Nissan Juke (2016 year). Service Repair Manual - part 225

 

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Nissan Juke (2016 year). Service Repair Manual - part 225

 

 

COMPONENT PARTS

EC-615

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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The sensor element of the A/F sensor 1 is composed an electrode

layer, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement   = 1, but also in the

lean and rich range. Together with its control electronics, the sensor
outputs a clear, continuous signal throughout a wide   range.

The exhaust gas components diffuse through the diffusion layer at

the sensor cell. An electrode layer is applied voltage, and this current

relative oxygen density in lean. Also this current relative hydrocar-

bon density in rich.

Therefore, the A/F sensor 1 is able to indicate air fuel ratio by this

electrode layer of current. In addition, a heater is integrated in the

sensor to ensure the required operating temperature of approxi-

mately 760

°

C (1,400

°

F).

A/F SENSOR 1 HEATER

A/F sensor 1 heater is integrated in the sensor.

The ECM performs ON/OFF duty control of the A/F sensor 1 heater corresponding to the engine operating

condition to keep the temperature of A/F sensor 1 element within the specified range.

Heated Oxygen Sensor 2

INFOID:0000000012198176

DESCRIPTION

The heated oxygen sensor 2, after three way catalyst (manifold),

monitors the oxygen level in the exhaust gas.

Even if switching characteristics of the air fuel ratio (A/F) sensor 1

are shifted, the air fuel ratio is controlled to stoichiometric, by the sig-

nal from the heated oxygen sensor 2.

This sensor is made of ceramic zirconia. The zirconia generates volt-

age from approximately 1 V in richer conditions to 0 V in leaner con-

ditions.

Under normal conditions the heated oxygen sensor 2 is not used for

engine control operation.

HEATED OXYGEN SENSOR 2 HEATER

Heated oxygen sensor 2 heater is integrated in the sensor.

The ECM performs ON/OFF control of the heated oxygen sensor 2 heater corresponding to the engine speed,

amount of intake air and engine coolant temperature. 

JPBIA4038GB

PBIB3354E

SEF327R

Engine speed

Heated oxygen sensor 2 heater

Above 3,600 rpm

OFF

Below 3,600 rpm after the following conditions are met.
• Engine: After warming up
• Keeping the engine speed between 3,500 and 4,000 rpm for 1 

minute and at idle for 1 minute under no load

ON

Revision: November 2015

2016 JUKE

EC-616

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

COMPONENT PARTS

Knock Sensor

INFOID:0000000012198177

The knock sensor is attached to the cylinder block. It senses engine

knocking using a piezoelectric element. A knocking vibration from

the cylinder block is sensed as vibrational pressure. This pressure is

converted into a voltage signal and sent to the ECM.

Engine Oil Pressure Sensor

INFOID:0000000012198178

The engine oil pressure (EOP) sensor is detects engine oil pressure

and transmits a voltage signal to the ECM.

Engine Oil Pressure Control Solenoid Valve

INFOID:0000000012198179

The engine oil pressure control solenoid valve performs the variable

hydraulic control (low oil pressure control and high oil pressure con-

trol) according to oil temperature and engine load.

Engine Oil Temperature Sensor

INFOID:0000000012198180

The engine oil temperature sensor is used to detect the engine oil

temperature. The sensor modifies a voltage signal from the ECM.

The modified signal returns to the ECM as the engine oil tempera-

ture input. The sensor uses a thermistor which is sensitive to the

change in temperature. The electrical resistance of the thermistor

decreases as temperature increases.

JSBIA0284ZZ

JSBIA0292ZZ

JSBIA5624ZZ

SEF594K

Revision: November 2015

2016 JUKE

COMPONENT PARTS

EC-617

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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<Reference data>

*: These data are reference values and are measured between ECM terminals.

Cooling Fan

INFOID:0000000012198181

COOLING FAN CONTROL MODULE

Cooling fan control module receives ON/OFF pulse duty signal from IPDM E/R. Corresponding to this ON/OFF

pulse duty signal, cooling fan control module sends cooling fan motor operating voltage to cooling fan motor.

The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.

COOLING FAN MOTOR

Cooling fan motor receives cooling fan motor operating voltage from cooling fan control module. The revolu-

tion speed of cooling fan motor is controlled by duty cycle of the voltage.

