Juke F15 (2012 year). Service Repair Manual — part 163

COMPONENT PARTS

EC-817

< SYSTEM DESCRIPTION >

[K9K]

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ASCD Main Switch

INFOID:0000000006496479

When turning ON the ASCD MAIN switch, CRUISE is indicated on the information display and the operation
mode turns to standby mode. When the ASCD MAIN switch turns OFF, the cruise control is released.

ASCD Steering Switch

INFOID:0000000006496480

ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation
of switch, and determines which button is operated.

Barometric Pessure Sensor

INFOID:0000000006496481

The barometric pressure sensor is built into ECM. The sensor
detects ambient barometric pressure and sends the voltage signal to
the microcomputer.

Camshaft Position Sensor

INFOID:0000000006496482

The camshaft position (CMP) sensor senses the retraction with camshaft (left side) to identify a particular cyl-
inder. The camshaft position (CMP) sensor senses the piston position. When the crankshaft position (CKP)
sensor system becomes inoperative, the camshaft position (CMP) sensor provides various controls of engine
parts instead, utilizing timing of cylinder identification signals. The sensor consists of a permanent magnet and
Hall IC.

Clutch Pedal Position Switch

INFOID:0000000006496483

Clutch switch signal is applied to the ECM through the clutch pedal position switch when the clutch pedal is
depressed.

Cooling Fan

INFOID:0000000006496484

Cooling fan operates at each speed when the current flows in the cooling fan motor as follows.
Refer to

EC-827, "COOLING FAN CONTROL : System Description"

for cooling fan operation.

Crankshaft Position Sensor

INFOID:0000000006496485

The crankshaft position (CKP) sensor is located on the cylinder block rear housing facing the gear teeth (cogs)
of the signal plate.The ECM receives the voltage signal and detects the function of the engine revolution.

MBIB1517E

EC-818

< SYSTEM DESCRIPTION >

[K9K]

COMPONENT PARTS

DPF (Diesel Particulate Filter)

INFOID:0000000006496486

Diesel particulate filter is placed after oxidation catalyst and traps PM (Particulate Matter) in exhaust gas. Die-
sel particulate filter is a silicon carbide (SiC) gas permeable monolith in which ducts are alternately blocked.
This structure facilitates to trap particulate matter.
When the amount of particulate matter in the diesel particulate filter reaches the specified level, the particulate
matter needs to be reduced through burning to maintain the diesel particulate filter function. This reducing of
particulate matter is called Regeneration and should be performed periodically. Diesel particulate filter can be
effective for a long time through the cycle of trapping particulate matter and regeneration.

ECM

INFOID:0000000006496487

The ECM consists of a microcomputer and connectors for signal
input and output and for power supply. The ECM controls the engine.

EGR Cooler Bypass Control Solenoid Valve

INFOID:0000000006496488

EGR cooler bypass control solenoid valve controls vacuum signal to the EGR cooler bypass valve control
actuator. ERG amount is controlled by changing the EGR cooler bypass valve opening using the rod. EGR
cooler bypass valve control solenoid valve is operated by ON/OFF signals (pulse signals) sent from ECM.
Thelonger is the ON pulse duration, the larger becomes the bypass gas volume.

Electric Throttle Control Actuator

INFOID:0000000006496489

By default the valve is open when in the rest position and is actuated only when the engine is stopped; this has
a damping effect and helps to stop the engine.

PBIB3160E

MBIB1517E

COMPONENT PARTS

EC-819

< SYSTEM DESCRIPTION >

[K9K]

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Engine Coolant Temperature Sensor

INFOID:0000000006496490

The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies
a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature
input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance
of the thermistor decreases as temperature increases.

Exhaust Fuel Injector

INFOID:0000000006496491

The exhaust fuel injector is installed before oxidation catalyst.
During diesel particulate filter regeneration, the ECM controls the exhaust fuel injector to inject the fuel and
rises the exhaust gas temperature.

Exhaust Gas Pressure Sensor 1

INFOID:0000000006496492

Exhaust gas pressure sensor 1 is conected to exhaust manifold with exhasut pressure tube. Exhaust gas
pressure sensor 1 measures the exhaust gas pressure and convers the pressure into a voltage signal.

