Geely Emgrand X7. Manual part — 164

Jolt-limited control has the following two kinds of control modes

1. Jolt-limited control with the system unable to control the engine power

ECM will limit the engine power output, and the system can not control the throttle opening and
closing. The throttle opening is automatically adjusted to the system pre-determined position.

ECM will shut down the engine ignition output. At this time, the ECM internal fault occurs and
the system can not control the engine torque output. The throttle body adjusts the opening to (zero
position) off status. The system will fully turn off the ignition control function.

2. Jolt-limited control with the system unable to monitor the driver's intention

ECM will limit the engine power output. At this point, the system loses the ability to determine
and monitor the driver's intention. In order to prevent damage to the engine, ECM will limit the
engine power output and lower engine power increment and velocity increment. When braking,
ECM will adjust the engine speed to idle speed and adjust the throttle opening to the system
pre-determined position.

ECM will force the engine working at idle running status. When the system loses the ability to
determine and monitor the driver's intention, ECM will force the engine working at idle running
status, and system will work at pre-determined position controlled the idle speed.

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2.12.3.2 ECM Controlled Fuel Supply System

1. Fuel Pump Control

When the ignition switch is turned on, the fuel pump will run for 2 s. At this moment, if ECM
does not detect the engine speed signal, fuel pump stops running. Once the engine rotates, ECM
detects the engine speed signal and then controls the fuel pump running. 0.6 s after the engine
speed signal is lost, or the anti-theft device requests to shut down the fuel pump, the fuel pump
stops running.

2. Start-up Fuel Injection Control

Pre-injection of starting fuel injection control can inject once during the normal starting procedure.
The pre-injection starts when the following conditions are satisfied:

Actuation of oil pump relay

–

Fuel pump running longer than the accumulation of pressure’s delay time.

– The pre-injection has not yet occurred.

– Once all the above conditions are met, the pre-injection will start in all cylinders at the same

time.

3. Fuel Injection Pulse Width

Control

A. Air-Fuel

Ratio

The startup air-fuel ratio, the normal
startup air-fuel ratio, the air-fuel ratio
of clearing flooded-cylinder, the
air-fuel ratio when the engine is
running, the air-fuel ratio in cooling
state, the air-fuel ratio in the warm-up
state, the theoretical air-fuel ratio, the
power enriched air-fuel ratio, the
catalytic overheating protection
air-fuel ratio and the engine
overheating Keep the air-fuel ratio.

B.

Intake Manifold Absolute
Pressure

Intake manifold pressure is read
directly by the MAP sensor installed
on the intake manifold.

C. Volumetric

Efficiency

Volumetric efficiency is the ratio of
actual air flow into the cylinder to the
ideal air flow.

充气温度

歧管压力

喷嘴常数

空燃比

喷油脉宽

喷油量计算

空气流量

充气效率

自学习修正

过渡工况
燃油控制

充气温度

电压修正

减速断油

配气相位的

充气效率补偿

FE02-8038b

D. Valve Timing Volumetric Efficiency

The valve timing changes affect the engine's volumetric efficiency. The basic volumetric
efficiency form is set when the valve timing control system has not started to work and the
camshaft and the crankshaft are at the initial positions. After port timing control system starts to
operate, system carries out corresponding air charging efficiency compensation to ensure accurate
calculation of air inlet volume.

E. Self-Learning

Self-learning does not amend the changes as the engine running time increases, or the engine and
vehicle manufacturing errors.

F. Close-loop Feedback Correction

Air fuel

ratio

Manifold

pressure

Inflation

temperature

Air

flow

Charging

efficiency

Self-learning

correction

Nozzle

constant

Injecting

pulse width

Voltage

correction

Charging efficiency

compensation of

valve timing

Decrease

fuel cut off

Fuel control of

transient operation

Inflation

temperature

Fuel charge

calculation

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Close-loop feedback correction controls the actual Air-Fuel ratio close to the theoretical Air-Fuel
ratio through the oxygen sensor feedback signals.

