Juke F15 (2012 year). Service Repair Manual — part 115

SYSTEM

EC-49

< SYSTEM DESCRIPTION >

[MR16DDT ]

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*1: This sensor is not used to control the engine system under normal conditions.

*2: CVT models

*3: M/T models

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

SYSTEM DESCRIPTION

The adoption of the direct fuel injection method enables more accurate adjustment of fuel injection quantity by
injecting atomized high-pressure fuel directly into the cylinder. This method allows high-powered engine, low
fuel consumption, and emissions-reduction.
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, intake air, fuel rail pressure and boost) from the crankshaft position sensor,
camshaft position sensor, mass air flow sensor, fuel rail pressure sensor and the turbocharger boost 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.

<Fuel increase>

• During warm-up
• When starting the engine
• During acceleration
• Hot-engine operation
• When selector lever position is changed from N to D (CVT models)
• High-load, high-speed operation

Sensor

Input signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

*4

Fuel injection
& mixture ra-
tio control

Fuel injector

Camshaft position sensor (PHASE)

Camshaft position

Mass air flow sensor

Amount of intake air

Intake air temperature sensor 1

Intake air temperature

Engine coolant temperature sensor

Engine coolant temperature

Air fuel ratio (A/F) sensor 1

Density of oxygen in exhaust gas

Fuel rail pressure sensor

Fuel rail pressure

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*4

Knock sensor

Engine knocking condition

Heated oxygen sensor 2

*1

Density of oxygen in exhaust gas

Transmission range switch

*2

Gear position

Park/neutral position (PNP) switch

*3

G sensor

*3

Inclination angle

Turbocharger boost sensor

Turbocharger boost

TCM

*2

CAN commu-
nication

G sensor signal

ABS actuator and electric unit (control unit)

CAN commu-
nication

• Wheel speed signal
• EPS/TCS operation command

BCM

CAN commu-
nication

A/C ON signal

Combination meter

CAN commu-
nication

Vehicle speed signal

EC-50

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

<Fuel decrease>

• During deceleration
• During high engine speed operation

FUEL INJECTION CONTROL

Stratified-charge Combustion

Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting
fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and form-
ing fuel-free airspace around the mixture.
Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is injected during intake process so that combus-
tion occurs in the entire combustion chamber, as is common with conventional methods.
As for a start except for starts with the engine cold, homogeneous combustion occurs.

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 better reduce CO, HC and NOx emissions. This system uses A/F sen-
sor 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 A/F sensor 1, refer to

EC-39, "Air Fuel Ratio (A/F) Sensor 1"

. 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 A/F 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.

- 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 (CVT models)
- 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 controls the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mixture 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., fuel 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 A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-

PBIB2793E

SYSTEM

EC-51

< SYSTEM DESCRIPTION >

[MR16DDT ]

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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 carried out over time to compensate for continual deviation
of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-
ences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

Sequential Direct Injection Gasoline System

Fuel is injected into each cylinder during each engine cycle accord-
ing to the ignition order.

STRATIFIED-CHARGE START CONTROL

The use of the stratified-charge combustion method enables emissions-reduction when starting the engine
with engine coolant temperature between 5

°

C (41

°

F) and 40

°

C (104

°

F).

FUEL SHUT-OFF

Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or oper-
ation of the vehicle at excessively high speed.

FUEL PRESSURE CONTROL

FUEL PRESSURE CONTROL : System Diagram

INFOID:0000000006417212

FUEL PRESSURE CONTROL : System Description

INFOID:0000000006417213

INPUT/OUTPUT SIGNAL CHART

JPBIA4704GB

JPBIA4705GB

EC-52

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

*: ECM determines the start signal status by the engine speed signal and battery voltage.

CVT models

System Description

Low fuel pressure control

• The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent

to the high pressure fuel pump.

• Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by
the camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a signal
received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet check
valve to control fuel rail pressure.

