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13BMSP Controls

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alex-aleyan edited this page Jun 21, 2022 · 4 revisions

RESUME AT PAGE 169 (HO2S)

Table of Contents

* [Engine Overview](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#engine-overview)
* [Intake](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#intake)
* [Fuel](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#fuel)
* [Ignition](https://github.com/alex-aleyan/wenkel/wiki/13BMSP-Controls#ignition)
* [Air Pump](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#secondary-air-injection)
* [Metering Oil Pump](https://github.com/alex-aleyan/wenkel/wiki/Engine-Controls#metering-oil-pump)
* [Exhaust & H2OS](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#exhaust)
* [Cooling](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#cooling)
* [Neutral Switch](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#neutral-switch)
* [Clutch Pedal Position Switch](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#clutch-pedal-position-switch)
* [Accelerator Pedal Position Sensor](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#accelerator-pedal-position-switch)
* [Starting](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#Starting)
* [Charging](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#Charging)
* [Metering Oil Pump](https://github.com/alex-aleyan/wenkel/wiki/ENGINE-CONTROLS#metering-oil-pump)

Engine Overview:

  • High Performance RENESIS 13B-MSP) JM1 FE 17364 0 XXXXXX:
  • Compression Ration: 10.0
  • Compression Pressure: 120psi @ 250rpm

Main Relay:

  • Main Relay is turned on in the KEY ON position.
  • Turning key from ON to OFF positions, the Main Relay turns on for a few minutes to run:
    • fully closed throttle learning function.
    • metering oil pump control function.
    • electrical fan after-cleaning function.
    • EVAP system leak detection function.

Intake

  • Three intake ports per combustion chamber (primary, secondary and auxiliary):

  • Sequential Dynamic Intake System (S-DAIS) for controlling the secondary and auxiliary ports.

  • Variable Intake Valve.

  • primary intake is used at low rpm only.

  • Operation:

    • at 3750 rpm, the Secondary Shutter Valve (SSV) opens up the secondary port:

      • Solenoid switches from OFF/De-energized/BARO to ON/Energized/Vacuum.

      • Vacuum is fed to SSV Actuator to allow air in thru the Secondary Port, and Secondary Fuel Injection is activated.

      • Utilizes SSV Switch to detect whether the SSV is open or closed:

        • When the SSV is closed, the SSV switch contact closes (ON) and the PCM detects a voltage of 0V.
        • When the SSV is open, the SSV switch contact opens (OFF) and the PCM detects a voltage of 12V.
    • at 5500 rpm, the Variable Fresh Air Duct (FAD|VFAD) opens a special valve to shorten the air intake manifold:
      • Solenoid switches from OFF/De-energized/Vacuum to ON/Energized/BARO.
    • at 6250 rpm and ECT>(68F/20C), the Auxiliary Port Valve (APV) opens up:

      • Duty signal is set to the APV motor and APV gradually opens.

      • If the APV-Open condition is not met based on the APV position sensor feedback - minus duty signal is sent to the APV motor reversing the motor and closing the APV.

      • APV Position Sensor:

        • detects the APV fully-closed position to monitor the APV motor operation condition.
        • APV position sensor is built into the APV motor.
        • Hall element, used for the sensor, detects the APV fully-CLOSED position and sends a voltage signal to the PCM.
        • When the APV CLOSES, the APV position sensor outputs a voltage of 1.5 V or more.
    • at 7250 rpm, the Variable Dynamic Effect Intake-Air Valve (VDI) opens up to lengthen the intake manifold and for increased mid-range torque (I would expect the opposite - to reduce the intake manifold length or to widen it):
      • Solenoid switches from OFF/De-energized/BARO to ON/Energized/Vacuum.

  • Sensors:

    • Intake Air Temperature (IAT) Sensor:

      • Detects the temperature of the intake air.
      • Built into the MAF sensor.
      • thermistor type (negative temperature coefficient).

    • Throttle Position (TP; Hall element) Sensor:

      • built into the throttle body.
      • composed of the main sensor and sub sensor
      • if a malfunction occurs in either one of the sensors, the detection is performed with a normal sensor and drive-by-wire control is maintained.
      • If both the MAIN and SUB sensors for the TP sensor malfunction, signals necessary for the drive-by-wire control are not input to the PCM and the drive-bywire control is disabled. Even though the drive-by-wire control is disabled, the throttle valve opening angle necessary for minimum driving is maintained mechanically.

