Qashqai J11. Engine control system (K9K) — part 2
COMPONENT PARTS
ECK-17
< SYSTEM DESCRIPTION >
[K9K]
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<Reference data>
Turbocharger Boost Sensor
INFOID:0000000010289589
The turbocharger boost sensor detects intake manifold pressure.
Intake Air Temperature Sensor 2
INFOID:0000000010289590
The Intake Air Temperature (IAT) Sensor 2 is built-into the Turbocharger Boost Pressure Sensor. The sensor
detects intake air temperature and transmits a signal to the ECM.
<Reference data>
Engine Coolant Temperature Sensor
INFOID:0000000010289592
The engine coolant temperature (ECT) sensor is used to detect the engine coolant temperature.
<Reference data>
Fuel Injector
INFOID:0000000010289593
This injector is a magnetic type injector. It has a code exhibiting unique characteristics, and fuel injection quan-
tity can be controlled with more precision by writing the code into ECM.
FPCM (Fuel Pump Control Module)
INFOID:0000000010501740
FPCM (Fuel Pump Control Module) controls fuel pump discharge rate according to the actual fuel require-
ments of the engine and, as a result, the idling power of the electric fuel pump is significantly reduced.
This control unit consists of a control and power electronics unit.
The fuel pump is switched ON when a fuel pump ON signal is received by the FPCM.
High Pressure Fuel Pump
INFOID:0000000010289594
High Pressure Fuel Pump is operated by high pressure fuel pump drive pinion, installed at camshaft. The high
pressure fuel pump inlets fuel transported through fuel filter and performs pressure feed to fuel rail. The pump
includes fuel flow actuator which enables adjustment of fuel rail pressure.
Intake air temperature
°
C (
°
F)
Resistance (Approx.)
k
Ω
−
10 (14)
8.716 – 9.689
10 (50)
3.553 – 3.875
20 (68)
2.353 – 2.543
30 (86)
1.613 – 1.729
50 (122)
0.794 – 0.839
Intake air temperature
°
C (
°
F)
Resistance (Approx.)
k
Ω
−
10 (14)
9.395 – 9.775
10 (50)
3.791 – 3.927
20 (68)
2.416 – 2.583
30 (86)
1.706 – 1.760
50 (122)
0.833 – 0.857
Engine coolant temperature
°
C
(
°
F)
Resistance (Approx.)
k
Ω
−
10 (14)
11.33 – 13.59
25 (77)
2.140 – 2.364
50 (122)
0.771 – 0.849
80 (176)
0.275 – 0.291
110 (230)
0.112 – 0.117
ECK-18
< SYSTEM DESCRIPTION >
[K9K]
COMPONENT PARTS
Fuel Rail Pressure Sensor
INFOID:0000000010289597
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. ECM operates fuel flow
actuator according to feedback signal from fuel rail pressure sensor, and controls fuel pressure inside fuel rail.
Fuel Temperature Sensor
INFOID:0000000010289598
Fuel temperature sensor measures fuel temperature inside fuel tube of engine room. The sensor uses a ther-
mistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases
as temperature increases.
<Reference data>
Fuel Pressure Sensor
INFOID:0000000010501741
The fuel pressure sensor detects the fuel pressure (actual pressure) of low pressure fuel circuit.
Fuel Pump
INFOID:0000000010289600
The fuel pump is installed in the fuel tank to start the engine faster. Fuel pump is controlled by FPCM (Fuel
Pump Control Module).
CAUTION:
Fuel pump is lubricated by the fuel in the tank. Never operate the pump for a long time without fuel in
the tank to prevent serious damages.
Turbocharger Boost Control Solenoid Valve
INFOID:0000000010289601
Turbocharger boost control solenoid valve controls the turbocharger boost control actuator. By changing the
variable nozzle vane opening through the rods, the intake air volume is adjusted. The turbocharger boost con-
trol solenoid valve is moved by ON/OFF pulse from the ECM. The longer the ON pulse, the charge air pres-
sure rises.