M/T models

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Fuel injection
& mixture ratio
control

Fuel injector

Camshaft position sensor (PHASE)

Camshaft position

Fuel rail pressure sensor

Fuel rail pressure

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

JPBIA4706GB

SYSTEM

EC-53

< SYSTEM DESCRIPTION >

[MR16DDT ]

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System Description

Low fuel pressure control

• The low fuel pressure pump is controlled by the fuel pump control module (FPCM) and pumps fuel according

to a driving condition. The pumped fuel passes through the fuel filter and is sent to the high pressure fuel
pump. FPCM controls the low pressure fuel pump, according to a signal from ECM as shown in the table
below.

• Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by
the camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a signal
received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet check
valve to control fuel rail pressure.

ELECTRIC IGNITION SYSTEM

JPBIA4707GB

Conditions

Amount of fuel flow

Supplied voltage

After a laps of 1 second after ignition ON

OFF

0 V

• For 1 second after ignition ON (engine coolant temperature is 5

°

C

(41

°

F) or less, or 40

°

C (104

°

F) or more)

• For 1 second after turning ignition switch ON

Low

Approximately 8.5 V

• For 1 second after ignition ON (engine coolant temperature is 5

°

C

(41

°

F) or more, or 40

°

C (104

°

F) or less)

• Engine cranking
• Engine coolant temperature is below 10

°

C (50

°

F)

• Engine is running under high load and high speed conditions

High

Battery voltage

(11 – 14 V)

Except the above

Mid

Approximately 10 V

EC-54

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

ELECTRIC IGNITION SYSTEM : System Diagram

INFOID:0000000006416781

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000006416782

INPUT/OUTPUT SIGNAL CHART

*1: CVT models

*2: M/T models

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

SYSTEM DESCRIPTION

Firing order: 1 - 3 - 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.

JPBIA4708GB

Sensor

Input Signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

*3

Piston position

Ignition tim-
ing control

Ignition coil (with power tran-
sistor)

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

Turbocharger boost sensor

Turbocharger boost

Transmission range switch

*1

Gear position

Park/neutral position (PNP) switch

*2

Battery

Battery voltage

*

Knock sensor

Engine knocking condition

Combination meter

CAN commu-
nication

Vehicle speed signal

SYSTEM

EC-55

< SYSTEM DESCRIPTION >

[MR16DDT ]

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The ECM receives information such as the injection pulse width and camshaft position sensor (PHASE) sig-
nal. Computing this information, ignition signals are transmitted to the power transistor.
During the following conditions, the ignition timing is revised 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.

INTAKE VALVE TIMING CONTROL

INTAKE VALVE TIMING CONTROL : System Diagram

INFOID:0000000006485685

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000006485686

INPUT/OUTPUT SIGNAL CHART

JPBIA4760GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Intake valve tim-
ing control

Intake valve timing con-
trol solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Engine coolant temperature sensor

Engine coolant temperature

Combination meter

CAN commu-
nication

Vehicle speed

EC-56

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake-
valve.
The ECM receives signals such as crankshaft position, 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 possible 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.

EXHAUST VALVE TIMING CONTROL

EXHAUST VALVE TIMING CONTROL : System Diagram

INFOID:0000000006485682

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000006485683

INPUT/OUTPUT SIGNAL CHART

JPBIA4709GB

JPBIA4761GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Exhaust valve
timing control

Exhaust valve timing control
solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Exhaust valve timing control position
sensor

Exhaust valve timing signal

Combination meter

CAN commu-
nication

Vehicle speed signal

SYSTEM

EC-57

< SYSTEM DESCRIPTION >

[MR16DDT ]

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SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust
valve.
The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine oil tem-
perature. Then, the ECM sends ON/OFF pulse duty signals to the exhaust valve timing (EVT) control solenoid
valve depending on driving status. This makes it possible to control the shut/open timing of the exhaust valve
to increase engine torque and output in a range of high engine speed.