G.. Transition Condition Fuel Control

System uses more complex algorithms to establish the fuel evaporation model to calculate
Air-Fuel mixing conditions, taking into account the engine coolant temperature, intake air
temperature and engine working condition and the best fuel injection amount. It greatly improves
fuel control under various transitional working conditions, including sudden
acceleration/deceleration and other working conditions.

(h) Protective Fuel Cut-off Control

When any one of the following conditions is met, the system will stop fuel injection:

–

Cutting off when the engine speed is higher than 6,500 rpm and resume fuel supply when the
engine speed drops below 6,000 rpm.

–

When the system detects an ignition system malfunction, it stops the fuel supply.

– When the system voltage is more than 18V, the function of electric valve body will be

limited.

Mode (Forced idling mode)

I.

Basic Fuel Injection Constant

Whether the basic fuel injection constant indicates the relationship between engine displacement
and nozzle fuel flow rate.

J. Battery

Voltage

Amendment

When the battery voltage changes, the voltage will be amended to ensure the correct amount of
fuel injection.

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2.12.3.3 ECM Controlled Ignition System

1. Closed Ignition Angle Control

The length of the closed ignition angle determines the spark plug ignition energy. Too long
ignition coil magnetizing will damage the coil or ECM internal ignition coil driving circuit, while
too short will cause ignition failure (misfire).

2. Start-up

Mode

In the start-up mode, the system uses a fixed ignition angle in order to ensure cylinder mixture is
ignited, and provide positive torque. When the engine starts to run, the engine speed increases to
the automatically running status while the ignition angle will no longer be in starting mode.

3.

Ignition Advance Angle
Calculation and Control

A. Main Ignition Advance Angle

When the engine water temperature is
normal, with the throttle opening, the
main ignition angle is the minimum
ignition angle at the optimal torque
point or the threshold of knocking.
When the throttle is closed, the
ignition angle should be less than
optimal torque point for idle speed
stability. Without affecting the driving
with a cold engine, in order to reach
the normal operating temperature as
quickly as possible, in the catalytic
converter heating process, the basic
ignition angle can be one angle other
than the optimal torque point or the
threshold of detonation. This angle
should also be delayed as much as
possible without affecting the driving
ability.

水温修正

怠速修正

主点火角

点火提前角

点火提前

角计算

气温修正

阀板修正

减速断油修正

加速修正

配气相位控制
的点火角补偿

动力加浓修正

空调修正

FE02-8039b

B. Ignition Advance Angle Adjustment

Temperature adjustment, intake air temperature adjustment, altitude compensation adjustment, idle
speed adjustment, acceleration adjustment, power-enriched adjustment, deceleration fuel cut-off
adjustment, Air-Conditioning control adjustment, exhaust gas recirculation adjustment.

C. Acceleration

Adjustment

Ignition advance angle acceleration adjustment is used to mitigate the engine speed fluctuations
caused by drive system torque shock, and eliminate possible detonation during acceleration,
making the acceleration smoother.

D. Valve Timing-controlled Ignition Angle Compensation

In order to obtain a better power and torque, system will enrich the Air-Fuel ratio to achieve the
optimal torque and adjusts the ignition advance to achieve the optimal torque output.

E. Valve Timing-controlled Ignition Angle Compensation

When the valve timing control system works, the engine's intake and exhaust overlap angle
change will affect the internal exhaust gas recirculation rate and the cylinder temperature.
According to different valve timing, system needs to adjust ignition advance angle to ensure that
under current valve timing, the actual ignition advance angle can achieve the best.

Main ignition

angle

Water temperature

correction

Air temperature

correction

Valve plate

correction

Accelerate

correction

Idle speed
correction

Ignition angular

advance

Ignition angle

compensation of

valve timing control

Air

conditioning

correction

Power deepen

correction

Decrease fuel cut

off correction

Ignition angular

advance calculation

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