High Pressure EGR Volume Control Valve
INFOID:0000000010289602
High pressure EGR Volume Control Valve controls the volume of EGR gas returning from the exhaust mani-
fold to the intake manifold.
The High pressure EGR Volume Control Valve consists of high pressure EGR Volume Control Valve Position
Sensor, EGR Valve, and DC motor. The EGR Volume Control Valve Position Sensor consists of a permanent
magnet and Hall IC, and senses the valve position and feeds the voltage signals to the ECM. The ECM judges
the current opening angle of the valve from this signals, and controls the DC motor to make the valve opening
angle in response to driving conditions.
Low Pressure EGR Volume Control Valve
INFOID:0000000010289603
Low Pressure EGR Volume Control Valve controls the volume of EGR gas returning from the exhaust tube
(downstream of DPF) to the passage of intake air (upstream of turbocharger).
The Low pressure EGR Volume Control Valve consists of Low pressure EGR Volume Control Valve Position
Sensor, EGR Valve, and DC motor. The EGR Volume Control Valve Position Sensor consists of a permanent
magnet and Hall IC, and senses the valve position and feeds the voltage signals to the ECM. The ECM judges
the current opening angle of the valve from this signals, and controls the DC motor to make the valve opening
angle in response to driving conditions.
Fuel temperature
°
C (
°
F)
Resistance (Approx.)
k
Ω
−
10 (14)
8.623 – 10.454
25 (77)
1.928 – 2.174
50 (122)
0.764 – 0.858
80 (176)
0.292 – 0.326
110 (230)
0.127 – 0.143
COMPONENT PARTS
ECK-19
< SYSTEM DESCRIPTION >
[K9K]
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Low Pressure EGR Temperature Sensor
INFOID:0000000010289604
Low Pressure EGR Volume Control Valve Upstream Temperature Sensor is installed on the downstream of
low pressure EGR volume control valve. The sensor detects the low pressure EGR gas temperature. The sen-
sor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the exhaust gas tem-
perature input.
<Reference data>
Electric Throttle Control Actuator
INFOID:0000000010289605
The Electric Throttle Control Actuator consists of position sensor, throttle valve, and DC motor. The position
sensor consists of a permanent magnet and Hall IC, and senses the valve position and feeds the voltage sig-
nals to the ECM. The ECM judges the current opening angle of the valve from this signals, and controls the
DC motor to make the valve opening angle in response to driving conditions.
Throttle valve is fully open when in non-operating status. When EGR is Performed or the engine is stopped,
this valve operates in direction that closes itself.
Exhaust Electric Throttle Control Actuator
INFOID:0000000010289606
Exhaust Electric Throttle Control Actuator is installed to the exhaust tube and activated only during low pres-
sure EGR.
DPF (Diesel Particulate Filter)
INFOID:0000000010289607
DPF (Diesel Particulate Filter) traps PM (Particulate Matter) in exhaust gas. DPF is formed in a honeycomb
form made of ceramic. This structure facilitates to trap particulate matter. When the amount of particulate mat-
ter in the DPF reaches the specified level, the particulate matter needs to be reduced through burning to main-
tain the DPF function. This reducing of particulate matter is called Regeneration and should be performed
Exhaust gas temperature
°
C (
°
F)
Resistance (Approx.)
k
Ω
0 (32)
148.9 – 175.5
20 (68)
57.1 – 65.8
100 (212)
3.167 – 3.433
130 (572)
0.062 – 0.068
PBIB3160E
ECK-20
< SYSTEM DESCRIPTION >
[K9K]
COMPONENT PARTS
periodically. DPF can be effective for a long time through the cycle of trapping particulate matter and regener-
ation.
Exhaust Gas Pressure Sensor
INFOID:0000000010289608
Exhaust gas pressure sensor measures exhaust gas pressure around turbocharger outlet, converts it to volt-
age signal and transmits it to ECM. ECM controls turbocharger boost pressure according to this signal.