EVAP Canister Purge Volume Control Solenoid Valve

INFOID:0000000012198182

The EVAP canister purge volume control solenoid valve uses a ON/

OFF duty to control the flow rate of fuel vapor from the EVAP canis-

ter. The EVAP canister purge volume control solenoid valve is

moved by ON/OFF pulses from the ECM. The longer the ON pulse,

the greater the amount of fuel vapor that will flow through the valve.

EVAP Canister Vent Control Valve

INFOID:0000000012198183

The EVAP canister vent control valve is located on the EVAP canis-

ter and is used to seal the canister vent.

This solenoid valve responds to signals from the ECM. When the

ECM sends an ON signal, the coil in the solenoid valve is energized.

A plunger will then move to seal the canister vent. The ability to seal

the vent is necessary for the on board diagnosis of other evaporative

emission control system components.

This solenoid valve is used only for diagnosis, and usually remains

opened.

When the vent is closed, under normal purge conditions, the evapo-

rative emission control system is depressurized and allows “EVAP

Control System” diagnosis.

Engine oil temperature

[

°

C (

°

F)]

Voltage

*

 (V)

Resistance (k

)

–10 (14)

4.29-4.50

7.0 - 11.4

20 (68)

3.48-3.58

2.37 - 2.63

50 (122)

2.03-2.49

0.68 - 1.00

90 (194)

0.97-1.04

0.236 - 0.260

110 (230)

0.63-0.67

0.143 - 0.153

SEF012P

JSBIA0651ZZ

PBIB1263E

Revision: November 2015

2016 JUKE

EC-618

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

COMPONENT PARTS

EVAP Control System Pressure Sensor

INFOID:0000000012198184

The EVAP control system pressure sensor detects pressure in the

purge line. The sensor output voltage to the ECM increases as pres-

sure increases.

Battery Current Sensor (With Battery Temperature Sensor)

INFOID:0000000012198185

OUTLINE

The power generation voltage variable control enables fuel con-

sumption to be decreased by reducing the engine load which is

caused by the power generation of the generator.

Based on sensor signals, ECM judges whether or not the power

generation voltage variable control is performed. When performing

the power generation voltage variable control, ECM calculates the

target power generation voltage based on the sensor signal. And

ECM sends the calculated value as the power generation command

value to IPDM E/R. For the details of the power generation voltage

variable control, refer to

CHG-8, "POWER GENERATION VOLTAGE

VARIABLE CONTROL SYSTEM : System Description"

.

CAUTION:

Never connect the electrical component or the ground wire directly to the battery terminal. The con-

nection causes the malfunction of the power generation voltage variable control, and then the battery

discharge may occur.

BATTERY CURRENT SENSOR

The battery current sensor is installed to the battery negative cable. The sensor measures the charging/dis-

charging current of the battery.

BATTERY TEMPERATURE SENSOR

Battery temperature sensor is integrated in battery current sensor.

The sensor measures temperature around the battery.

The electrical resistance of the thermistor decreases as temperature

increases.

<Reference data>

*: These data are reference values and are measured between battery temperature
sensor signal terminal and sensor ground.

PBIB3370E

JPBIA3262ZZ

Temperature [

°

C (

°

F)]

Voltage

*

 (V)

Resistance (k

)

25 (77)

3.333

1.9 - 2.1

90 (194)

0.969

0.222 - 0.258

SEF012P

Revision: November 2015

2016 JUKE

COMPONENT PARTS

EC-619

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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Malfunction Indicator lamp (MIL)

INFOID:0000000012198186

Malfunction Indicator lamp (MIL) is located on the combination

meter.

MIL will illuminate when the ignition switch is turned ON without the

engine running. This is a bulb check.

When the engine is started, MIL should turn OFF. If the MIL remains

illuminated, the on board diagnostic system has detected an engine

system malfunction.

For details, refer to 

EC-666, "DIAGNOSIS DESCRIPTION : Malfunc-

tion Indicator Lamp (MIL)"

.

Control modules that a DTC of MIL ON/Blink is stored (Control mod-

ule varies among DTCs.):

• ECM

• TCM

Oil Pressure Warning Lamp

INFOID:0000000012198187

Oil pressure warning lamp is located on the combination meter. 

It indicates the low pressure of the engine oil and the malfunction of

the engine oil pressure system.

