2003 NISSAN X-TRAIL sensor

ENGINE CONTROL SYSTEM
EC-25
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SYSTEM DESCRIPTION
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) from both the crankshaft position sensor and the mass air
flow sensor.
VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION
In addition, the amount of fuel injected is compensated to improve engine performance under various operat-
ing conditions as listed below.

lDuring warm-up
lWhen starting the engine
lDuring acceleration
lHot-engine operation
lWhen selector lever is changed from “N” to “D”
lHigh-load, high-speed operation

lDuring deceleration
lDuring high engine speed operation
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst (manifold) can then better reduce CO, HC and NOx emissions. This system uses
heated oxygen sensor 1 in the exhaust manifold to monitor if the engine operation is rich or lean. The ECM
adjusts the injection pulse width according to the sensor voltage signal. For more information about heated
oxygen sensor 1, refer toEC-160
. This maintains the mixture ratio within the range of stoichiometric (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 heated oxygen 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 in order to maintain stabilized fuel combustion.
lDeceleration and acceleration
lHigh-load, high-speed operation
lMalfunction of heated oxygen sensor 1 or its circuit
lInsufficient activation of heated oxygen sensor 1 at low engine coolant temperature
lHigh engine coolant temperature
lDuring warm-up
lAfter shifting from “N” to “D”
lWhen starting the engine
PBIB0121E

EC-26
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ENGINE CONTROL SYSTEM
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 film) and characteristic changes
during operation (i.e., 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 an
increase 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 differences,
wear over time and changes in the usage environment.
FUEL INJECTION TIMING
Two types of systems are used.
Sequential Multiport Fuel Injection System
Fuel is injected into each cylinder during each engine cycle according to the firing order. This system is used
when the engine is running.
Simultaneous Multiport Fuel Injection System
Fuel is injected simultaneously into all four cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The four injectors will then receive the signals two times for each engine cycle.
This system is used when the engine is being started and/or if the fail-safe system (CPU) is operating.
FUEL SHUT-OFF
Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds.
SEF337W

ENGINE CONTROL SYSTEM
EC-27
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Electronic Ignition (EI) SystemEBS00B0S
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
The ignition timing is controlled by the ECM to maintain the best air-
fuel ratio for every running condition of the engine. The ignition tim-
ing data is stored in the ECM. This data forms the map shown.
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.
e.g.,N:1,800rpm,Tp:1.50msec
A°BTDC
During the following conditions, the ignition timing is revised by the
ECM according to the other data stored in the ECM.
lAt starting
lDuring warm-up
lAt idle
lAt low battery voltage
lDuring acceleration
The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed
within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system 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.
Air Conditioning Cut ControlEBS00B0T
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.
Sensor Input Signal to ECMECM func-
tionActuator
Crankshaft position sensor (POS)
Engine speed
Piston position
Ignition
timing con-
trolPower transistor Camshaft position sensor (PHASE)
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Ignition switch Start signal
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery Battery voltage
Wheel sensor Vehicle speed
SEF742M
Sensor Input Signal to ECM ECM function Actuator
Air conditioner switch Air conditioner “ON” signal
Air conditioner
cut controlAir conditioner relay Throttle position sensor Throttle valve opening angle
Crankshaft position sensor (POS) Engine speed
Engine coolant temperature sensor Engine coolant temperature
Ignition switch Start signal
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor Vehicle speed