DPF Differential Pressure Sensor
INFOID:0000000010289609
DPF differential pressure sensor is connected to diesel particulate filter with exhaust pressure tube. DPF dif-
ferential pressure sensor measures the exhaust back pressure before the filter. It converts into a voltage sig-
nal. ECM receives the signal and estimates the amount of particulate matter in diesel particulate filter.
Exhaust Gas Temperature Sensor 1
INFOID:0000000010289610
The exhaust gas temperature (EGT) sensor is built-into the Exhaust Pressure Sensor. The sensor detects the
exhaust gas temperature before turbocharger. The sensor modifies a voltage signal from the ECM. The modi-
fied signal returns to the ECM as the exhaust gas temperature input.
<Reference data>
Exhaust Gas Temperature Sensor 2
INFOID:0000000010289611
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>
Glow Control Unit
INFOID:0000000010289612
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.
Glow Plug
INFOID:0000000010289613
The glow plug is located in the cylinder head, in order to stabilize combustion and keep good cold start perfor-
mance.
The glow plug glows in response to a signal sent from the ECM, allowing current to flow through the glow plug
via the glow control unit.
Exhaust gas temperature
°
C (
°
F)
Resistance (Approx.)
k
Ω
0 (32)
5.671 – 6.118
25 (77)
1.99 – 2.123
100 (212)
0.097 – 0.103
130 (266)
0.087 – 0.091
Exhaust gas temperature
°
C (
°
F)
Resistance
k
Ω
20 (68)
89.309 - 159.795
100 (212)
22.96 - 51.16
300 (572)
2.261 - 2.975
500 (932)
0.640 - 0.709
600 (1112)
0.406 - 0.442
750 (1382)
0.230 - 0.254
COMPONENT PARTS
ECK-21
< SYSTEM DESCRIPTION >
[K9K]
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Glow Indicator Lamp
INFOID:0000000010289614
Glow indicator lamp illuminates when glow system is activated in order to inform it to the driver.
Cooling Fan
INFOID:0000000010289615
Cooling fan operates at each speed when the current flows in the cooling fan motor as follows.
Refer to
ECK-34, "COOLING FAN CONTROL : System Description"
for cooling fan operation.
Cooling Fan Resistor
INFOID:0000000010503739
Cooling Fan Resister is installed to the power circuit of Cooling Fan Motor and switches cooling fan speed
between LOW and HIGH.
When Cooling Fan Motor is rotated at LOW speeds, power is supplied to the cooling fan via Cooling Fan
Resistor.
Thermoplunger Unit
INFOID:0000000010289616
Thermoplunger Unit is installed to the passage of engine coolant and has four thermoplungers. These ther-
moplungers increase engine coolant temperature by the passage of electric current through the Ther-
moplunger Control Unit.
Thermoplunger Control Unit
INFOID:0000000010289617
Thermoplunger Control Unit passes a current to Thermoplungers according to a signal transmitted from ECM.
Accelerator Pedal Position Sensor
INFOID:0000000010289620
The accelerator pedal position (APP) sensor is installed on the upper
end of the accelerator pedal assembly. The sensors detect the
accelerator pedal position and sends a signal to the ECM. The ECM
uses the signal to determine the amount of fuel to be injected.
Refrigerant Pressure Sensor
INFOID:0000000010289621
The refrigerant pressure sensor is installed at the liquid tank of the air conditioner system. The sensor is used
to sense a refrigerant pressure.
Stop Lamp Switch
INFOID:0000000010289622
Stop lamp switch is installed to brake pedal bracket. Stop lamp switch signal is sent to ECM via CAN commu-
nication from BCM when the brake pedal is depressed. This signal is used mainly to decrease the engine
speed when the vehicle is being driven.
Clutch Interlock Switch & Clutch Pedal Position Switch
INFOID:0000000010501742
Clutch interlock switch and clutch pedal position switch are installed to clutch pedal bracket.
ECM detects the state of the clutch pedal by those two types of input signal (ON/OFF).