Combination meter turns the oil pressure warning lamp ON/OFF

according to the oil pressure warning lamp signal received from

ECM via CAN communication.

For details, refer to 

EC-644, "ENGINE PROTECTION CONTROL AT

LOW ENGINE OIL PRESSURE : System Description"

.

Refrigerant Pressure Sensor

INFOID:0000000012198188

The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an

electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent

to ECM, and ECM controls cooling fan system.

Manifold Absolute Pressure Sensor

INFOID:0000000012198189

The manifold absolute pressure (MAP) sensor is placed at intake

manifold collector. It detects intake manifold pressure and sends the

voltage signal to the ECM.

The sensor uses a silicon diaphragm which is sensitive to the

change in pressure. As the pressure increases, the voltage rises.

JSBIA1315ZZ

PBIA8559J

PBIB2657E

JMBIA0877ZZ

Revision: November 2015

2016 JUKE

EC-620

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

COMPONENT PARTS

Stop Lamp Switch & Brake Pedal Position Switch

INFOID:0000000012198190

Stop lamp switch and brake pedal position switch are installed to brake pedal bracket.

ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).

Clutch Interlock Switch

INFOID:0000000012198191

When the clutch pedal is depressed, the clutch interlock switch turns ON and the clutch interlock switch signal

is sent to the ECM. The ECM judges the clutch pedal conditions via the signal (ON or OFF).

Clutch Pedal Position Switch

INFOID:0000000012198192

When the clutch pedal is depressed, the clutch pedal position switch turns OFF and the clutch pedal position

switch signal is sent to the ECM. The ECM judges the clutch pedal conditions via the signal (ON or OFF).

ASCD Steering Switch

INFOID:0000000012198193

ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation

of switch, and determines which button is operated.

Information Display

INFOID:0000000012198194

The operation mode of the ASCD is indicated on the information display in the combination meter.

ECM transmits the status signal to the combination meter via CAN communication according to ASCD opera-

tion.

Brake pedal

Brake pedal position switch

Stop lamp switch

Released

ON

OFF

Depressed

OFF

ON

Clutch pedal

Clutch interlock switch

Released

OFF

Depressed

ON

Clutch pedal

Clutch pedal position switch

Released

ON

Depressed

OFF

Revision: November 2015

2016 JUKE

STRUCTURE AND OPERATION

EC-621

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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STRUCTURE AND OPERATION

Positive Crankcase Ventilation

INFOID:0000000012198195

This system returns blow-by gas to the intake manifold.

The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake

manifold.

During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV

valve.

Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.

The ventilating air is then drawn from the air inlet tubes into the crankcase. In this process the air passes

through the hose connecting air inlet tubes to rocker cover.

Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve.

The flow goes through the hose connection in the reverse direction.

On vehicles with an excessively high blow-by, the valve does not

meet the requirement. This is because some of the flow will go

through the hose connection to the air inlet tubes under all condi-

tions.

PBIB0492E

PBIB1588E

Revision: November 2015

2016 JUKE

EC-622

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

STRUCTURE AND OPERATION

On Board Refueling Vapor Recovery (ORVR)

INFOID:0000000012198196

From the beginning of refueling, the air and vapor inside the fuel tank go through refueling EVAP vapor cut

valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is

released to the atmosphere.

When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and

refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged

during driving.

WARNING:

When conducting inspections below, be sure to observe the following:

• Put a “CAUTION: FLAMMABLE” sign in workshop.

• Do not smoke while servicing fuel system. Keep open flames and sparks away from work area.

• Be sure to furnish the workshop with a CO

2

 fire extinguisher.

CAUTION:

• Before removing fuel line parts, carry out the following procedures:

- Put drained fuel in an explosion-proof container and put lid on securely.

- Release fuel pressure from fuel line. Refer to 

EC-1252, "Inspection"

.

- Disconnect battery ground cable.

• Always replace O-ring when the fuel gauge retainer is removed.

• Do not kink or twist hose and tube when they are installed.

• Do not tighten hose and clamps excessively to avoid damaging hoses.

• After installation, run engine and check for fuel leaks at connection.

• Do not attempt to top off the fuel tank after the fuel pump nozzle shuts off automatically.

Continued refueling may cause fuel overflow, resulting in fuel spray and possibly a fire.

JMBIA1930GB

Revision: November 2015

2016 JUKE

 

 

 

 

 

 

 

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