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

658