PBIB1741E
Clutch pedal
Clutch interlock switch
Clutch pedal position switch
Released
OFF
ON
Depressed
ON
OFF
ECK-22
< SYSTEM DESCRIPTION >
[K9K]
COMPONENT PARTS
ASCD Steering Switch
INFOID:0000000010289624
ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation
of switch, and determines which button is operated.
Malfunction Indicator Lamp
INFOID:0000000010289626
The malfunction indicator Lamp (MIL) is located on the combination
meter. The MIL will illuminate when the ignition switch is turned ON
without the engine running (bulb check).
When the engine is started, the MIL should turn OFF. If the MIL
remains illuminated, the on board diagnostic system has detected an
engine system malfunction.
Information Display
INFOID:0000000010289627
The operation mode of the ASCD and speed limiter are indicated on the information display in the combination
meter.
ECM transmits the status signal to the combination meter via CAN communication according to ASCD and
speed limiter operation.
DC/DC Converter
INFOID:0000000010289629
The DC/DC converter is installed at the behind of the glove box
assembly and supplies power to the electrical equipment.
This converter is connected to ECM via the engine communication
line and includes an internal voltage converter. When restarting the
vehicle from the stop/start system operating condition, the voltage
converter boosts the voltage conveyed from the battery and provides
stable power to the electrical equipment to prevent reset from occur-
ring. For further details, refer to
.
Engine Restart Relay
INFOID:0000000010289630
The engine restart relay is installed in the relay box and controlled by ECM when restarting the engine during
the stop/start system operation.
Engine Restart Bypass Control Relay
INFOID:0000000010289631
The engine restart bypass control relay is controlled by ECM and controls the engine restart bypass relay.
Engine Restart Bypass Relay
INFOID:0000000010289632
The engine restart bypass relay reduces battery voltage drop right
after the starter motor activation at an engine restart by switching the
electric circuit of the starter motor. For details, refer to
"STOP/START SYSTEM : System Description"
.
JPNIA1882ZZ
JSBIA4574ZZ
JSBIA1994ZZ
COMPONENT PARTS
ECK-23
< SYSTEM DESCRIPTION >
[K9K]
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Hood Switch
INFOID:0000000010289637
Hood switch is located around radiator core support. Hood switch detects open/close condition of hood and
input the hood switch signal to IPDM E/R.
Stop/Start Indicator Lamp
INFOID:0000000010289638
The stop/start indicator lamp is located on the combination meter.
The stop/start indicator lamp turns ON when the stop/start system is
operating.
When a malfunction is detected in the stop/start system, the stop/
start indicator lamp blinks at a slow speed to alert the driver to the
malfunction. When a driver
′
s operation is judged as dangerous one
during stop/start system operation, the stop/start indicator lamp
blinks at a high speed.
When ECM detects a malfunction in the stop/start system compo-
nents, the lamp activation request signal is transmitted to ECM via
CAN communication. ECM transmits the stop/start indicator lamp
signal to the combination meter. Based on the signal from ECM, the
combination meter turns blinks stop/start indicator lamp to inform the driver that a malfunction has been
detected.
NOTE:
• If the stop/start indicator lamp does not turn ON during stop/start system operation, check the stop/start indi-
cator lamp circuit. Refer to
ECK-385, "Component Function Check"
• If the stop/start indicator lamp turns blinks continuously, stop/start system-related DTC or malfunction is
detected. Perform total self-diagnosis and inspect or repair the unit.
Stop/start indicator lamp status
*: Engine is stalled after alert for 1.5 seconds.
Stop/Start OFF Switch
INFOID:0000000010289639
The stop/start OFF switch is mounted on the switch panel of the
driver side lower instrument panel. When the stop/start OFF switch
is pressed, the indicator lump turns ON and the stop/start system
can be deactivated.
For further details, refer to
.
Fuel Heater With Water In Fuel Level Sensor
INFOID:0000000010289641
• Water in fuel sensor detects the water volume increasing in the fuel filter.
• When water increases in the fuel filter, ECM turns ON the fuel filter warning lamp, according to the signal
from water in fuel sensor.
