Nissan Juke (2016 year). Service Repair Manual - part 228

SYSTEM

EC-639

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

C

D

E

F

G

H

I

J

K

L

M

A

EC

N

P

O

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000012198210

INPUT/OUTPUT SIGNAL CHART

SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake-

valve.

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine coolant-

temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve timing (IVT) control sole-

noid valve depending on driving status. This makes it possible to control the shut/open timing of the intake

valve to increase engine torque in low/mid speed range and output in high-speed range.

INTAKE VALVE TIMING INTERMEDIATE LOCK CONTROL

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Intake valve tim-
ing control

Intake valve timing con-
trol solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Engine coolant temperature sensor

Engine coolant temperature

Combination meter

CAN commu-
nication

Vehicle speed signal

JPBIA5034GB

Revision: November 2015

2016 JUKE

EC-640

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

System Diagram

System Description

The intake valve timing intermediate lock control improves the cleaning ability of exhaust gas at cold starting

by fixing the camshaft sprocket (INT) with two lock keys and bringing the cam phase into intermediate phase.

Cam phase is fixed at the intermediate phase by two lock keys in the camshaft sprocket (INT). Lock key 1 con-

trols retard position and lock key 2 controls advance position.

ECM controls the intermediate phase lock by opening/closing the intake valve timing intermediate lock control

solenoid valve to control oil pressure acting on the lock key and locking/unlocking the lock key.

Lock/Unlock Activation

When ECM activates the intake valve timing intermediate lock control solenoid valve, oil pressure generated in

the oil pump is drained through the oil pressure path in the control valve. Since oil pressure is not acted on the

lock key, the lock key position is fixed by the spring tension and the cam phase is fixed at the intermediate

phase.

When ECM deactivates the intake valve timing intermediate lock control solenoid valve, unlocking oil pressure

acts on each lock key. Lock key 1 is not released because it is under load due to sprocket rotational force. For

this reason, lock key 2 is released first by being pushed up by unlocking oil pressure. When lock key 2 is

released, some clearance is formed between lock key 1 and the rotor due to sprocket rotational force and

JPBIA5973GB

JPBIA6317GB

Revision: November 2015

2016 JUKE

SYSTEM

EC-641

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

C

D

E

F

G

H

I

J

K

L

M

A

EC

N

P

O

return spring force. Accordingly, lock key 1 is pushed up by unlocking oil pressure and the intermediated

phase lock is released.

When stopping the engine

When the ignition switch is turned from idle state to OFF, ECM receives an ignition switch signal from BCM via

CAN communication and activates the intake valve timing intermediate lock control solenoid valve and drains

oil pressure acting on the lock key before activating the intake valve timing control solenoid valve and operat-

ing the cam phase toward the advance position.

The cam phase is fixed by the lock key when shifting to the intermediated phase and ECM performs Lock

judgment to stop the engine.

When starting the engine

When starting the engine by cold start, ECM judges the locked/unlocked state when ignition switch is turned

ON. When judged as locked state (fixed at the intermediate phase), the intake valve timing intermediate lock

control solenoid valve is activated. Since oil pressure does not act on the lock key even when the engine is

started, the cam phase is fixed at the intermediate phase and the intake valve timing control is not performed.

When the engine stops without locking the cam phase at the intermediate phase due to an engine stall and the

state is not judged as locked, the intake valve timing intermediate lock control solenoid valve and the intake

valve timing control solenoid valve are activated and the cam phase shifts to the advanced position to be

locked at the intermediate phase. Even when not locked in the intermediate lock phase due to no oil pressure

or low oil pressure, a ratchet structure of the camshaft sprocket (INT) rotor allows the conversion to the inter-

mediate phase in stages by engine vibration.

When engine coolant temperature is more than 60

°

C (140

°

F), the intake valve timing is controlled by deacti-

vating the intake valve timing intermediate lock control solenoid valve and releasing the intermediate phase

lock.

When the engine is started after warming up, ECM releases the intermediate phase lock immediately after the

engine start and controls the intake valve timing.

EXHAUST VALVE TIMING CONTROL
EXHAUST VALVE TIMING CONTROL : System Diagram

INFOID:0000000012198211

JPBIA5970GB

JPBIA4761GB

Revision: November 2015

2016 JUKE

EC-642

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000012198212

INPUT/OUTPUT SIGNAL CHART

SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust

valve.

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine oil tem-

perature. Then, the ECM sends ON/OFF pulse duty signals to the exhaust valve timing (EVT) control solenoid

valve depending on driving status. This makes it possible to control the shut/open timing of the exhaust valve

to increase engine torque and output in a range of high engine speed.

INTAKE MANIFOLD RUNNER CONTROL

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Exhaust valve 
timing control

Exhaust valve timing control 
solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Exhaust valve timing control position 
sensor

Exhaust valve timing signal

Combination meter

CAN commu-
nication

Vehicle speed signal

JPBIA5035GB

Revision: November 2015

2016 JUKE

SYSTEM

EC-643

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

C

D

E

F

G

H

I

J

K

L

M

A

EC

N

P

O

INTAKE MANIFOLD RUNNER CONTROL : System Description

INFOID:0000000012198213

SYSTEM DIAGRAM

SYSTEM DESCRIPTION

Intake manifold runner control valve has a valve portion in the intake passage of each cylinder.

When the engine speed is 2800rpm or less, the intake manifold runner control valve closes. Thus the velocity

of the air in the intake passage increases, promoting the vaporization of the fuel and producing a intake mani-

fold runner in the combustion chamber.

Because of this operation, this system tends to increase the burning speed of the gas mixture, improve

exhaust emission, and increase the stability in running conditions.

Also, except when idling and during low engine coolant temperature, this system opens the intake manifold

runner control valve.

