engine INFINITI QX56 2009 Factory Service Manual

MULTIPORT FUEL INJECTION SYSTEMEC-29
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MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system prov
ides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst (manifold) can then better r educe CO, HC and NOx emissions. This system uses air
fuel ratio (A/F) sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The
ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about air
fuel ratio (A/F) sensor 1, refer to EC-136
. 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 th ree way catalyst (manifold). Even if the switching
characteristics of air fuel ratio (A/F) sensor 1 shift, t he 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.
 Deceleration and acceleration
 High-load, high-speed operation
 Malfunction of A/F sensor 1 or its circuit
 Insufficient activation of A/F sensor 1 at low engine coolant temperature
 High engine coolant temperature
 During warm-up
 After shifting from N to D
 When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM cont rols the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mi xture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-
ing 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 co mpared 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 compensati on used to maintain the mixture ratio at its theoretical
value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-
oretical 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 ca rried 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.
PBIB3020E
Revision: December 20092009 QX56

EC-30
< FUNCTION DIAGNOSIS >[VK56DE]
MULTIPORT FUEL INJECTION SYSTEM
FUEL INJECTION TIMING
Two types of systems are used.
Sequential Multiport Fuel Injection System
Fuel is injected into each cylinder during each engine cycl
e 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 eight cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The eight fuel 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, operation of the engine at excessively high speeds or oper-
ation of the vehicle at excessively high speed.
PBIB0122E
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ELECTRIC IGNITION SYSTEMEC-31
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ELECTRIC IGNITION SYSTEM
System DescriptionINFOID:0000000003771304
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
Firing order: 1 - 8 - 7 - 3 - 6 - 5 - 4 -2
The ignition timing is controlled by the ECM to maintain
the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM.
The ECM receives information such as the injection pulse width and camshaft position sensor signal. Comput-
ing this information, ignition signals are transmitted to the power transistor.
During the following conditions, the ignition timing is revi sed by the ECM according to the other data stored in
the ECM.
 At starting
 During warm-up
At idle
 At low battery voltage
 During 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.
Sensor Input signal to ECM ECM function Actuator
Crankshaft position sensor (POS) Engine speed*
2
Piston position
Ignition timing
controlPower 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
Knock sensor Engine knocking
TCM Gear position
Battery
Battery voltage*
2
Wheel sensor
Vehicle speed*1
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EC-32
< FUNCTION DIAGNOSIS >[VK56DE]
AIR CONDITIONING CUT CONTROL
AIR CONDITIONING CUT CONTROL
Input/Output Signal ChartINFOID:0000000003771305
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
System DescriptionINFOID:0000000003771306
This system improves engine operati
on when the air conditioner is used.
Under the following conditions, the air conditioner is turned OFF.
 When the accelerator pedal is fully depressed.
 When cranking the engine.
 At high engine speeds.
 When the engine coolant temperature becomes excessively high.
 When operating power steering during low engine speed or low vehicle speed.
 When engine speed is excessively low.
 When refrigerant pressure is excessively low or high.
Sensor Input Signal to ECM ECM function Actuator
Air conditioner switch Air conditioner ON signal*
1
Air conditioner
cut controlAir conditio
ner relay
Accelerator pedal position sensor Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)
Engine speed*
2
Engine coolant temperature sensor Engine coolant temperature
Battery
Battery voltage*
2
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor
Vehicle speed*
1
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AUTOMATIC SPEED CONTROL DEVICE (ASCD)EC-33
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AUTOMATIC SPEED CONTROL DEVICE (ASCD)
System DescriptionINFOID:0000000003771307
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line
BASIC ASCD SYSTEM
Refer to Owner's Manual for ASCD operating instructions.
Automatic Speed Control Device (ASCD) allows a dr
iver to keep vehicle at predetermined constant speed
without depressing accelerator pedal. Driver can set vehicle speed in advance between approximately 40 km/
h (25 MPH) and 144 km/h (89 MPH).
ECM controls throttle angle of electric thro ttle control actuator to regulate engine speed.
Operation status of ASCD is indicated by CRUISE i ndicator and SET indicator in combination meter. If any
malfunction occurs in ASCD system, it automatically deactivates control.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
SET OPERATION
Press MAIN switch. (The CRUISE indicator in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 144 km/h (89
MPH), press SET/COAST switch. (Then SET indi cator in combination meter illuminates.)
ACCELERATE OPERATION
If the RESUME/ACCELERATE switch is pressed during cruise control driving, increase the vehicle speed until
the switch is released or vehicle speed reac hes maximum speed controlled by the system.
And then ASCD will keep the new set speed.
CANCEL OPERATION
When any of following conditions exist, cruise operation will be canceled.
 CANCEL switch is pressed
 More than 2 switches at ASCD steering switch are pressed at the same time (Set speed will be cleared)
 Brake pedal is depressed
 Selector lever is changed to N, P, R position
 Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed
 VDC system is operated
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.
 Engine coolant temperature is slightly higher than t he normal operating temperature, CRUISE indicator may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE indicator will
stop blinking and the cruise operation will be able to work by pressing SET/COAST switch or RESUME/
ACCELERATE switch.
 Malfunction for some self-diagnoses regarding ASCD control: SET indicator will blink quickly.
If MAIN switch is turned to OFF during ASCD is activated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.
COAST OPERATION
When the SET/COAST switch is pressed during cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
Sensor Input signal to ECM ECM function Actuator
ASCD brake switch Brake pedal operation
ASCD vehicle speed controlElectric throttle control
actuator
Stop lamp switch Brake pedal operation
ASCD steering switch ASCD steering switch operation
Wheel sensor Vehicle speed*
TCM
Gear position
Powertrain revolution*
Revision: December 20092009 QX56