JPBIA4266ZZ
System condition
Condition
Stop/start indicator lamp
Warning chime
Operate
Normal
Illuminate
—
Door (driver side) open
and seat belt released
High speed blinking
Sound
Hood open
High speed blinking
*
Sound
*
Fail-Safe
Starter motor operation
counter: too much
Slow speed blinking
—
Malfunction of stop/start
system
Slow speed blinking
—
JSBIA4078ZZ
ECK-24
< SYSTEM DESCRIPTION >
[K9K]
COMPONENT PARTS
Reverse/Neutral Position Switch
INFOID:0000000010501851
Reverse/neutral position switch is ON when the selector lever is Neutral position. ECM detects the position
because the continuity of the line (the ON) exists.
SYSTEM
ECK-25
< SYSTEM DESCRIPTION >
[K9K]
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SYSTEM
ENGINE CONTROL SYSTEM
ENGINE CONTROL SYSTEM : System Diagram
INFOID:0000000010289642
ENGINE CONTROL SYSTEM : Vacuum Hose Drawing
INFOID:0000000010289643
For vacuum hose drawing, refer to
.
JSBIA5002GB
ECK-26
< SYSTEM DESCRIPTION >
[K9K]
SYSTEM
ENGINE CONTROL SYSTEM : System Description
INFOID:0000000010289644
ECM controls the engine by various functions.
ENGINE SPEED CONTROL
ENGINE SPEED CONTROL : System Description
INFOID:0000000010471219
SYSTEM DESCRIPTION
The engine speed control consists of the following functions:
• Curative anti-jerk
• Idle speed control
• Engine speed limitation
• Engine state
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 for the following load and signal:
• Post treatment
- Diesel particulate filter
• Electric consumers
- Cooling fan
- Coolant heater
- Power window
Function
Reference
Engine speed control
ECK-26, "ENGINE SPEED CONTROL : System Description"
Powertrain coordination control
ECK-27, "POWERTRAIN COORDINATION CONTROL : System
Description"
Turbocharger boost control
ECK-28, "TURBOCHARGER BOOST CONTROL : System De-
scription"
EGR system
ECK-28, "EGR SYSTEM : System Description"
Throttle control
ECK-29, "THROTTLE CONTROL : System Description"
Swirl control system
ECK-29, "SWIRL CONTROL SYSTEM : System Description"
Engine torque control
ECK-30, "ENGINE TORQUE CONTROL : System Description"
Combustion control
ECK-32, "COMBUSTION CONTROL : System Description"
After treatment system
ECK-33, "AFTER TREATMENT SYSTEM : System Description"
Cooling fan control
ECK-34, "COOLING FAN CONTROL : System Description"
Thermostat control
ECK-35, "THERMOSTAT CONTROL : System Description"
Glow control
ECK-35, "GLOW CONTROL : System Description"
Oil control system
ECK-36, "OIL CONTROL SYSTEM : System Description"
ASCD (Automatic Speed Control Device)
ECK-36, "AUTOMATIC SPEED CONTROL DEVICE (ASCD) :
System Description"
Speed limiter
ECK-37, "SPEED LIMITER : System Description"
Gear shift indicator system
ECK-38, "GEAR SHIFT INDICATOR SYSTEM : System Descrip-
tion"
Stop/start system
ECK-39, "STOP/START SYSTEM : System Description"
Energy management system
ECK-46, "ENERGY MANAGEMENT SYSTEM : System Descrip-
tion"
CAN communication
SYSTEM
ECK-27
< SYSTEM DESCRIPTION >
[K9K]
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- 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
- CONSULT function
- Intake manifold pressure sensor signal
The final engine idle speed set point is computed from each comsumer
′
s engine idle speed set point:
• 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:0000000010471220
SYSTEM DESCRIPTION
The powertrain coordination can be explained by following:
• Powertrain coordination inputs
• Preventive anti-jerk
• Gear shift indicator (for details, refer to
ECK-38, "GEAR SHIFT INDICATOR SYSTEM : System Descrip-
POWERTRAIN COORDINATION INPUTS
ECM detects following signals necessary to decide the torque set point:
• Gear position
• Torque request from automatic transmission
• Torque request from ABS system
• Brake pedal operation
• Status of Cruise Control System or Speed Limiter
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.
