Nissan Note [1616/1872] Cold loop climate control

Nissan Note [1616/1872] Cold loop climate control
EC-1616
[K9K]
ENGINE CONTROL SYSTEM
K9K 50kw Engine:
The turbo system is self-regulating and does not need to be controlled by the ECM.
FUNCTION: STORED FUNCTIONS
Climate Control Management Assistance
With climate controlled models, the DCM1.2 system offers the possibility of deactivating the air conditioning
under certain usage conditions:
Intentional interruption by the driver
During the start-up phases
In the event of overheating (in order to reduce the power to be supplied by the engine)
When the speed is maintained at a very high level (protection of the compressor)
For temporary periods (such as strong acceleration demands during overtaking, anti-stalling and moving
off). These conditions are only taken into account where they occur repeatedly, in order to avoid instability
of the system (untimely deactivations)
When certain malfunctions arise
Cold Loop Climate Control
The climate control is the cold loop type and its management shared between a number of control units. The
ECM is responsible for:
Managing the demand for cold as a function of the controls in the passenger compartment and the pres-
sure value
Determining the power absorbed by the compressor from the pressure
Determining the engine ventilator set commands as a function of the speed of the vehicle and the pres-
sure
The driver turns on the climate control from the instrument panel. The information is sent to the ECM via the
CAN system. This demand for cold is authorised or declined as a function of the measured pressure. If this
pressure is outside the operational limits, the cold loop strategy is not activated.
NOTE:
These demands for operation of the air cooling set can be made from the ECM but they pass via the CAN.
These demands are a function of the climate control, but also the engine coolant temperature and the speed
of the vehicle.
Passenger Compartment Climate Control
A direct injection engine is characterised by injection of the fuel directly into the combustion chamber. The
result is a reduction in heat losses from the upper part of the engine and consequently a smaller cylinder head
cooling circuit is needed.
The effect of this reduction is that the temperature of the water passing through is increased more slowly. This
water is then used by the passenger compartment heating system. During severe cold spells, therefore, it
becomes difficult to quickly reach a comfortable temperature in the passenger compartment.
In order to limit the heating delay, air heating resistors are incorporated in the passenger compartment heating
circuit. The passenger compartment heating unit determines the need to operate the heating resistors, the
IPDM E/R physically controls the heating resistors and the ECM determines on the one hand as a function of
the alternator the operational power limits of the heating resistors and on the other when to disable the heating
resistors as a function of the engine speed, the load and the speed of the vehicle.
Idle Speed Control
BBS004TM
The ECM takes over calculation of the idle speed to maintain the idle speed at the recommended level and to
compensate for any variation in the mechanical or electrical couple as regards:
Engine coolant temperature
Battery voltage
Gear selected on the transmission
Electrical loads (climate control system, cooling fan assembly etc.)
Any malfunctions found
At the normal operating temperature, without high electrical load, the idle speed is 800 ± 50 rpm.

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