Exhaust Gas Pressure Sensor 2

INFOID:0000000006496493

Exhaust gas pressure sensor 2 is connected to diesel particulate filter with exhaust pressure tube. Exhaust
gas pressure sensor 2 measures the exhaust back pressure before the filter. It converts into a voltage signal.
ECM receives the signal and estimates the amount of particulate matter in diesel particulate filter.

Exhaust Gas Temperature Sensor 1

INFOID:0000000006496494

The exhaust gas temperature sensor 1 is used to detect the exhaust gas temperature before turbocharger.
The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the exhaust
gas temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The
electrical resistance of the thermistor decreases as temperature increases.
<Reference data>

*: This data is reference value and is measured between ECM terminal 64 (Exhaust
gas temperature sensor 1) and ground.

CAUTION:

Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in dam-
age to the ECM's transistor. Use a ground other than ECM terminals, such as the ground.

Exhaust Gas Temperature Sensor 2

INFOID:0000000006496495

The exhaust gas temperature sensor 2 is used to detect the exhaust gas temperature after oxidation catalyst.
The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the exhaust
gas temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The
electrical resistance of the thermistor decreases as temperature increases.

<Reference data>

Exhaust gas temperature

°

C (

°

F)

Voltage*

V

Resistance

Ω

100 (212)

4.990

371254

600 (1112)

1.328

362.6

700 (1292)

0.859

207.4

800 (1472)

0.581

131.4

900 (1652)

0.410

89.3

JMBIA1767GB

Exhaust gas temperature

°

C (

°

F)

Resistance

k

Ω

100 (212)

22.96 - 51.16

300 (572)

2.261 - 2.975

500 (932)

0.640 - 0.709

EC-820

< SYSTEM DESCRIPTION >

[K9K]

COMPONENT PARTS

Fuel Cut OFF Valve

INFOID:0000000006496496

The fuel cut off valve is in front of the exhaust fuel injector line. This valve is used to cut off the exhaust fuel
injection line for the purpose of preventing fuel leakage when the injector is not being used or when a malfunc-
tion is detected in the injector.

Fuel Rail Pressure Sensor

INFOID:0000000006496497

The fuel rail pressure (FRP) sensor is placed to the fuel rail. It measures the fuel pressure in the fuel rail. The
sensor sends voltage signal to the ECM. As the pressure increases, the voltage rises. The ECM controls the
fuel pressure in the fuel rail. The ECM uses the signal from fuel rail pressure sensor as a feedback signal.

Fuel Temperature Sensor

INFOID:0000000006496498

Fuel temperature sensor is built in the fuel pump. The sensor detects the fuel temperature in the fuel pump
and calibrates the fuel injection amount change by fuel temperature.

Glow Relay

INFOID:0000000006496499

When ignition switch is turned ON while cooling temperature is lower than the specified value, ECM actuates
glow plug through glow relay. Because of this, combustion chamber is warmed and stabilized combustion at
starting can be obtained under low cooling temperature. The preheating time is determined according to cool-
ing temperature, inlet air temperature and battery voltage.

Intake Air Temperature Sensor

INFOID:0000000006496500

The intake air temperature sensor is built into mass air flow sensor. The sensor detects intake air temperature
and transmits a signal to the ECM.
The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical
resistance of the thermistor decreases in response to the temperature rise.

Malfunction Indicator

INFOID:0000000006496501

The OBD malfunction indicator [MI (Yellow)] is used to alert the driver to the existence of engine control sys-
tem malfunctions involving excessive pollution or if the EOBD system is deactivated.
The ECM makes a request for lighting of the MI (Yellow) only where there is a malfunction present at the end
of three consecutive cycles.
In the event of an engine malfunction, the ECM may request the display of an engine warning light [MI (Red)].

Mass Air Flow sensor

INFOID:0000000006496502

The mass air flow sensor is placed in the stream of intake air.
• Intake air temperature sensor (1)

600 (1112)

0.406 - 0.442

750 (1382)

0.230 - 0.254

Exhaust gas temperature

°

C (

°

F)

Resistance

k

Ω

MBIB1523E

COMPONENT PARTS

EC-821

< SYSTEM DESCRIPTION >

[K9K]

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Refrigerant Pressure Sensor

INFOID:0000000006496503

The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an
electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent
to ECM, and ECM controls cooling fan system.