The abrupt change of torque are delivered by engine excites a torsional natural frequencies of drive-line. It
causes vehicle jerking and acceleration fluctuations. And they are causes of perception and assessment of
performance 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.
TURBOCHARGER BOOST CONTROL
ECK-28
< SYSTEM DESCRIPTION >
[K9K]
SYSTEM
TURBOCHARGER BOOST CONTROL : System Description
INFOID:0000000010471221
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.
The boost pressure control is able to increase the manifold pressure with respect to the engine operating
point. The system has an electric solenoid valve connected on the vacuum circuit to control the flow of exhaust
gases through the turbine in order to generate high pressure in the boost circuit.
EGR SYSTEM
EGR SYSTEM : System Description
INFOID:0000000010471222
DESCRIPTION
EGR (Exhaust Gas Recirculation) system reduces NOx emissions and improves fuel efficiency by recirculat-
ing exhaust gas into the intake manifold.
This engine has two EGR systems (low pressure and high pressure), and one of them is selected depending
on condition.
JSBIA4780GB
SYSTEM
ECK-29
< SYSTEM DESCRIPTION >
[K9K]
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The purpose of the low pressure EGR is to decrease fuel consumption.
The low pressure EGR system and the high pressure EGR system are not activated simultaneously.
LOW PRESSURE EGR SYSTEM
The low pressure EGR system recirculates exhaust gasses in the downstream DPF (Diesel Particulate Filter)
to the upstream turbocharger of intake air passage.
If EGR conditions are satisfied when engine coolant temperature is more than 70
°
C (158
°
F) and intake air
temperature is 20
°
C (68
°
F), the opening angle of the exhaust throttle valve is reduced and the low pressure
EGR volume control valve angle is adjusted to control EGR for achieving an appropriate EGR rate.
HIGH PRESSURE EGR SYSTEM
High pressure EGR system recirculates exhaust gasses in the exhaust manifold to the intake manifold.
If EGR conditions are satisfied when engine coolant temperature is less than 30
°
C (86
°
F), the opening angle
of the throttle valve is reduced and the EGR volume control valve angle is adjusted to control EGR for achiev-
ing an appropriate EGR rate.
EGR COOLING SYSTEM
The EGR cooler bypass is controlled by ON/OFF solenoid valve, connected to the vacuum circuit. Control is
determined according to the engine coolant temperature, intake air temperature, and the engine operating
point. The gases flow through the cooler during the EGR activation, except when the engine is cold; otherwise,
they go through the bypass. There is also a regular bypass activation function to prevent its clogging or jam-
ming.
THROTTLE CONTROL
THROTTLE CONTROL : System Description
INFOID:0000000010471223
DESCRIPTION
This engine has two throttle valves. One of them is installed to the upstream of the intake manifold on the air
intake line and used for the high pressure EGR control and smooth engine stop. The other throttle valve is
installed to the downstream of DPF (Diesel Particulate Filter) on the exhaust line and used for the low pres-
sure EGR control.
These valves are normally open.
ELECTRIC THROTTLE CONTROL ACTUATOR
• During high pressure EGR control, the electric throttle control actuator reduces the opening angle of the
throttle valve and lowers pressure around the EGR feed port so that intake EGR gasses can be efficiently
taken in.
• When ignition switch is turned OFF, throttle valve is closed to stop the engine smoothly.
• In DPF regeneration mode, fresh air flow control uses only electric throttle control actuator (EGR valve is
fully closed).
EXHAUST ELECTRIC THROTTLE CONTROL ACTUATOR
The exhaust electric throttle control actuator reduces the opening angle of the exhaust throttle valve and intro-
duces exhaust gasses to the low pressure EGR system.
