A 2010 four-way drive to the infiniti fx35 with normal hydraulic power, with a mileage exceeding 200,000 km and a vq35 engine. The owner of the vehicle indicated that the vehicle was going at a low speed, especially when turning on the air conditioner, which affected the safety of the vehicle and required maintenance。
Fault diagnosis: this is true for testing with the main vehicle. The owner stressed that this was rarely the case without air conditioning. In other cases, when the engine is running, it has to be blown up or down before it can be successfully activated. Otherwise, the fire will quickly shut down and there will be a feeling of “trucks” at a low speed, with a clear swing in the engine switch. A further phenomenon is the complete release of the accelerator pedals at a very high rate of direct turn-off, which will soon return to around 700 r/min and then bounce back to more than 1,000 r/min. The owner said no related repairs had been performed. The ecm system failure code was checked, and only one column 2 was found to have a regular air outage, but it was emphasized that the fallout occurred almost a year ago while the car turned off the fire for a month. In view of the turn, there are usually two particulars: one accelerator pedal release; and two accelerators in direction, i. E. An increased engine load. A combination of these two details and the need for oil to start successfully quickly leads to the conventional inference that it is likely that the gas-saving doors will need to be cleaned and the spark plug checked. The vehicle was checked for two gas-saving doors around it, which were indeed dirty, and the spark plugs were checked, with visible oil deposits on them. After cleaning the air-saving doors and replacing the spark plugs, matching the air-saving doors (slow-in-the-air learning) and testing the car does not feel that there has been any significant improvement in the speed. After several road tests, there was still a turning out of fire failure. Whether or not column 2 is the cause of the malfunction as shown by the red arrow in figure 1. It is not possible to draw conclusions and re-examine the data flows, as shown in figure 2, to notice that there are doubts about the speed of movement and that there are problems with the speed of movement。
In other words, for non-turbovolical pressurized vehicles, the unloaded air flow is approximately the same as that of the charge, i. E. The vehicle is 3. 5-4g/s and the vehicle is 5. 7-6. 8g/s; the normal v6 engine is nitr/min (650±50) and the vehicle is over 760r/min。
Test the car again to confirm another detail: when the accelerator pedal is completely released, whether it is going straight or turning, when it accelerates again (slowly), when it is seen on the instrument that the engine turns five or six times before it rises, and when it turns, it turns in the direction of stress, which is already low and the load increases, that may be the reason why the turn turns out. So what caused this malfunction? Is it really a problem with the timing of column 2? It seems unlikely that the exhaust will be in a non-regulated position at a low rate of rotation and only at a high rate of rotation. In response to high gas intakes, it was decided to test whether air flow sensors were leaking (increased speed led to increased air flow), to dismantle control tubes such as the axle vents, brake vacuum tubes, to inspect the air flow sensors, to inspect the air intake hoses behind the air flow sensors, to find no place to leak (i. E. Cracking) and to ask people to open the airway check, to say that there were no leaks, and then to reload, the vehicle was reloaded, and it was clearly heard that there were “magnetic” leaks, which were very high at a low speed, reaching 1,400r/min, which was not stable. Asked the examiner if there was really no leak, he said it was checked and found nothing. Because of the lateness of the hour and the quietness of the suspicion, the sound was not noticed during the day. However, after learning to speed up the pedal release and learning about the glitch (which matches the air-saving doors), the glitch returns to about 800 r/min, but when the road test and other green lights, the vehicle suddenly goes up to about 1400 r/min automatically, which is worse than before the debarment. After a period of time, the engine failure light on the instrument was lit and the x431 system was used to look at it, and it was found that the “low 1 blended too thin” code, which had not appeared since we had taken over the vehicle, had appeared after we had repaired it, had to be operational and had leaked. At the same time, the engine ecm looked at the data stream, at which time it found a short-term fuel correction value of 135 per cent at a low speed, which meant that the engine ecu detected a very rare mixture. Spraying of liquids around the entry tube, resulting in a significant change in engine speed at the front end of the entry tube, looking at data streams, and finding that short-term fuel correction values would drop from 135 per cent (mixed gas thinner) to 87 per cent (mixed gas enrichment), confirming leakage at the front end of the entry tube. Dismantling of the gaseous tubes showed that the taped pads were broken, as shown in figure 3. Following the replacement of the embolism tube, the accelerated pedal release site was studied, the air-saving doors were closed, the oxidation gas was matched, and the oxidation was stabilized at (660 ± 40) r/min, as shown in figure 4, and the oxidation was stable and the infusion dropped to 4. 36 g/s. Test vehicle, no engine failure, confirming resolution of the problem。
(c) fault elimination: after replacing the emitter, learn to accelerate the release of the pedal, learn to close the gas-saving doors, and learn the vehicle normal after the absconding. Summary of failures:
(1) the actual malfunction of the vehicle was caused by a leak in the airway and the air-saving doors were dirty, and a number of turns were taken in the course of the operation。
(2) the first detachment of the master of the discriminatorial tube, which was not thoroughly examined, was completed, resulting in a second detachment before the real discovery of the problem. Or it may have been small at the time of the first detoxification, so it was not observed that, at the time of retachment, a small leak had become a major leak, making the leak more visible and fully visible in the data stream。
(3) a good example of the application of the data stream is the confirmation of the leakages identified in this case by data stream (turn speed, glitch gas, short-term fuel correction values, etc.) and, once repaired, by data stream under the same name。
(4) it is important to note that the solar system (including infinidi) has to learn from the lifting of the accelerator plugs, the acceleration pedal plugs, and the start of the tem plugs after the break: one accelerated pedal release position learning; two closed-door learning methods, as shown in figure 5, which are manual learning and do not have instruments to learn; and three low-speed gas intake studies (which are an important part of the gas-resilient match) which can be studied either by means of instruments or by hand (tried to succeed with x431 and successfully with long-rent ps90), which are described below (all practical) as shown in figure 6。
(5) in all cases of manual learning to accelerate the release of pedals, air-saving door closure, and low-speed gas intake learning, it is best to use the time meter (this is the function for ordinary mobile phones) to prevent mistimed learning, which results in unsuccessful learning and leads to a misleading diagnosis of failure。
(6) it is interesting to note that the air flow of this malfunctioned vehicle is also available when the engine is not activated, and it is not known whether it is a bug of x431 or for other reasons, as shown in figure 7, and it is reported here that the air flow sensor or the motor ecu is considered to have been damaged in case a static traffic flow of the vehicle is observed during subsequent x431 diagnostics。
(7) this case illustrates once again that, after understanding the workings of a system, the problem of circuits is based on data streams, and that we are able to diagnose and maintain relatively quickly and accurately both low-end and high-end vehicles。
(8) in this case, there is a fact that may be contrary to the general perception: i. E., when the leak leads to the high speed of the low-speed engine, the engine is more likely than when it is not, and it may be counterproductive for some of the masters to try to reach the solution by regulating the opening of the low-speed door or the low-speed valve。