Speed Limiter Main Switch

INFOID:0000000006496504

When turning ON the speed limiter MAIN switch, LIMIT is indicated on the information display and the opera-
tion mode turns to standby mode. When the speed limiter MAIN switch is turns OFF, the speed limiter control
is released.

Thermoplunger Control Unit

INFOID:0000000006496505

Thermoplunger function to increase exhaust gas temperature as requirement for regeneration process.
It

′

s basically four glow plugs, it demands high power to alternator and engine compensate this strong demand

increasing engine load, when engine load is increased then exhaust gas temperature is higher. These electri-
cal glow plugs are cooled by flow water through pipe of device plungers.

Turbocharger Boost Sensor

INFOID:0000000006496506

The turbocharger boost sensor detects pressure in the exit side of the charge air cooler. The sensor output
voltage to the ECM increases as pressure increases.

EC-822

< SYSTEM DESCRIPTION >

[K9K]

SYSTEM

SYSTEM

ENGINE CONTROL SYSTEM

ENGINE CONTROL SYSTEM : System Diagram

INFOID:0000000006496507

1.

Priming pump

2.

Fuel filter

3.

High pressure supply pump

4.

High pressure supply pump (internal
transfer pump)

5.

High pressure supply pump (volu-
metric control valve)

6.

High pressure supply pump (high
pressure pump)

7.

High pressure supply pump (pres-
sure control valve)

8.

Fuel temperature sensor

9.

Fuel tank

10. Mass air flow sensor

11.

Intake air temperature sensor

12. Compressor

13. Charge air cooler

14. Turbocharger boost sensor

15. Electric throttle control actuator

16. Throttle position sensor

17. Glow relay

18. Camshaft position sensor

19. Glow plug

20. EGR volume control valve

21. EGR volume control valve control

position sensor

22. Barometric pressure sensor

23. Refrigerant pressure sensor

24. Accelerator pedal position sensor

25. Clutch pedal position switch

26. ASCD brake switch

27. ECM

28. CAN communication

29. EGR cooler

30. EGR cooler bypass control solenoid

valve

31. Crankshaft position sensor

32. Engine coolant temperature sensor

33. Exhaust gas pressure sensor 1

34. Exhaust gas temperature sensor 1

35. Thermoplunger

36. Thermoplunger control unit

JSBIA0148ZZ

SYSTEM

EC-823

< SYSTEM DESCRIPTION >

[K9K]

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ENGINE CONTROL SYSTEM : System Description

INFOID:0000000006496508

ECM performs various controls such as fuel injection control and furl pressure control.

FUEL INJECTION CONTROL SYSTEM

FUEL INJECTION CONTROL SYSTEM : System Description

INFOID:0000000006496509

SYSTEM DESCRIPTION

The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment. The Siemens VDO piezo Common Rail system used on the K9K Step 4 engine is a second genera-
tion Common Rail injection system. Fuel pressure in the rail can reach a maximum of 1,600 bar. It uses fuel
injectors controlled by piezoelectric actuators. The fuel is pressurised by means of a high pressure pump then
sent to a rail which supplies the four fuel injectors.
• The circuit comprises two subsystems, which are distinguished by the fuel pressure level:
- the low pressure circuit comprises the tank, the diesel fuel filter, the transfer pump and the fuel injector return

lines,

- the high-pressure circuit comprises the high-pressure (HP) pump, the rail, the fuel injectors and the high-

pressure (HP) pipes.

Finally, there are a number of control sensors and actuators which enable the entire system to be controlled
and monitored.
• The system comprises:
- Priming bulb
- Fuel filter
- High pressure supply pump
- Fuel rail
- Fuel rail pressure sensor
- Fuel injector
- Fuel temperature sensor
- Engine coolant temperature sensor
- Camshaft position sensor
- Crankshaft position sensor
- Turbocharger boost sensor
- EGR volume control valve control position sensor
- EGR volume control valve
- Barometric pressure sensor (built in ECM)
- Mass air flow sensor
- Intake air temperature sensor
- Electric throttle control actuator

High Pressure Supply Pump

The high pressure supply pump consists of the following components:
• Internal fuel transfer pump:
- This pump is a vane-type rotary pump. It draws in fuel from the fuel tank through a fuel filter and supplies the

high pressure pump with fuel.