    • Accelerator Pedal Position (APP; Hall element) Sensor:

      • composed of the main sensor and sub sensor, and detects the accelerator opening angle with these two sensors (main and sub).
      • if a malfunction occurs in either one of the sensors, the detection is performed with a normal sensor and drive-by-wire control is maintained.
      • If both the MAIN and SUB sensors for the TP sensor malfunction, signals necessary for the drive-by-wire control are not input to the PCM and the drive-bywire control is disabled. Even though the drive-by-wire control is disabled, the throttle valve opening angle necessary for minimum driving is maintained mechanically.

    • Mass Air Flow (MAF) Sensor:

      • Built into the intake air temperature IAT sensor.
      • Converts the mass intake airflow amount into a voltage.

    • Barometric Pressure Sensor (BARO; NOT MAP!):

      • detects the barometric pressure of the environment (not of intake manifold like MAP does).
      • installed on the secondary air injection pump bracket.
      • Positive Pressure Coefficient: the output voltage lowers as the BARO drops.

    • Knock Sensor (KS):

      • Installed on the left of the rear rotor housing (plug hole side).
      • Converts knocking vibration into a voltage value.

Fuel:

  • Fuel Type: Unleaded Premium (unleaded high-octane).

  • Fuel tank capacity: 15.9 US Gal.

  • Fuel Pressure: 390 KPa or 56.6 PSI.

  • Pressure Regulator is built into the fuel pump unit and non-serviceable (must replace the fuel pump).

  • Fuel filter (High Pressure) is built into the fuel pump.

  • Fuel Injection:

    • Total of 3 injectors per rotor.
      • Primary Intake Port utilize one 12-hole injectors (FP1, RP1) and one 4-hole injector (FP2, RP2).
      • Secondary Port utilizes one 4-hole injectors (FS, RS); I assume it's activated when the Secondary Port is activated.
    • Control Modes:
      • Synchronized injection control (timed) - performs fuel injection at the rotor intake stroke according to designated timing.
      • Unsynchronized injection control (untimed) - performs fuel injection regardless of rotor intake stroke as long as fuel injection conditions are met.
      • Fuel Cut control - stops fuel injection temporarily.
    • Fuel Injection Timing at Engine Start:
      • Used during cranking until engine speed exceeds 500 rpm.
      • Injects at BTDC 455 CA (Crank Angle position; not sure about this part - since for every rotation of the rotor the Eccentric Shaft makes 3 rotations does it mean the rotor position is determined along 360º x 3 rotations = 1080º).
      • Final Injection time = Ineffective Injection Time + Injection Time
        • Ineffective Injection Time - compensates for the degrading battery, and is based on the battery voltage; increases as batter voltage decreases
        • Injection Time is based on:
          • engine speed correction - Correction amount lengthens as the engine speed increases.
          • basic injection time (based on ECT; decreases as ECT increases).
          • throttle valve opening angle correction - Correction amount shortens as the throttle valve opening angle increases.
          • BARO correction - Correction amount lengthens (time) as the BARO increases.
          • volume decrease correction - After starter is on for approx. 1 s and any one of the following conditions are met, injection time gradually decreases:
            • ECT at fixed value or more
            • Engine speed at target engine speed or more.
            • Approx. 5 s of cranking time elapsed (decreasing amount of fuel injected into the chambers prevents the cat damage).
    • Fuel Injection Timing after Engine Start:
      • Injection Time after engine start is based on:
        • Charging Efficiency (MAF) - ration of the actual intake air amount to the maximum air amount (mass). Increases as Load increases (sounds like it should be the opposite).
        • Ineffective Injection Time - determined according to the battery voltage and increases as the battery voltage becomes lower.
        • Correction time
          • Fast idle correction - compensates for the secondary air injection operation.
          • Warm-up volume increase correction coefficient (based on ECT, charging efficiency, and engine speed).
          • Volume increase correction coefficient after start coefficient (based on ECT, IAT, time elapsed, fuel-cut conditions).
          • High temperature volume increase correction at engine restart (compensates for fuel vapor in the fuel supply lines which may occur due to hight temperatures).
          • Acceleration correction.
          • Deceleration correction.
          • Power increase correction.
          • Fuel Learning correction.
          • Purge correction.
          • Traction volume increase correction.
          • Fuel feedback correction (HO2S sensor) begins at
            • ECT is 104F (40C) or more.
            • Engine have been running for at least 3-100 s.
      • Injection Start Position = BTDC 275º + Injection End Position + Final Injection Pulse Width
        • Injection End position decreases as engine speed increases.
    • Asynchronized Injection Control:
      • allows fuel injection when fuel injection conditions are met, regardless of the position of the eccentric shaft.
      • includes non-synchronized injection control at
        • engine start.
          • Performs non-synchronized fuel injection at engine start until determining the engine has been started (engine speed 500 rpm or more).
          • Based on these parameters:
            • ECT
            • Engine RPM
            • TP Angle.
            • BARO
        • acceleration.
          • Performs non-synchronized fuel injection when the amount of throttle valve change is at the fixed value or more for both rotors simultaneously.
          • Based on these parameters:
            • ECT
            • Engine RPM
            • TP angle.
            • Charging Efficiency.
        • idle.
        • fuel cut recovery - injection time is determined by ECT.
          • occurs at:
            • traction fuel cut control:
              • Performs fuel cut based on torque down request from DSC HU/CM and TCM.
            • continuous fuel cut control during high engine speed:
              • Performs fuel cut during continuous high engine speed while vehicle is stopped.
            • fuel cut control during drive-by-wire abnormality:
              • When there is an abnormality in the drive-by-wire (when related DTCs are stored in PCM), performs fuel cut only on the front rotor.
            • fuel cut control during deceleration:
              • Performs fuel cut on one rotor when the throttle valve is open during deceleration. Performs fuel cut on both front and rear rotors when throttle valve is fully closed.
            • de-choke control:
              • Performs dechoke control when the throttle valve opening angle is 50° or more.
    • Air/Fuel Ratio:
      • The front HO2S sensor's feedback is compared against the target air/fuel ratio, and the difference is used to calculate the injector pulse width.
      • The rear HO2S sensor's feedback is compared against the target air/fuel ratio, and the difference is used to calculate the injector pulse width.