EC-36
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COOLING FAN CONTROL
COOLING FAN CONTROL
DescriptionINFOID:0000000003771310
SYSTEM DESCRIPTION
Cooling Fan Control
*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.
The ECM controls the cooling fan corresponding to the
vehicle speed, engine coolant temperature, refrigerant
pressure, and air conditioner ON signal. The c ontrol system has 2-step control [HI/OFF].
Cooling Fan Operation
Sensor Input signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed*
1
Cooling fan
controlIPDM E/R
(Cooling fan relay)
Battery
Battery voltage*
1
Wheel sensorVehicle speed*2
Engine coolant temperature sensor Engine coolant temperature
Air conditioner switchAir conditioner ON signal*
2
Refrigerant pressure sensor Refrigerant pressure
PBIB2060E
Revision: December 20092009 QX56

EVAPORATIVE EMISSION SYSTEMEC-37
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EVAPORATIVE EMISSION SYSTEM
DescriptionINFOID:0000000003771311
SYSTEM DESCRIPTION
The evaporative emission system is us
ed to reduce hydrocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accompli shed by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into t he EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not oper ating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating. EVAP canister purge volume control solenoid valve is controlled by ECM. When the
engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is
proportionally regulated as the air flow increases.
EVAP canister purge volume control solenoid valve al so shuts off the vapor purge line during decelerating and
idling.
PBIB1631E
Revision: December 20092009 QX56

EC-40
< FUNCTION DIAGNOSIS >[VK56DE]
INTAKE VALVE TIMING CONTROL
INTAKE VALVE TIMING CONTROL
DescriptionINFOID:0000000003771312
SYSTEM DESCRIPTION
*: This signal is sent to the ECM through CAN communication line
This mechanism hydraulically controls cam phases c
ontinuously with the fixed operating angle of the intake
valve.
The ECM receives signals such as crankshaft posit ion, camshaft position, engine speed, and engine coolant
temperature. Then, the ECM sends ON /OFF pulse duty signals to the intake valve timing (IVT) control sole-
noid valve depending on driving status. This makes it po ssible to control the shut/open timing of the intake
valve to increase engine torque in low/mid speed range and output in high-speed range.
Sensor Input signal to ECM function ECM Actuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed
Intake valve
timing controlIntake valve timing control
solenoid valve
Intake valve timing control position sensor Intake valve timing signal
Engine coolant temperature sensor Engine coolant temperature
Wheel sensor Vehicle speed*
PBIB3276E
Revision: December 20092009 QX56