• Volumetric control valve:
- This solenoid valve regulates the flow of fuel entering the high pressure pump and enables an optimum

quantity of fuel to be pressurised according to operating phase; this improves the output of the high pressure
supply pump and thereby the output of the engine as well.

• High pressure pump:
- This pump is a 3-piston radial pump, it generates the required pressure in the rail.
• Pressure control valve:
- This solenoid valve regulates the output pressure of the high pressure pump.

Fuel Injector (Piezo Type)

37. Turbine

38. Turbocharger boost control solenoid

valve

39. Fuel rail

40. Fuel rail pressure sensor

41. Exhaust gas pressure sensor 2

42. DPF (Diesel particulate filter)

43. Exhaust gas temperature sensor 2

44. Three way catalyst

45. Exhaust fuel injector

46. Fuel cut off valve

EC-824

< SYSTEM DESCRIPTION >

[K9K]

SYSTEM

CAUTION:

The fuel injector voltage is very high (much higher than that of conventional fuel injectors). This volt-
age can be as much as 150 V.
The piezo fuel injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection
process repetitivity.
The piezo actuator operates like a capacitor. To control the fuel injector, the computer sends, at the correct
time, a quantity of energy which is sufficient to enable the actuator to deform and the fuel injector to open.
During the injection period, the piezo actuator stores this energy.
At the end of the injection period, the computer recovers the energy sent at the start of the control operation.
The piezo actuator discharges and returns to its original shape. The fuel injector closes. To improve output, the
energy returned by the piezo actuator is reused, which keeps down the amount of energy that has to be sup-
plied for the next injection process.

Engine Synchronisation

One of the determining factors for fuel injection control is knowing the position of each of the pistons in their
respective cylinders at all times.
The angular position is measured by means of a magneto-inductive sensor which is excited by the teeth
machined onto the flywheel; this is known as the crankshaft position sensor. The flywheel has 60 teeth, each 6
degrees apart; 2 of these teeth are missing to form a notch.
A second sensor (Hall-effect sensor), stimulated by a tooth machined onto the camshaft, which turns at half
the engine speed, provides a signal relating to the progress of the injection cycle. Indeed, when the piston of
cylinder 1 is at top dead centre (TDC), either at the end of the compression stroke or at the end of the exhaust
stroke, the camshaft position sensor enables a distinction to be made between these two states.
By comparing the signals from these two sensors, the computer is able to provide all its systems with synchro-
nisation parameters, namely: the angular position of the flywheel, engine speed, the number of the active fuel
injector and the progress of the injection cycle.
This module also supplies the system with the rotation speed signal.
The camshaft position sensor is only used when starting the engine. As soon as the engine is running by itself
(not being cranked by the starter), the signal provided by the crankshaft position sensor is sufficient. If the
camshaft position sensor should fail while the engine is running, this will not affect the operation of the engine.

Quantity of Fuel Injected and Control of Start of Injection

• The parameters for controlling injection are, for each cylinder, the quantity to be injected and the start of

injection. These are calculated by the ECM from the following information:

- Engine speed.
- Accelerator pedal position.
- Turbocharge air pressure.
- Engine coolant temperature.
- Intake air temperature.
- Fuel temperature.
- Mass air flow.
- Pressure of fuel in the rail.

Station to Station Flow Regulation

The aim of this regulation process is to facilitate smooth engine operation by compensating for the system
variations (fuel injectors, compression rate, etc.) which affect the torque generated by each cylinder during
combustion.
The regulation process is only active at idle speed, with a warm engine and on condition that the engine speed
is sufficiently stable. An injection timing correction coefficient is assigned to each cylinder; this is "learning" all
the time the regulation process is active and remains fixed at the last value that was learned when the regula-
tion is inactive.
At each new cycle, the coefficients are initialised to 1.

Cylinder Balancing Control

This controller allows smooth behavior of running engine, reduction of noise and oscillations in the drivetrain
by compensating for system dispersions (fuel injectors, compression ratio, manufacturing tolerances of cylin-
ders or valves...) having an influence on the torque generated by each cylinder during combustion.
The controller is only activated if engine is in idle, warm and not too rough. Corrective coefficient on the injec-
tion time is associated with each cylinder that is learnt as soon as the regulation is active. Otherwise it remains
with its last memorized value.
At each new driving cycle, coefficients are initialized to 1.

