Nissan Juke (2016 year). Service Repair Manual - part 227

 

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Nissan Juke (2016 year). Service Repair Manual - part 227

 

 

SYSTEM

EC-631

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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*1: This sensor is not used to control the engine system under normal conditions.
*2: CVT models
*3: M/T models
*4: ECM determines the start signal status by the signals of engine speed and battery voltage.

SYSTEM DESCRIPTION

The adoption of the direct fuel injection method enables more accurate adjustment of fuel injection quantity by

injecting atomized high-pressure fuel directly into the cylinder. This method allows high-powered engine, low

fuel consumption, and emissions-reduction.

The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of

time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the

ECM memory. The program value is preset by engine operating conditions. These conditions are determined

by input signals (for engine speed, intake air, fuel rail pressure and boost) from the crankshaft position sensor,

camshaft position sensor, mass air flow sensor, fuel rail pressure sensor and the turbocharger boost sensor.

VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION

In addition, the amount of fuel injected is compensated to improve engine performance under various operat-

ing conditions as listed below.

<Fuel increase>

• During warm-up

• When starting the engine

• During acceleration

• Hot-engine operation

• When selector lever position is changed from N to D (CVT models)

• High-load, high-speed operation

<Fuel decrease>

• During deceleration

• During high engine speed operation

Sensor

Input signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

*4

Fuel injection 
& mixture ra-
tio control

Fuel injector

Camshaft position sensor (PHASE)

Camshaft position

Mass air flow sensor

Amount of intake air

Intake air temperature sensor 1

Intake air temperature

Engine coolant temperature sensor

Engine coolant temperature

Air fuel ratio (A/F) sensor 1

Density of oxygen in exhaust gas

Fuel rail pressure sensor

Fuel rail pressure

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*4

Knock sensor

Engine knocking condition

Heated oxygen sensor 2

*1

Density of oxygen in exhaust gas

Transmission range switch

*2

Gear position

Park/neutral position (PNP) switch

*3

G sensor

Inclination angle

Turbocharger boost sensor

Turbocharger boost

ABS actuator and electric unit (control unit)

CAN communi-
cation

• Wheel speed signal
• VDC/TCS operation command

BCM

CAN communi-
cation

A/C ON signal

Combination meter

CAN communi-
cation

Vehicle speed signal

Revision: November 2015

2016 JUKE

EC-632

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

FUEL INJECTION CONTROL

Stratified-charge Combustion

Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting

fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and form-

ing fuel-free airspace around the mixture.

Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is injected during intake process so that combus-

tion occurs in the entire combustion chamber, as is common with conventional methods.

As for a start except for starts with the engine cold, homogeneous combustion occurs.

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.

The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sen-

sor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the

injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to

EC-614, "Air Fuel Ratio (A/F) Sensor 1"

. This maintains the mixture ratio within the range of stoichiometric

(ideal air-fuel mixture).

This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching

characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated

oxygen sensor 2.

• Open Loop Control

The open loop system condition refers to when the ECM detects any of the following conditions. Feedback

control stops in order to maintain stabilized fuel combustion.

- Deceleration and acceleration

- High-load, high-speed operation

- Malfunction of A/F sensor 1 or its circuit

- Insufficient activation of A/F sensor 1 at low engine coolant temperature

- High engine coolant temperature

- During warm-up

- After shifting from N to D (CVT models)

- When starting the engine

MIXTURE RATIO SELF-LEARNING CONTROL

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.

This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoret-

ical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally

designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-

ing operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is

then computed in terms of “injection pulse duration” to automatically compensate for the difference between

the two ratios.

“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim

includes “short-term fuel trim” and “long-term fuel trim”.

“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical

value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-

oretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in

fuel volume if it is lean.

PBIB2793E

Revision: November 2015

2016 JUKE

SYSTEM

EC-633

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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“Long-term fuel trim” is overall fuel compensation carried out over time to compensate for continual deviation

of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-

ences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

Sequential Direct Injection Gasoline System

Fuel is injected into each cylinder during each engine cycle accord-

ing to the ignition order.

STRATIFIED-CHARGE START CONTROL

The use of the stratified-charge combustion method enables emissions-reduction when starting the engine

with engine coolant temperature between 5

°

C (41

°

F) and 40

°

C (104

°

F).

FUEL SHUT-OFF

Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or oper-

ation of the vehicle at excessively high speed.

FUEL PRESSURE CONTROL
FUEL PRESSURE CONTROL : System Diagram

INFOID:0000000012198203

FUEL PRESSURE CONTROL : System Description

INFOID:0000000012198204

INPUT/OUTPUT SIGNAL CHART

JPBIA4704GB

JPBIA4920GB

Revision: November 2015

2016 JUKE

EC-634

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

*: ECM determines the start signal status by the engine speed signal and battery voltage.