TURBOCHARGER BOOST CONTROL

TURBOCHARGER BOOST CONTROL : System Diagram

INFOID:0000000006417255

TURBOCHARGER BOOST CONTROL : System Description

INFOID:0000000006417256

INPUT/OUTPUT SIGNAL CHART

JPBIA4710GB

JPBIA4711GB

EC-58

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

SYSTEM DESCRIPTION

Depending on driving conditions, the ECM performs ON/OFF duty control of the turbocharger boost control
solenoid valve and controls the boost by adjusting the pressure to the diaphragm of the boost control actuator.
When driving conditions demand an increase in boost, the ECM prolongs the ON time of the turbocharger
boost control solenoid valve and moves the boost control valve towards the closing direction by reducing the
pressure in the diaphragm of the boost control actuator. The emission gas to the turbine wheel is then
increased. When driving conditions demand a decrease in boost, the ECM shortens the ON time of the turbo-
charger boost control solenoid valve and moves the boost control valve towards the opening position by
increasing the pressure in the diaphragm of the boost control actuator. The emission bypassing to the turbine
wheel is then increased. Thus, by performing the most optimal boost control, the ECM improves engine output
and response.
NOTE:
The boost varies depending on the vehicle and driving conditions.

BOOST CONTROL ACTUATOR LINE DRAWING

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

Turbocharger boost
control

Turbocharger boost control
solenoid valve

↓

Boost control actuator

Camshaft position sensor (PHASE)

Mass air flow sensor

Amount of intake air

Intake air temperature sensor 1

Intake air temperature

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Turbocharger boost sensor

Turbocharger boost

Intake air temperature sensor 2

Intake air temperature

Atmospheric pressure sensor

Atmospheric pressure

1.

Turbocharger

2.

Boost control actuator

3.

Turbocharger boost control solenoid
valve

4.

Recirculation valve

5.

Turbocharger boost sensor
(with intake air temperature sensor 2)

: Vehicle front

JPBIA4717ZZ

SYSTEM

EC-59

< SYSTEM DESCRIPTION >

[MR16DDT ]

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gram

INFOID:0000000006548542

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription

INFOID:0000000006548543

INPUT/OUTPUT SIGNAL CHART

SYSTEM DESCRIPTION

• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-

sure by the oil pressure warning lamp a before the engine becomes damaged.

• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits

an oil pressure warning lamp signal to the combination meter.The combination meter turns ON the oil pres-
sure warning lamp, according to the signal.

*: When detecting a normal engine oil pressure, ECM turns OFF the oil pressure warning lamp.

AIR CONDITIONING CUT CONTROL

JSBIA0704GB

Sensor

Input signal to ECM

ECM function

Actuator

Engine oil pressure sensor

Engine pressure

Engine protection control
• Oil pressure warning lamp

signal

Combination meter
• Oil pressure warning lamp

Crankshaft position sensor
(POS)

Engine speed

Decrease in engine oil

pressure

Engine speed

Combination meter

Oil pressure warning lamp

Detection

Less than 1,000 rpm

ON*

1,000 rpm or more

ON

EC-60

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

AIR CONDITIONING CUT CONTROL : System Diagram

INFOID:0000000006416785

AIR CONDITIONING CUT CONTROL : System Description

INFOID:0000000006416786

INPUT/OUTPUT SIGNAL CHART

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

SYSTEM DESCRIPTION

This system improves engine operation 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.

JSBIA0320GB

Sensor

Input Signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Air conditioner
cut control

IPDM E/R

↓

Air conditioner relay

↓

Compressor

Camshaft position sensor (PHASE)

Engine coolant temperature sensor

Engine coolant temperature

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

Refrigerant pressure sensor

Refrigerant pressure

EPS control unit

CAN commu-
nication

EPS operation signal

Combination meter

CAN commu-
nication

Vehicle speed signal

BCM

CAN commu-
nication

A/C ON signal

SYSTEM

EC-61

< SYSTEM DESCRIPTION >

[MR16DDT ]