TURBOCHARGER BOOST CONTROL

SYSTEM

EC-825

< SYSTEM DESCRIPTION >

[K9K]

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TURBOCHARGER BOOST CONTROL : Vacuum Hose Drawing

INFOID:0000000006496510

TURBOCHARGER BOOST CONTROL : System Description

INFOID:0000000006496511

TURBOCHARGER BOOST CONTROL

The turbocharger system consists of a solenoid valve connected to the vacuum pump circuit; this enables the
vanes to be controlled by a diaphragm so as to adjust the overpressure in the air inlet circuit.

EGR SYSTEM

EGR SYSTEM : System Description

INFOID:0000000006496512

EGR SYSTEM

1.

Cylinder head

2.

Turbocharger boost control solenoid
valve

3.

Vacuum pump

4.

Turbocharger

5.

Turbocharger boost control actuator

NOTE: Do not use soapy water or any type of solvent while installing vacuum hose.

JSBIA0149ZZ

EC-826

< SYSTEM DESCRIPTION >

[K9K]

SYSTEM

EGR Valve Control

The EGR (exhaust gas recirculation) system consists of a direct current EGR volume control valve fitted with a
EGR volume control valve control position sensor. The EGR volume control valve is controlled in a closed-loop
via the EGR volume control valve control position sensor. Up to a certain rate, exhaust gas recirculation
enables nitrogen oxide (NOx) emissions to be reduced significantly.

EGR Cooler

The EGR cooler reduces the volume of the EGR gas. As this volume is reduced, the quantity of EGR intro-
duced in the cylinder increases and Nox emissions can be reduced more.

Measurement of the Fresh Air Flow

The flow of fresh air entering the engine is calculated by a mass air flow sensor (ratiometric hot-wire sensor).
An intake air temperature sensor is integrated into the mass air flow sensor.
The mass air flow sensor facilitates control of the quantity of exhaust gas sent for recirculation, thus ensuring
the best possible recirculation rates. Air flow measurement allows closed-loop control via the EGR valve.

IDLE SPEED CONTROL

IDLE SPEED CONTROL : System Diagram

INFOID:0000000006496513

IDLE SPEED CONTROL : System Description

INFOID:0000000006496514

The ECM is responsible for regulating the idle speed as a function of the idle speed set point which it calcu-
lates.
• The idle speed set point is dependent on:
- Engine coolant temperature
- Emission control program
- Air conditioning requirement
- Gear engaged
- Electrical load
- Battery voltage

ENGINE TORQUE CONTROL

ENGINE TORQUE CONTROL : System Description

INFOID:0000000006496515

The torque structure is the system which translates the driver's request into a torque supplied by the engine. It
is required for certain functions such as the electronic stability program (ESP), the automatic gearbox or the
sequential gearbox if fitted).
Each inter-system (ESP, automatic gearbox, sequential gearbox) sends the ECM a torque request via the
CAN communication. The computer arbitrates between the inter-system torque requests and the driver's
request (comprised of the accelerator pedal or the cruise control/speed limiter function). The result of the arbi-
tration gives the torque set point.

1.

Engine speed in rpm

2.

Engine coolant temperature

°

C

JMBIA0434ZZ

SYSTEM

EC-827

< SYSTEM DESCRIPTION >

[K9K]

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From this torque set point, the computer determines the quantity of fuel to be injected (injection duration and
number of injections) and the amount of air required (turbocharging pressure and EGR rate) so that the engine
is able to provide the torque required in the best possible conditions (in terms of smooth running performance,
pollutantemissions, etc.).

GLOW CONTROL

GLOW CONTROL : System Description

INFOID:0000000006496516

Glow control involves controlling the glow plugs and the glow plugs "on" indicator light on the instrument panel
(via the can communication). The glow plugs are activated by a relay box and the power is provided by the
battery.
After the ignition is switched on. Preheating is activated for a period of time. The indicator light comes on for
the activation period which is dependent on the battery voltage, barometric pressure and engine coolant tem-
perature. When the engine coolant temperature is below a certain threshold, a postheating function enables
combustion stability, and thereby engine operation, to be improved (reduction in unburnt fuel and pollutant
emissions).

