the engine speed and to
the load.
By choosing the good compromise of adjustment the shifter of camshaft allows:
• to improve the stability of the slow idle speed
• to decrease the consumptions
• to decrease polluting broadcasts
• to increase the performances of the engine
This system consists of the following:
• Shifter(s) (integrated cam sprocket)
SYSTEM
ECH-25
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• Control solenoid valve(s)
COMPONENT DESCRIPTION
Shifter
• It is a hydraulic shifter: the rotor (in 4 pallets) moves in the stator by
rotation under the influence of the oil pressing.
• The rotor is fixed to the tip of the camshaft.
• A pawn of locking with conical tip (accommodated in the rotor)
maintains the phase shifter in position by default in absence of
pressure of oil (phases of driving starting up).
The levying of this pawn is ordered by the coming oil pressing of the
circuit advance or the circuit delay.
CONTROL OUTLINE
The closed roop regulation works as follows:
1.
A system of target/sensor sending to ECM the position of the camshaft.
2.
ECM transmits an opening or locking request signals to the Intake/Exhaust Valve Timing Control Solenoid
Valve.
3.
The resultant oil pressure in the shifter between the rotor and the stator shifts the camshaft.
TURBOCHARGER BOOST CONTROL
TURBOCHARGER BOOST CONTROL : System Description
INFOID:0000000010435871
DESCRIPTION
Turbocharger is used to increase the air pressure entering the engine. The turbocharger has two separate
chambers. The turbocharger consists of the following components:
• A chamber linked to the engine exhaust gas system
• A chamber linked to the engine air inlet system
• A turbine and a compressor, joined together by shaft.
The turbine, driven by exhaust gases, drives the compressor which compresses the inlet air.
CAUTION:
To stop the engine immediately after high-load driving, park the vehicle with the engine at idle before
turning OFF the ignition switch.
CONTROL OUTLINE
The boost pressure control adequately adjusts intake manifold pressure according to various driving condi-
tions.
This system has a turbocharger waste gate control solenoid valve. The turbocharger waste control solenoid
valve opens/closes the waste gate valve to adjust exhaust gas flow passing through the turbocharger turbine.
Through this operation, the turbocharger waste control solenoid valve controls boost pressure.
ENGINE TORQUE CONTROL
ENGINE TORQUE CONTROL : System Description
INFOID:0000000010379030
SYSTEM DESCRIPTION
The torque function can be explained by the following:
• Accessories torque management
• Minimum available torque
• Maximum available torque
• Fast set-points to complete torque request
• Slow set-points to complete torque request
• Final torque requests setting
• Injection cut
• Full load
• Torque correction in the knocking zone
ACCESSORIES TORQUE MANAGEMENT
JSBIA4701GB
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