EC-28
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ENGINE CONTROL SYSTEM
lWhen the accelerator pedal is fully depressed.
lWhen cranking the engine.
lAt high engine speeds.
lWhen the engine coolant temperature becomes excessively high.
lWhen operating power steering during low engine speed or low vehicle speed.
lWhen engine speed is excessively low.
lWhen refrigerant pressure is excessively low or high.
Fuel Cut Control (at No Load and High Engine Speed)EBS00B0U
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm with no load (for example, in neutral and engine speed over 1,800
rpm) fuel will be cut off after some time. The exact time when the fuel is cut off varies based on engine speed.
Fuel cut will operate until the engine speed reaches 1,500 rpm, then fuel cut is cancelled.
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”,EC-24
.
CAN communicationEBS00B0V
SYSTEM DESCRIPTION
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.
FOR A/T MODELS
System Diagram
Input/Output Signal Chart
T: Transmit R: Receive Sensor Input Signal to ECMECM func-
tionActuator
Park/neutral position (PNP) switch Neutral position
Fuel cut
controlFuel injectors Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS) Engine speed
Wheel sensor Vehicle speed
SKIA0884E
Signals ECM TCM
Engine speed signal T R
Engine coolant temperature signal T R

ENGINE CONTROL SYSTEM
EC-29
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ECFOR M/T MODELS
System Diagram
Input/Output Signal Chart
T: Transmit R: Receive Accelerator pedal position signal T R
A/T self-diagnosis signal R TSignals ECM TCM
SKIA0885E
Signals ECMSteering wheel
angle sensor4WD control unitESP/ TCS / ABS
control unit
Engine speed signal T R R
Accelerator pedal position signal T R
ESP operation signal R R T
TCS operation signal R R T
ABS operation signal R R T
Stop lamp switch signalRT
Steering wheel angle sensor signal T R
ESP-OFFSW signalRT
Wheel speed sensor signalRT
4WD Mode signalTR

BASIC SERVICE PROCEDURE
EC-31
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EC
–Check ignition timing.
Throttle Valve Closed Position LearningEBS00B0X
DESCRIPTION
“Throttle Valve Closed Position Learning” is an operation to learn the fully closed position of the throttle valve
by monitoring the throttle position sensor output signal. It must be performed each time harness connector of
electric throttle control actuator or ECM is disconnected.
OPERATION PROCEDURE
1. Make sure that accelerator pedal is fully released.
2. Turn ignition switch “ON”.
3. Turn ignition switch “OFF” wait at least 10 seconds.
Make sure that throttle valve moves during above 10 seconds by confirming the operating sound.
Accelerator Pedal Released Position LearningEBS00BLU
DESCRIPTION
“Accelerator Pedal Released Position Learning” is an operation to learn the fully released position of the accel-
erator pedal by monitoring the accelerator pedal position sensor output signal. It must be performed each time
harness connector of accelerator pedal position sensor or ECM is disconnected.
OPERATION PROCEDURE
1. Make sure that accelerator pedal is fully released.
2. Turn ignition switch “ON” and wait at least 2 seconds.
3. Turn ignition switch “OFF” wait at least 10 seconds.
4. Turn ignition switch “ON” and wait at least 2 seconds.
5. Turn ignition switch “OFF” wait at least 10 seconds.
Idle Air Volume LearningEBS00B0Y
DESCRIPTION
“Idle Air Volume Learning” is an operation to learn the idle air volume that keeps each engine within the spe-
cific range. It must be performed under any of the following conditions:
lEach time electric throttle control actuator or ECM is replaced.
lIdle speed or ignition timing is out of specification.
SEF166Y
PBIB0514E