ON BOARD DIAGNOSTIC (OBD) SYSTEMEC-41
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
IntroductionINFOID:0000000003771313
The ECM has an on board diagnostic system, which detects
malfunctions related to engine sensors or actua-
tors. The ECM also records various emis sion-related diagnostic information including:
The above information can be checked using procedures listed in the table below.
× : Applicable —: Not applicable
*: When DTC and 1st trip DTC simultaneously appear on the display, they cannot be clearly distinguished from each other.
The malfunction indicator lamp (MIL) 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 to EC-453,
"Fail-Safe Chart".)
Two Trip Detection LogicINFOID:0000000003771314
When a malfunction is detected for the first time, 1st tr ip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MIL 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 MIL lights up. The MIL lights up at the same time when the DTC is stored. <2nd
trip> The “trip” in the “Two Trip Detection Logic” m eans a driving mode in which self-diagnosis is performed
during vehicle operation. Specific on board diagnostic item s will cause the ECM to light up or blink the MIL,
and store DTC and Freeze Frame data, even in the 1st trip, as shown below.
× : Applicable —: Not applicable
When there is an open circuit on MIL circuit, the ECM c annot warn the driver by lighting up MIL when there is
malfunction on engine control system.
Emission-related diagnostic information Diagnostic service
Diagnostic Trouble Code (DTC) Service $03 of SAE J1979
Freeze Frame data Service $02 of SAE J1979
System Readiness Test (SRT) code Service $01 of SAE J1979
1st Trip Diagnostic Trou ble Code (1st Trip DTC) Service $07 of SAE J1979
1st Trip Freeze Frame data
Test values and Test limi ts Service $06 of SAE J1979
Calibration ID Servic e $09 of SAE J1979
DTC 1st trip DTCFreeze
Frame data 1st trip Freeze
Frame data SRT code SRT status Test value
CONSULT-III ×× × × × × —
GST ×× × —×××
ECM ××*— — — ×—
Items MIL DTC 1st trip DTC
1st trip 2nd trip 1st trip
displaying 2nd trip
displaying 1st trip
displaying 2nd trip
display- ing
Blinking Lighting
up Blinking Lighting
up
Misfire (Possible three way catalyst
damage) — DTC: P0300 - P0308 is
being detected ×
———— — ×—
Misfire (Possible three way catalyst
damage) — DTC: P0300 - P0308 is
being detected ——
×—— ×——
One trip detection diagnoses (Re-
fer to EC-456, "DTC Index"
.) —
×—— ×———
Except above — — — ×— ×× —
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EC-42
< FUNCTION DIAGNOSIS >[VK56DE]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
Therefore, when electrical controlled throttle and part
of ECM related diagnoses are continuously detected as
NG for 5 trips, ECM warns the driver that engine cont rol system malfunctions and MIL circuit is open by means
of operating fail-safe function.
The fail-safe function also operates when above diagnos es except MIL circuit are detected and demands the
driver to repair the malfunction.
Emission-related Diagnostic InformationINFOID:0000000003771315
DTC AND 1ST TRIP DTC
The 1st trip DTC (whose number is the same as the DT C number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previous ly, and the 1st trip DTC did not reoccur, the 1st trip
DTC will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is stored in the ECM memory. The MIL will not
light up (two trip detection logic). If the same malfunc tion is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are stored in t he ECM memory and the MIL lights up. In other words,
the DTC is stored in the ECM memory and the MIL light s up when the same malfunction occurs in two consec-
utive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd
trips, only the 1st trip DTC will continue to be stored. Fo r malfunctions that blink or light up the MIL during the
1st trip, the DTC and 1st trip DTC are stored in the ECM memory.
Procedures for clearing the DTC and the 1st trip DT C from the ECM memory are described in "HOW TO
ERASE EMISSION-RELATED DI AGNOSTIC INFORMATION".
For malfunctions in which 1st trip DTCs are displa yed, refer to "EMISSION-RELATED DIAGNOSTIC INFOR-
MATION ITEMS". These items are required by legal regulations to continuously monitor the system/compo-
nent. In addition, the items monitored non-cont inuously are also displayed on CONSULT-III.
1st trip DTC is specified in Service $07 of SAE J1979. 1st trip DTC detection occurs without lighting up the MIL
and therefore does not warn the driver of a malfunction. However, 1st trip DTC detection will not prevent the
vehicle from being tested, for example during Inspection/Maintenance (I/M) tests.
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step 2, refer to EC-8, "Trouble Diagnosis Introduction"
. Then per-
form DTC Confirmation Procedure or Overall Function Che ck to try to duplicate the malfunction. If the mal-
function is duplicated, the item requires repair.
How to Read DTC and 1st Trip DTC
DTC and 1st trip DTC can be read by the following methods.
With CONSULT-III
With GST
CONSULT-III or GST (Generic Scan Tool ) Examples: P0340, P0850, P1148, etc.
These DTCs are prescribed by SAE J2012.
(CONSULT-III also displays the malfunctioning component or system.)
No Tools
The number of blinks of the MIL in the Diagnostic Test Mode II (Self-Diagnostic Results) indicates the DTC.
Example: 0340, 0850, 1148, etc.
These DTCs are controlled by NISSAN.
 1st trip DTC No. is the same as DTC No.
 Output of a DTC indicates a malfunct ion. However, GST or the Diagnostic Test Mode II do not indi-
cate whether the malfunction is still occurring or h as occurred in the past and has returned to nor-
mal. CONSULT-III can identify ma lfunction status as shown below. Therefore, using CONSULT-III (if
available) is recommended.
DTC or 1st trip DTC of a malfunction is display ed in SELF-DIAGNOSTIC RESULTS mode of CONSULT-III.
Time data indicates how many times the vehicle was driven after the last detection of a DTC.
If the DTC is being detected currently, the time data will be [0].
If a 1st trip DTC is stored in t he ECM, the time data will be [1t].
FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA
The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut
Revision: December 20092009 QX56