COOLING FAN CONTROL

COOLING FAN CONTROL : System Diagram

INFOID:0000000006496517

COOLING FAN CONTROL : System Description

INFOID:0000000006496518

INPUT/OUTPUT SIGNAL CHART

*1: The ECM determines the start signal status by the signals of engine speed and battery voltage.

*2: This signal is sent to ECM through CAN communication line.

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].

JMBIA0177GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)

Engine speed*

1

Cooling fan
control

IPDM E/R

↓

Cooling fan relay

↓

Cooling fan motor

Engine coolant temperature sensor

Engine coolant temperature

Refrigerant pressure sensor

Refrigerant pressure

Battery

Battery voltage*

1

Combination meter

Vehicle speed*

2

BCM

Air conditioner ON signal*

2

EC-828

< SYSTEM DESCRIPTION >

[K9K]

SYSTEM

Cooling Fan Operation With The Engine Running

Cooling fan operate is guaranteed by a 2-speed fan assembly (LOW speed and HIGH speed).The ECM
requests the IPDM E/R to actuate them via the can communication. To provide cooling:
• Engine running
- LOW speed is actuated when the engine coolant temperature exceeds 99

°

C (210

°

F) and is deactivated

when it drops below 96

°

C (205

°

F).

- HIGH speed is actuated when the engine coolant temperature exceeds 102

°

C (216

°

F) and is deactivated

when it drops below 99

°

C (210

°

F).

• If the engine coolant temperature exceeds the threshold of 115

°

C (239

°

F), the ECM requests the IPDM E/R,

via the CAN communication, to switch off the air conditioning compressor so as to reduce the load on the
engine and attempt to limit the rise in temperature. The cut-off request is cancelled if the engine coolant tem-
perature drops below 110

°

C (230

°

F).

• If a malfunction in the engine coolant temperature sensor circuit is detected, the ECM requests that HIGH

speed operation.

Cooling Fan Relay Operation

The ECM controls cooling fan relays through CAN communication line.

DPF (DIESEL PARTICULATE FILTER)

DPF (DIESEL PARTICULATE FILTER) : System Description

INFOID:0000000006496519

SYSTEM DESCRIPTION

ECM estimates the amount of particulate matter in diesel particulate filter based on the mileage and the
exhaust back pressure before it. ECM automatically performs regeneration when the amount of particulate
matter in diesel particulate filter reaches the specified level. When performing regeneration, ECM raise the
exhaust gas temperature to activate Oxidation Catalyst. ECM performs the followings to raise exhaust gas
temperature.
• Closing throttle valve to reduce intake air volume
• Retarding fuel injection timing
• Injecting additional fuel into combustion chamber during exhaust stroke (post injection)
• Performing EGR control
• Performing exhaust fuel injector control
• Performing thermoplunger control unit
When exhaust gas temperature reaches the specified value, oxidation catalyst is activated. The trapped par-
ticulate matter is burned through a catalytic reaction using exhaust gas heat at 650

°

C.

AUTOMATIC SPEED CONTROL DEVICE (ASCD)

Cooling fan speed

Cooling fan relay

1

2

3

Stop (OFF)

OFF

OFF

OFF

Low (LOW)

ON

OFF

OFF

High (HI)

ON

ON

ON

SYSTEM

EC-829

< SYSTEM DESCRIPTION >

[K9K]

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AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Diagram

INFOID:0000000006496520

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Description

INFOID:0000000006496521

INPUT/OUTPUT SIGNAL CHART

*: This signal is sent to the ECM via the CAN communication line

BASIC ASCD SYSTEM

• Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed

without depressing accelerator pedal. Driver can be set the vehicle speed in the set speed range.

• ECM controls throttle angle of electric throttle control actuator to regulate engine speed.
• Operation status of ASCD is indicated in combination meter.
• If any malfunction occurs in the ASCD system, it automatically deactivates the ASCD control.
Refer to

EC-832, "AUTMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function"

for ASCD

operating instructions.

CAUTION:

Always drive vehicle in a safe manner according to traffic conditions and obey all traffic laws.