In this condition, this system tends to increase power by improving intake efficiency via reduction of intake flow

resistance.

The intake manifold runner control valve is operated by the ECM.

TURBOCHARGER BOOST CONTROL
TURBOCHARGER BOOST CONTROL : System Diagram

INFOID:0000000012198214

TURBOCHARGER BOOST CONTROL : System Description

INFOID:0000000012198215

ECM controls the electric wastegate control actuator according to driving conditions.

JPBIA6226GB

JSBIA5473GB

Revision: November 2015

2016 JUKE

EC-644

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

The rod connected to the electric wastegate control actuator controls turbocharger boost by changing the

angle of the wastegate valve in the exhaust side turbine.

ECM determines a target boost pressure based on engine speed, accelerator pedal position, throttle valve

position, and EGR volume control valve position. ECM then calculates intake air pressure around the turbine

entrance according to the amount of intake air and intake air pressure. Based on this information, ECM deter-

mines the wastegate valve angle to satisfy the target boost pressure.

The electronically-controlled wastegate control actuator enables the adjustment of wastegate valve angle,

allowing the improvement of the response to driving conditions and the achievement of high-precision boost

pressure control.

When the engine is cold, the wastegate valve is opened and heat loss caused by turbocharger is minimized to

accelerate the warm-up (activation) of catalyst. This allows the wastegate valve to be opened in non-super-

charging regions and improves the fuel economy by reducing piston pumping loss.

In addition, the adoption of the electronically-controlled turbocharger bypass control valve quickly starts open-

ing the bypass valve when releasing the accelerator pedal, and accordingly this reduces surge sound gener-

ated by the back flow of supercharged air to the compressor fin.

NOTE:

Boost pressure varies according to the environment where the vehicle is used.

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-
gram

INFOID:0000000012198216

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription

INFOID:0000000012198217

INPUT/OUTPUT SIGNAL CHART

SYSTEM DESCRIPTION

• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-

sure by the oil pressure warning lamp a before the engine becomes damaged.

• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits

an oil pressure warning lamp signal to the combination meter.The combination meter turns ON the oil pres-

sure warning lamp, according to the signal.

*: When detecting a normal engine oil pressure, ECM turns OFF the oil pressure warning lamp.

AIR CONDITIONING CUT CONTROL

JPBIA4922GB

Sensor

Input signal to ECM

ECM function

Actuator

Engine oil pressure sensor

Engine pressure

Engine protection control
• Oil pressure warning lamp 

signal

• FUel  cut  control

Combination meter
• Oil pressure warning lamp

Crankshaft position sensor 
(POS)

Engine speed

Engine oil temperature sensor

Engine oil temperature

Decrease in engine oil 

pressure

Engine speed

Combination meter

Oil pressure warning lamp

Detection

Less than 1,000 rpm

ON*

1,000 rpm or more

ON

Revision: November 2015

2016 JUKE

SYSTEM

EC-645

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

C

D

E

F

G

H

I

J

K

L

M

A

EC

N

P

O

AIR CONDITIONING CUT CONTROL : System Diagram

INFOID:0000000012198218

AIR CONDITIONING CUT CONTROL : System Description

INFOID:0000000012198219

INPUT/OUTPUT SIGNAL CHART

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

SYSTEM DESCRIPTION

This system improves engine operation when the air conditioner is used.

Under the following conditions, the air conditioner is turned off.

• When the accelerator pedal is fully depressed.

• When cranking the engine.

• At high engine speeds.

• When the engine coolant temperature becomes excessively high.

• When operating power steering during low engine speed or low vehicle speed.

• When engine speed is excessively low.

• When refrigerant pressure is excessively low or high.

JSBIA0320GB

Sensor

Input Signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Air conditioner 
cut control

IPDM E/R

↓

Air conditioner relay

↓

Compressor

Camshaft position sensor (PHASE)

Engine coolant temperature sensor

Engine coolant temperature

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

*

Refrigerant pressure sensor

Refrigerant pressure

EPS control unit

CAN commu-
nication

EPS operation signal

Combination meter

CAN commu-
nication

Vehicle speed signal

BCM

CAN commu-
nication

• A/C ON signal
• Blower fan ON signal

Revision: November 2015

2016 JUKE

EC-646

< SYSTEM DESCRIPTION >

[MR EXCEPT FOR NISMO RS MODELS]

SYSTEM

COOLING FAN CONTROL
COOLING FAN CONTROL : System Diagram

INFOID:0000000012198220

COOLING FAN CONTROL : System Description

INFOID:0000000012198221

INPUT/OUTPUT SIGNAL CHART

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

SYSTEM DESCRIPTION

ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, A/C ON signal

and refrigerant pressure.

Cooling fan control signal is sent to IPDM E/R from ECM by CAN communication line. Then, IPDM E/R sends

ON/OFF pulse duty signal to cooling fan control module. Corresponding to this ON/OFF pulse duty signal,

cooling fan control module gives cooling fan motor operating voltage to cooling fan motors. Cooling fan speed

is controlled by duty cycle of cooling fan motor operating voltage sent from cooling fan control module.

JPBIA4759GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

*

Cooling fan 
control

IPDM E/R

↓

Cooling fan control mod-
ule

↓

Cooling fan motor

Camshaft position sensor (PHASE)

Engine coolant temperature sensor

Engine coolant temperature

Refrigerant pressure sensor

Refrigerant pressure

Battery

Battery voltage

*

Combination meter

CAN commu-
nication

Vehicle speed signal

BCM

CAN commu-
nication

A/C ON signal

A/C evaporator temper-
ature*

Target A/C evaporator 
temperature*

Blower fan ON signal*

Revision: November 2015

2016 JUKE