  • Fuel Pump:

    • Fuel Pump Relay is the main relay for the Fuel Pump and is always supplying the current to the pump.
      • Turning the ignition key from OFF to ON position triggers the Fuel Pump Relay for a few seconds.
      • During cranking, the fuel pump relay turns on for approx 1 sec.
      • The ESPS signal to the PCM triggers the PCM to turn on the Fuel Pump Relay, and is run until the ESPS signal to PCM is cut off.
      • During engine stall (Key ON, ESPS signal is OFF), the Fuel Pump Relay is turned on for approx 2 sec.
    • Fuel Pump Speed Control Relay is turned on at high engine speeds to bypass the Fuel Pump Resistor (0.304-0.336 Ohms) thus supplying higher voltage to the Fuel Pump.
      • Controlled based on these signals (SSV, ECT, ESPS, Battery Voltage, IAT, TP, MAF, FRONT H02S, REAR H02S, BARO).

Ignition:

  • Leading and trailing spark plugs have different lengths.

  • Spark Plugs:

    • Spark plugs contain an internal resister to reduce noise caused by the ignition system.
    • Leading (white paint): NGK RE7A-L, NGK RE6A-L (hot type for engines that operate at low RPM).
    • Trailing (blue paint): NGK RE9B-T.

  • Ignition Wires:

    • Trailing side wires are marked with blue and green tapes.

  • Coils.

  • Condenser N3A1-66-991

  • Eccentric Shaft Position Sensor (ESPS):

    • pulse wheel has 30 teeth and 3 areas with no teeth
    • the angle between two notches is 10°
    • the angle between two notches where there are no teeth is 30°

  • Spark Advance Control:

    • PCM calculates ignition timing based on Neutral Switch, CPP Switch, APP Sensor, ECT, IAT, TP, MAF, KS, ESPS, VSS (CAN), TCM (CAN), DSC HU/CM (CAN), A/C Amplifier.