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COOLING FAN CONTROL

COOLING FAN CONTROL : System Diagram

INFOID:0000000006416794

COOLING FAN CONTROL : System Description

INFOID:0000000006575260

INPUT/OUTPUT SIGNAL CHART

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

SYSTEM DESCRIPTION

ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, A/C ON signal
and refrigerant pressure.
Cooling fan control signal is sent to IPDM E/R from ECM by CAN communication line. Then, IPDM E/R sends
ON/OFF pulse duty signal to cooling fan control module. Corresponding to this ON/OFF pulse duty signal,
cooling fan control module gives cooling fan motor operating voltage to cooling fan motors. Cooling fan speed
is controlled by duty cycle of cooling fan motor operating voltage sent from cooling fan control module.

STARTER MOTOR DRIVE CONTROL

JPBIA4759GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Cooling fan
control

IPDM E/R

↓

Cooling fan control mod-
ule

↓

Cooling fan motor

Camshaft position sensor (PHASE)

Engine coolant temperature sensor

Engine coolant temperature

Refrigerant pressure sensor

Refrigerant pressure

Battery

Battery voltage

*

Combination meter

CAN commu-
nication

Vehicle speed signal

BCM

CAN commu-
nication

A/C ON signal

EC-62

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

STARTER MOTOR DRIVE CONTROL : System Diagram

INFOID:0000000006546741

STARTER MOTOR DRIVE CONTROL : System Description

INFOID:0000000006546742

INPUT/OUTPUT SIGNAL CHART

*: With Intelligent Key system

SYSTEM DESCRIPTION

When rapid deceleration occurs during engine runs or idle speed decreases due to heavy load conditions,
ECM detects a decrease in idle speed and restarts the engine to secure reliability in handleability by transmit-
ting a cranking request signal to IPDM E/R for activating the starter motor under the following conditions:
• Selector lever: P or any position other than N
• Idle switch: ON (Accelerator pedal not depressed)
• Brake switch: ON (Brake pedal depressed)
Models with no Intelligent Key System transmit a control signal directly to IPDM E/R. On the other hand, mod-
els with the Intelligent Key System transmit a control signal to IPDM E/R by way of BCM via CAN communica-
tion.
IPDM E/R detects an operating state of the starter motor relay and the starter motor control relay and trans-
mits a feed back signal to ECM via CAN Communication.

EVAPORATIVE EMISSION SYSTEM

JPBIA4762GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

• Engine speed
• Piston position

Starter motor
drive control

• BCM

*

• IPDM E/R

(Starter relay & start-
er control relay)

Camshaft position sensor (PHASE)

Engine coolant temperature sensor

Engine coolant temperature

Accelerator pedal position sensor

Accelerator pedal position

Transmission range switch

Gear position

Stop lamp switch

Brake pedal position

Combination meter

CAN commu-
nication

Vehicle speed signal

SYSTEM

EC-63

< SYSTEM DESCRIPTION >

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EVAPORATIVE EMISSION SYSTEM : System Diagram

INFOID:0000000006548619

EVAPORATIVE EMISSION SYSTEM : System Description

INFOID:0000000006548620

INPUT/OUTPUT SIGNAL CHART

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

JSBIA0322GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

EVAP canister
purge flow control

EVAP canister purge vol-
ume control solenoid valve

Camshaft position sensor (PHASE)

Mass air flow sensor

Amount of intake air

Engine coolant temperature sensor

Engine coolant temperature

Air fuel ratio (A/F) sensor 1

Density of oxygen in exhaust gas
(Mixture ratio feedback signal)

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

Combination meter

CAN commu-
nication

Vehicle speed signal

EC-64

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

SYSTEM DESCRIPTION

The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not operating 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 also shuts off the vapor purge line during decelerating and
idling.

AUTOMATIC SPEED CONTROL DEVICE (ASCD)

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Diagram

INFOID:0000000006416789

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Description

INFOID:0000000006416790

INPUT/OUTPUT SIGNAL CHART

PBIB3039E

JPBIA4713GB