System Description

Low fuel pressure control

• The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent

to the high pressure fuel pump.

• Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by

the exhaust camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a

signal received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet

check valve to control fuel rail pressure.

ENGINE OIL PRESSURE CONTROL SYSTEM

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Fuel rail pres-
sure control

High pressure fuel pump

Exhaust valve timing control position sensor

Camshaft position

Fuel rail pressure sensor

Fuel rail pressure 

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

JPBIA4706GB

Revision: November 2015

2016 JUKE

SYSTEM

EC-635

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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ENGINE OIL PRESSURE CONTROL SYSTEM : System Description

INFOID:0000000012198205

SYSTEM DIAGRAM

SYSTEM DESCRIPTION

ECM performs the variable hydraulic control (low oil pressure control and high oil pressure control) based on

signals from each sensor according to oil temperature and engine load. ECM activates the engine oil pressure

control solenoid valve and switches to the low oil pressure control and high oil pressure control. ECM uses the

low oil pressure control for 80-90 % of the operating area to maintain low oil pressure and stops piston cooling

jet (i.e. achievement of less than or equal to jet injection valve opening pressure).

High oil pressure control start condition

• High oil pressure control start condition

• High engine speed

• Coolant temperature is 60

°

C (140

°

F)or more under high engine load condition

Low oil pressure control start condition

• Coolant temperature is less than 60

°

C (140

°

F) under low engine speed condition

• Coolant temperature is 60

°

C (140

°

F) or more under low engine load and low engine speed conditions

ELECTRIC IGNITION SYSTEM

JSBIA5493GB

Revision: November 2015

2016 JUKE

EC-636

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

ELECTRIC IGNITION SYSTEM : System Diagram

INFOID:0000000012198206

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000012198207

INPUT/OUTPUT SIGNAL CHART

*1: CVT models
*2: M/T models
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.

SYSTEM DESCRIPTION

Firing order: 1 - 3 - 4 - 2 

JPBIA4921GB

Sensor

Input Signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

*3

Piston position

Ignition tim-
ing control

Ignition coil (with power tran-
sistor)

Camshaft position sensor (PHASE)

Mass air flow sensor

Amount of intake air

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Turbocharger boost sensor

Turbocharger boost 

Intake air temperature sensor 2

Intake air temperature

Transmission range switch

*1

Gear position

Park/neutral position (PNP) switch

*2

Battery

Battery voltage

*3

Knock sensor

Engine knocking condition

Combination meter

CAN commu-
nication

Vehicle speed signal

Revision: November 2015

2016 JUKE

SYSTEM

EC-637

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

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The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the

engine. The ignition timing data is stored in the ECM.

The ECM receives information such as the injection pulse width and camshaft position sensor (PHASE) sig-

nal. Computing this information, ignition signals are transmitted to the power transistor.

During the following conditions, the ignition timing is revised by the ECM according to the other data stored in

the ECM.

• At starting

• During warm-up

• At  idle

• At low battery voltage

• During acceleration

The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed

within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not

operate under normal driving conditions. If engine knocking occurs, the knock sensor monitors the condition.

The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition.

EGR SYSTEM
EGR SYSTEM : System Description

INFOID:0000000012198208

SYSTEM DIAGRAM

JSBIA7178GB

Revision: November 2015

2016 JUKE

EC-638

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

SYSTEM DESCRIPTION

EGR VOLUME CONTROL

The EGR volume control regulates the flow rate of exhaust gas flowing from downstream of exhaust manifold

catalyst to intake manifold. The exhaust gas flow rate is controlled by opening/closing the EGR path in the

EGR control valve.

A built-in DC motor moves the valve continuously corresponding to the ECM output signal.

The EGR volume control valve position sensor detects the valve position and sends the voltage signals to the

ECM.

The adoption of water-cooled EGR cooler reduces the knocking by efficiently cooling the gas circulated by the

EGR system to lower the combustion temperature and improves fuel efficiency by raising the thermal effi-

ciency.

The ECM judges the current opening angle of the valve from this signals and the ECM controls the DC motor

to make the valve opening angle properly.

The opening angle of the valve varies for optimum engine control. The optimum value stored in the ECM is

determined by considering various engine conditions.

The EGR volume control valve remains close under the following conditions.

• Engine stopped

• Engine starting

• Low engine coolant temperature

• Excessively high engine coolant temperature

• High engine speed

• Accelerator pedal fully depressed

• Low intake air temperature

INTAKE VALVE TIMING CONTROL
INTAKE VALVE TIMING CONTROL : System Diagram

INFOID:0000000012198209

JSBIA5478GB

JPBIA4760GB

Revision: November 2015

2016 JUKE

 

 

 

 

 

 

 

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