INPUT/OUTPUT SIGNAL CHART

Sensor | Input Signal to ECM | ECM function | Actuator
Crankshaft position sensor (POS) | Engine speed*3 Piston position | Fuel injection & mixture ratio control | Fuel injector
Camshaft position sensor (PHASE)
Mass air flow sensor | Amount of intake air
Intake air temperature sensor | Intake air temperature
Turbocharger boost sensor | Turbocharger boost
Engine coolant temperature sensor | Engine coolant temperature
Air fuel ratio (A/F) sensor 1 | Density of oxygen in exhaust gas
Throttle position sensor | Throttle position
Accelerator pedal position sensor | Accelerator pedal position
TCM | Gear position
Battery | Battery voltage*3
Knock sensor | Engine knocking condition
Power steering pressure sensor | Power steering operation
Heated oxygen sensor 2*1 | Density of oxygen in exhaust gas
Combination meter | Vehicle speed*2
ABS actuator and electric unit (control unit) | VDC/TCS operation command*2
A/C auto amp. | Air conditioner operation*2
*1: This sensor is not used to control the engine system under normal conditions.
*2: This signal is sent to the ECM via the CAN communication line.
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.

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, intake air and boost) from the crankshaft position sensor (POS), camshaft position sensor (PHASE), mass air flow 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 operating conditions as listed below.
<Fuel increase>

- During warm-up
- When starting the engine
- During acceleration
- Hot-engine operation
- When selector lever is changed from N to A
- High-load, high-speed operation

<Fuel decrease>

- During deceleration
- During high engine speed operation

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system provides the best air-fuel mixture ratio for derivatively and emission control. The three way catalyst 1 can better reduce CO, HC and NOx emissions. This system uses 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 A/F sensor 1, refer to Description (GT-R certified NISSAN dealer). 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 1. 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 ControlThe 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
- 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 A
- 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 theoretical 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 during 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 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 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 differences, wear over time and changes in the usage environment.
FUEL INJECTION TIMING
Two types of systems are used.

- Sequential Multiport Fuel Injection SystemFuel 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 SystemFuel is injected simultaneously into all six cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM.The six 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 operation of the vehicle at excessively high speeds.