SWIRL CONTROL SYSTEM
SWIRL CONTROL SYSTEM : System Description
INFOID:0000000010471224
DESCRIPTION
ECK-30
< SYSTEM DESCRIPTION >
[K9K]
SYSTEM
The swirl control valve mounted on the intake manifold generates swirl flow in the combustion chamber. This
swirl flow allows air mixture to become even, enabling the obtainment of the steady combustion.
ENGINE TORQUE CONTROL
ENGINE TORQUE CONTROL : System Description
INFOID:0000000010471225
SYSTEM DESCRIPTION
The torque function can be explained by the following:
• Accessories torque management
• Engine torque losses
• Minimum available torque
• Maximum available torque
• Fast set-points to complete torque request
• Final torque requests setting
ACCESSORIES TORQUE MANAGEMENT
Air Conditioning Power
The amount of power absorbed by the air conditioning is useful for the engine control to compute the torque
requirement for air conditioning. Therefore, ECM can adapt dynamically the engine speed regulation depend-
ing on the load variations.
The power absorbed by the air conditioning depends on the refrigerant pressure and the compressor speed.
The air conditioning system power correction for idle speed regulation avoids engine speed undershoots and
overshoots at the compressor compressed volume variation.
Coolant Heaters or Air Heaters
JSBIA2015GB
SYSTEM
ECK-31
< SYSTEM DESCRIPTION >
[K9K]
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The air heater is activated on a driver request.
The thermoplunger are exclusively used to increase engine load during DPF (Diesel Particulate Filter) regen-
eration. When the vehicle is in a regenerating phase and the load is low, the coolant heaters are activated to
increase the overall load.
ENGINE TORQUE LOSSES
The torque losses are the sum of three components: the rubbing, the pumping, and the torque losses caused
by accessories consumption.
• The basic friction torque loss uses the coolant liquid temperature sensor and the engine speed for the torque
correction.
• Accessories
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consumption is caused by additional electrical (alternator power) and mechanical (power steer-
ing and air conditioning) components.
MINIMUM AVAILABLE TORQUE
The minimum available torque is used for the minimum driver setpoint calculation and the intersystem informa-
tion.
The minimum torque is designed with a hyperbolic shape depending on the difference between the engine
speed and the idle speed set-point:
• When the engine speed is under the idle speed set-point, the minimum torque is equal to the hyperbolic
torque which increases to avoid an engine stalling.
• When the engine speed is over an engine speed threshold, the minimum torque reaches the engine torque
losses with a ramp.
When the engine starts, a specific torque set-point is calculated to ensure the engine start. This torque is
dependent of the engine speed and the coolant temperature.
At first, a calculation of the starting torque value is performed. In case of a difficult start (too long), this torque
may be increased thanks to ramp.
The start torque offset is progressively set to zero to ensure a transition with the current torque set-point.
MAXIMUM AVAILABLE TORQUE
The maximum available torque results of a minimum selection including all powertrain constraints:
• Transmission torque limitation
• Maximum engine torque
• Torque reduction for the heating protection
• Torque for smoke limitation
• Fail-safe
Transmission torque limitation
This limitation is the maximum torque to protect the transmission from a mechanical overload:
• For a manual transmission, the limitation value of the torque is function of the engine speed and the trans-
mission ratio.
• For an automatic transmission, the limitation value is directly supplied by the automatic transmission.
Maximum engine torque
The maximum torque depends on the engine speed and the manifold air pressure. It is corrected by:
• The soot mass value in order to take into account the limitations due to the particulate filter
• The atmospheric pressure
• The upstream inlet throttle temperature.
The maximum engine also depends on the combustion mode (the normal or the regeneration combustion
mode). In some conditions (DPF clogging, etc.), this maximum available torque is reduced in order to keep the
engine within its safety working limits.
Torque for the heating protection
This torque limitation is dedicated to the protection of the engine from an overheating. This limitation calcula-
tion depends on the engine speed, the engine coolant temperature, the intake air temperature and the vehicle
speed.