    • Two ignition modes:

      • Fixed Ignition (engine speed < 500 rpm) - fixed at BTDC 5°.
      • Regular Ignition (engine speed > 500 rpm) - timing is determined based on the PCM inputs (Base Spark Advance + ECT Spark Advance Correction + IAT Spark Advance Correction + Spark Advane Corrections), and the control of the ignition timing is further subdivided into Idle Zone and Regular Zone:
        • Idle Zone
          • AP is fully closed and engine is running.
          • Ignition Timing = Basic Spark Advance + each type of correction.
        • Regular Zone
          • any other engine operation other than Start Zone and Idle Zone.
          • Ignition Timing = Basic Spark Advance + each type of correction.
        • Spark Corrections:
          • Basic Spark Advance amount is determined based on Engine Speed, Charging Efficiency, and ECT.
          • ECT Spark Advance Correction amount is determined based on ECT, Charging Efficiency, and ECT Decreases.
          • IAT Spark Advance Correction amount is determined based on the IAT, Idling Condition, Charging Efficiency, and IAT Decreases
          • Spark Advance Corrections:
            • Knock Feedback Correction - retards ignition timing if knock detected.
            • Idling Stabilization Correction.
            • Fast Idle Correction - accelerates secondary air response (reburn).
            • Low Temperature Correction - advances ignition timing when ECT is < 90°C {194°F} and the AP is depressed; determined by ECT, Charging Efficiency, and Engine Speed.
            • Acceleration Correction - retards timing during hard accelerations (based on TP, Charging Efficiency and ECT).
            • Fuel Cut Recovery Correction - retards timing during deceleration fuel cut.
            • Surging Correction - retards spark timing during acceleration vibration to stabilize acceleration (based on RPM and RPM Change).
            • Acceleration Shock Correction - restores ignition timing after it is retarded for a fixed period of time due to Surging Correction above.
            • A/C off Correction.
            • Traction Correction - retarded when torque down is requested from the DSC HU/CM and TCM.

Secondary Air Injection:

  • used accelerate the bring up of the catalytic converter to the operating temperature and stops once the catalytic converter reaches the activation temperature.
  • The PCM controls the Air Pump Relay (supplies power to the AIR Pump) and the Air Solenoid Valve (ON/Energized/Vacuum opens the AIR Control Valve sending the air to exhaust port thru the Air Control Valve).

EVAP Purge Control:

  • PCM utilizes ECT, IAT, BARO and ESPS to determine when to purge the evaporative gases to the intake. Following conditions must be met:
    • Fuel Injection feedback is active.
    • Fuel System and MAF sensor are normal.
    • About 30 s have elapsed since engine start.
    • ECT is 60°C {140°F} or more.
  • Purge Solenoid Valve Energization Period is calculated based on the amount of purge flow (determined by the estimated intake air passage pressure and barometric pressure calculated by the engine speed and charging efficiency) and the differential pressures of the injectors (determined by the BARO and the estimated intake air passage pressure)

Metering Oil Pump:

  • PCM adjusts the amount of oil delivery by changing the amount of stroke of the plunger (by controlling the amount of stepping motor rotation - step number).

  • Metering Oil Pump Switch:

    • Detects the fully-open position of the stepping motor during the learning function of the metering oil pump.
    • installed on the metering oil pump.
    • metering oil pump switch turns on when the stepping motor is at step 52 or more.

  • Each step number corresponds to a particular stepper motor coil activation:

  • Step Number can be observed on the WDS data monitor function PID (MOP POS). Hint: check stepper motor coil signals vs indicated step number.

  • Functions:

    • Energization Off Function: when the ignition switch is turned to the ON position and the engine is stopped, current flow to the stepping motor coils No.1—No.4 is stopped, saving on battery consumption.

    • Initial-set Function: Reverses the stepping motor 60 steps at engine start, and detects the 0-step position.

    • Monitor Function: The PCM monitors the stepping motor position when the position switch is on; The position switch is on above step 52. However, if the on position for the position switch is not detected above step 52, a malfunction of the stepping motor is determined and the fail-safe function is activated.

    • Fail-Safe Function: prevents burning of the engine seals by controling the fuel injection time, ignition timing, the target step for the stepping motor as indicated in the table below, and controls engine output to protect the engine.