SPEED LIMITER

JSBIA0194GB

Sensor

Input signal to ECM

ECM function

Actuator

ASCD steering switch

ASCD steering switch operation

ASCD vehicle speed control

• Electric throttle control ac-

tuator

• Combination meter

ASCD brake switch

Brake pedal operation

Clutch pedal position switch

Clutch pedal operation

Combination meter

Vehicle speed*

EC-830

< SYSTEM DESCRIPTION >

[K9K]

SYSTEM

SPEED LIMITER : System Diagram

INFOID:0000000006496522

SPEED LIMITER : System Description

INFOID:0000000006496523

INPUT/OUTPUT SIGNAL CHART

*: This signal is sent to the ECM through CAN communication line

BASIC SPEED LIMITER SYSTEM

• Speed limiter is a system that enables to restrict the vehicle speed within the set speed that is selected by

the driver. Driver can be set the vehicle speed in the set speed range.

• ECM controls throttle angle of electric throttle control actuator to regulate vehicle speed.
• Operation status of speed limiter is indicated on the information display in the combination meter.
• Unlike cancel conditions for ASCD, the speed limiter is not cancelled even when the clutch pedal is

depressed. ECM detects a clutch pedal position switch signal and controls engine revolutions to maintain a
set speed when shifting gears.

• If any malfunction occurs in speed limiter system, it automatically deactivates the speed limiter control.
Refer to

EC-833, "SPEED LIMITER : Switch Name and Function"

for speed limiter operating instructions.

CAUTION:

Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
NOTE:
Since the speed limiter is controlled by the electric throttle control actuator, vehicle speed may exceed a set
speed during downhill driving.

CAN COMMUNICATION

CAN COMMUNICATION : System Description

INFOID:0000000006496524

CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CAN communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.

JSBIA0316GB

Sensor

Input signal to ECM

ECM function

Actuator

Accelerator pedal position
sensor

Accelerator pedal position

• Speed limiter vehicle speed

control

• Speed limiter operation signal*

• Electric throttle control actuator
• Combination meter

(Information display)

ASCD steering switch

ASCD steering switch operation

Clutch pedal position switch

Clutch pedal operation

Combination meter

Vehicle speed*

SYSTEM

EC-831

< SYSTEM DESCRIPTION >

[K9K]

C

D

E

F

G

H

I

J

K

L

M

A

EC

N

P

O

Refer to

LAN-31, "CAN COMMUNICATION SYSTEM : CAN Communication Signal Chart"

, about CAN com-

munication for detail.

EC-832

< SYSTEM DESCRIPTION >

[K9K]

OPERATION

OPERATION

AUTMATIC SPEED CONTROL DEVICE (ASCD)

AUTMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function

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SWITCHES AND INDICATORS

NOTE:
Shared with speed limiter switch.

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

SWITCH OPERATION

CANCEL CONDITION

• When any of following conditions exist, the cruise operation is canceled.
- CANCEL switch is pressed.
- ASCD MAIN switch is pressed. (Set speed is cleared.)
- Speed limiter MAIN switch is pressed. (Set speed is cleared.)
- More than two switches at ASCD steering switch are pressed at the same time.
- Brake pedal is depressed.
- Shift lever position is changed to neutral or reverse.
- Clutch pedal is depressed.
- TCS system is operated.
- Parking brake lever is operated.

1.

CRUISE indicator lamp

2.

SET indicator lamp

3.

CANCEL switch

4.

Speed limiter MAIN switch

5.

ASCD MAIN switch

6.

SET /

−

switch

(SET / COAST)

7.

RES switch
(RESUME)

8.

SET / + switch
(SET / ACCELERATE)

A.

On the combination meter

B.

On the steering wheel

JSBIA0115ZZ

Minimum speed (Approx.)

Maximum speed (Approx.)

30 km/h (20 MPH)

170 km/h (105 MPH)

Item

Function

CANCEL switch

Cancels the cruise control driving.

SET /

−

switch

(SET/COAST)

• Sets desired cruise speed.
• Decreases speed incrementally during cruise control driving.

RES switch
(RESUME)

Resumes the set speed.

SET / + switch
(SET/ACCELERATE)

• Sets desired cruise speed.
• Increases speed incrementally during cruise control driving.

ASCD MAIN switch

Master switch to activate the ASCD system.