Torque for the smoke limitation
This torque limitation is used to reduce the smoke emissions during a high torque driver request. The maxi-
mum fuel mass that can be injected is limited according to the maximum richness depending on the gear ratio,
the engine speed, and the intake air mass flow. This value is corrected depending on the vehicle speed and
the coolant temperature.
Fail-safe
The ECM limits a engine torque in case of malfunction of engine component or ECM.
ECK-32
< SYSTEM DESCRIPTION >
[K9K]
SYSTEM
Depending on the engine components, ECM activates the fail-safe mode of the torque limitation level 1 (low
limitation), the level 2 (mean limitation), or the level 3 (strong limitation function of vehicle speed).
FAST SET-POINTS TO COMPLETE TORQUE REQUEST
For each combustion mode (the normal combustion mode, the regeneration combustion mode, and the pro-
tection combustion mode), a torque model is designed to calculate the total fuel mass quantity, the estimated
mean effective torque, the combustion efficiency and the current fuel consumption for the final torque set-point
and the engine current speed.
The total fuel mass quantity is corrected to take into account the main injection advance deviation and the
mass air flow deviation.
For each combustion mode, the after and the post injection relative efficiencies are calculated to determine the
fuel mass quantity needed to perform the engine inner torque.
The after injection relative efficiency is equal to one in normal combustion mode and to zero in a regeneration
combustion mode or in a protection combustion mode.
The post injection relative efficiency is function of the post injection timing and the difference between the cur-
rent and the basic post injection timing.
FINAL TORQUE REQUESTS SETTING
The final torque requests are computed by the arbitration with the driver request, the intersystem torque
request (VDC/ESP), the torque limitations and the curative anti-jerk correction.
The set-point torque is used for fuel mass calculation. It is filtered by the preventive anti-jerk and corrected by
the curative anti-jerk.
COMBUSTION CONTROL
COMBUSTION CONTROL : System Description
INFOID:0000000010471226
SYSTEM DESCRIPTION
The torque set-point is converted into a total fuel quantity injected. This quantity is split in various injections
according to a mapped injection pattern. Thus, a fuel quantity and an initial phasing of injection are allocated
for each injection. The choice of the number of injection (limited to five maximum) is given with different con-
straints such as acoustic, performance and emissions.
In the DPF (Diesel Particulate Filter) regeneration phase, post injections do not contribute to the torque elabo-
ration but to the increase of the DPF temperature. Therefore, the fuel consumption increases in the DPF
regeneration phase.
FUEL SUPPLY AND PRESSURE CONTROL SYSTEM
Fuel Supply System
The fuel supply system consists of two circuits: the fuel low and high-pressure circuit.
The fuel low-pressure circuit brings fuel from the tank to the high-pressure fuel pump through the fuel filter
(with fuel heater).
The high-pressure circuit function is to put the fuel under pressure and distribute it to the injectors:
• High-pressure fuel pump
• Fuel flow actuator
• Common rail
• Fuel injectors
The low-pressure fuel (coming from low-pressure circuit) is transferred to the high-pressure pump part via the
fuel flow actuator, which regulates the fuel flow quantity. The high-pressure fuel pump consists of a three-pis-
ton pump.
The fuel under pressure goes to the common rail, which distributes the fuel equally to each injector.
Finally, the commanded injectors deliver the fuel flow entering the cylinder.
Fuel Pressure Control
The combustion quality is influenced by the size of the droplets sprayed into the cylinder. In the combustion
chamber, smaller fuel droplets will have enough time to burn completely and will produce less smoke and less
unburnt particulate matter. To meet pollution requirements, the size of the droplets needs to be reduced and
hence so too do the injection orifices.
Since these orifices are smaller, less fuel can be injected for a given pressure, which in turn limits the power.
To counter this drawback, it is necessary to increase the quantity of injected fuel, which involves raising the
pressure (and the number of orifices on the injector nozzles). The pressure is continuously regulated to 160
MPa (1600 bar, 1632 kg-cm
2
, 23200 psi) in the rail. The measurement circuit consists of an pressure sensor
on the rail and transmits the pressure signal to ECM.
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