BASIC SERVICE PROCEDURE
EC-33
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7. Make sure that “CMPLT” is displayed on CONSULT-II screen. If
“INCMP” is displayed, “Idle Air Volume Learning” will not be car-
ried out successfully. In this case, find the cause of the problem
by referring to the “Diagnostic Procedure” below.
8. Rev up the engine two or three times and make sure that idle
speed and ignition timing are within the specifications.
Without CONSULT-II
NOTE:
lIt is better to count the time accurately with a clock.
lIt is impossible to switch the diagnostic mode when an accelerator pedal position sensor circuit
has a malfunction.
1. PerformEC-31, "
Accelerator Pedal Released Position Learning".
2. PerformEC-31, "
Throttle Valve Closed Position Learning".
3. Start engine and warm it up to normal operating temperature.
4. Check that all items listed under the topic “PRE-CONDITIONING” (previously mentioned) are in good
order.
5. Turn ignition switch “OFF” and wait at least 10 seconds.
6. Confirm that accelerator pedal is fully released, turn ignition switch “ON” and wait 3 seconds.
7. Repeat the following procedure quickly five times within 5 seconds.
a. Fully depress the accelerator pedal.
b. Fully release the accelerator pedal.
8. Wait 7 seconds, fully depress the accelerator pedal and keep it for approx. 20 seconds until the MI stops
blinking and turned ON.
9. Fully release the accelerator pedal within 3 seconds after the MI goes off.
10. Start engine and let it idle.
11. Wait 20 seconds.
12. Rev up the engine two or three times and make sure that idle speed and ignition timing are within the
specifications.
13. If idle speed and ignition timing are not within the specification, the result will be incomplete. In this case,
find the cause of the problem by referring to the “Diagnostic Procedure” below.
ITEM SPECIFICATION
Idle speed M/T: 650±50 rpm
A/T: 700±50 rpm (in “P” or “N” position)
Ignition timing M/T: 14±5°BTDC
A/T: 16±5°BTDC (in “P” or “N” position)
SEF455Y
ITEM SPECIFICATION
Idle speed M/T: 650±50 rpm
A/T: 700±50 rpm (in “P” or “N” position)
Ignition timing M/T: 14±5°BTDC
A/T: 16±5°BTDC (in “P” or “N” position)
PBIB0665E

EC-36
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOSTIC (OBD) SYSTEM
PFP:00028
IntroductionEBS00BM5
The ECM has an on board diagnostic system, which detects malfunctions related to engine sensors or actua-
tors. The ECM also records various emission-related diagnostic information including:
The above information can be checked using procedures listed in the table below.
´: Applicable —: Not applicable
*1: 1st trip DTCs for self-diagnoses concerning SRT items cannot be shown on the GST display.
*2: When DTC and 1st trip DTC simultaneously appear on the display, they cannot be clearly distinguished from each other.
The malfunction indicator (MI) on the instrument panel lights up when the same malfunction is detected in two
consecutive trips (Two trip detection logic), or when the ECM enters fail-safe mode. (Refer toEC-62
.)
Two Trip Detection LogicEBS00BM6
When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MI will not light up at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MI lights up. The MI lights up at the same time when the DTC is stored. <2nd trip>
The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed during
vehicle operation. Specific on board diagnostic items will cause the ECM to light up or blink the MI, and store
DTC and Freeze Frame data, even in the 1st trip, as shown below.
´: Applicable —: Not applicable
*1: Except “ECM”Emission-related diagnostic information ISO Standard
Diagnostic Trouble Code (DTC) Mode 3 of ISO 15031-5
Freeze Frame data Mode 2 of ISO 15031-5
System Readiness Test (SRT) code Mode 1 of ISO 15031-5
1st Trip Diagnostic Trouble Code (1st Trip DTC) Mode 7 of ISO 15031-5
1st Trip Freeze Frame data
Test values and Test limits Mode 6 of ISO 15031-5
Calibration ID Mode 9 of ISO 15031-5
DTC 1st trip DTCFreeze Frame
data1st trip Freeze
Frame dataSRT code Test value
CONSULT-II´´ ´ ´ ´—
GST´´*1´—´´
ECM´´*2 — — — —
ItemsMI DTC 1st trip DTC
1st trip 2nd trip
1st trip
displaying2nd trip
displaying1st trip
displaying2nd trip
display-
ing BlinkingLighting
upBlinkingLighting
up
Misfire (Possible three way cata-
lyst damage) — DTC: P0300 -
P0304 is being detected´———— —´—
Misfire (Possible three way cata-
lyst damage) — DTC: P0300 -
P0304 is being detected——´——´——
Fail-safe items (Refer toEC-62
.) —´——´*1 —´*1 —
Except above — — —´—´´—