    • Regular Drive Function: stepper motor is controlled by PCM to match the calculated target step.

    • Ignition Switch Off Function: stepper motor is controlled by PCM to match the calculated target step.

      • After the ignition switch is turned off, the Main Relay ON request is output and the ignition switch off function operates.
      • After the ignition switch is turned off, the PCM sets the target step to step 0 and when the actual step reaches 0, control of the metering oil pump ends.

Exhaust:

  • two exhaust ports per rotor in a side housing.
    • reduces gas flow resistance (almost the double the exhaust port area than of the 13B-REW).
    • eliminates intake/exhaust overlap.
    • increases thermal efficiency, power, and fuel efficiency.
  • the unburned gases are not carried in the next combustion cycle
  • HO2S

    • Front Heated Oxygen Sensor (HO2S):

      • wide-range air/fuel ratio sensor.
      • converts the oxygen concentration in the exhaust gas into a current value.
      • PCM calculates the λ-lambda value based on the received current: (λ (lambda)) = (actual air/fuel ratio)/(stoichiometric air/fuel ratio).
      • Pump Cell Type Sensor: detects the oxygen concentration using both the oxygen concentration cell action and oxygen pump cell action.

    • Rear Heated Oxygen Sensor (HO2S):

      • zirconium element type sensor: a difference between the oxygen concentration inside the element and outside the element (inside of the zirconium element: atmosphere; outside: exhaust gas) causes a movement of oxygen ions which in turn generates voltage.
      • PCM increases or decreases the fuel injection amount by the fuel injection control so that it is close to the stoichiometric air/fuel ratio.
      • a typical zirconium element type sensor which changes its voltage output based on the oxygen concentration inside the sensor's element and outside the element. Upon detection of the downstream sensor being out of its range, it probably tries to adjust the fuel trim to bring the downstream sensor's output back to its operating range when its output is off, and once it fails, it sets the code and moves onto using the upstream sensor like it normally does (all of this probably happens for a duration of a few miliseconds; not saying the PCM is trying to continuously adjust the fuel trim according to the downstream sensor's output).

    • Heater: both rear and front HO2S Heaters operation depends on ECT, IAT, MAF, BARO, ESPS, Battery Voltage, Ignition Switch.

      • Front HO2S Heater is operated by the PCM using pulse width modulated signal (the element temperature is measured by the impedance of the HO2S). Activation conditions:
        • engine started for a fixed period of time (duration is determined by ECT).
        • ECT is 5°C {41°F} or more.
        • Battery voltage is >9 but < 16 Volts.
        • MAF sensor is operational with no DTCs.
      • Read HO2S Heater is operated by the PCM using 100% (ON) or 0% (OFF) duty cycle:
        • Starter is off, engine started for a fixed period of time (duration is determined by ECT).
        • ECT is 10°C {50°F} or more.
        • Charging efficiency is the fixed value or less, or during fuel cut.

Cooling:

  • The electrical fan control includes the regular-driving cooling function and the after-cooling function.

    • regular-driving cooling function operates according to the engine conditions during the engine operation (ECT, IAT, A/C Switch, A/C Pressure Switch).
    • after-cooling function operates when the vehicle has stopped at high engine temperature (ignition switch off).

  • Engine Coolant Temperature Sensor (ECT):

    • Installed on the thermostat case
    • NTC - when the ECT is high, the resistance is small, and when the ECT is low, the resistance is large.

Neutral Switch:

  • detects the neutral position of the gearshift lever.
  • When the shift lever is in the neutral position, the contact closes (ON) and the PCM detects a voltage of 0 V
  • When the shift lever is not in the neutral position, the contact opens (OFF) and the PCM detects a voltage of 12V

Clutch Pedal Position Switch:

  • Detects the clutch engagement condition (thus indicating the engine under load condition).
  • When the clutch pedal is depressed, the contact closes (ON) and the PCM detects a voltage of 0 V.
  • When the clutch pedal is not depressed, the contact opens (OFF) the PCM detects a voltage of 12 V

Accelerator Pedal Position Switch:

Starting:

  • Starter
  • Starter Interlock Switch (Located on the Clutch Pedal - requires Clutch pedal to be depressed when starting the car).

Charging:

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