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Nissan Juke (2016 year). Service Repair Manual - part 624

TM-184

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

• Vehicle speed is less than 20 km/h (12 MPH).

• When ABS, TCS or VDC is active.

• During wheel spin.

• ECM selects blipping control or normal shift control according to the gear position, the selector lever posi-

tion, etc.

• The blipping control is activated when ECM judges it controllable after receiving a control permit signal from

TCM.

• ECM controls engine torque, based on generated inertia torque.

HILL CLIMBING AND DESCENDING CONTROL

If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the

engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected,

the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the

high side.

NOTE:

For engine brake control on a downhill, the control can be stopped with CONSULT.

CONTROL IN ACCELERATION

From change of the vehicle speed or accelerator pedal position, the acceleration request level of the driver or

driving scene is evaluated. In start or acceleration during driving, the gear shift characteristics with linearity of

revolution increase and vehicle speed increase are gained to improve the acceleration feel.

INTEGRATED CONTROL SYSTEM

JSDIA2841GB

JSDIA2060GB

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2016 JUKE

SYSTEM

TM-185

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

INTEGRATED CONTROL SYSTEM : System Diagram

INFOID:0000000012200893

INTEGRATED CONTROL SYSTEM : System Description

INFOID:0000000012200894

• TCM receives the NORMAL mode signal, ECO mode signal or SPORT mode signal from the multi display

unit through CAN communication.

• TCM sends the recognized control mode to ECM through CAN communication (drive mode select signal).

• With operation on the multi display unit, the mode is changed on the display, but the mode is actually not

changed due to CAN communication malfunction.

• When the selector lever is in any position other than D position, the gear shift line is not changed according

to changes in the control mode.

CONTROL DETAILS OF EACH MODE

JSDIA2410GB

Revision: November 2015

2016 JUKE

TM-186

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

FAIL-SAFE

If CAN communication malfunction occurs between TCM and the multi display unit, the mode when the mal-

function occurs is maintained for approximately 30 seconds and the mode is changed to NORMAL mode

when the accelerator pedal is released.

SHIFT LOCK SYSTEM
SHIFT LOCK SYSTEM : System Description

INFOID:0000000012200895

• The shift lock is the mechanism provided to prevent quick start of a vehicle by incorrect operation of a drive

when the selector lever is in P position.

• Selector lever can be shifted from the P position to another position when the following conditions are satis-

fied.

- Ignition switch is ON.

- Stop lamp switch ON (brake pedal is depressed)

- Press the selector button.

SHIFT LOCK OPERATION AT P POSITION

When brake pedal is not depressed (no selector operation allowed)

When the brake pedal is not depressed with the ignition switch ON,

the shift lock solenoid (A) is OFF (not energized) and the solenoid

rod (B) is extended with spring.

The connecting lock lever (C) is located at the position shown in the

figure when the solenoid rod is extended. It prevents the movement

of the detent rod (D). The selector lever cannot be shifted from the P

position for this reason.

When brake pedal is depressed (selector lever operation allowed)

The shift lock solenoid (A) is turned ON (energized) when the brake

pedal is depressed with the ignition switch ON. The solenoid rod (B)

is compressed with the electromagnetic force. The connecting lock

lever (C) rotates when the solenoid rod is compressed. Therefore,

the detent rod (D) can be moved. The selector lever can be shifted to

other positions for this reason.

P POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)

Control mode

Control

NORMAL mode

Driving mode that automatically selects the shift schedule considering the balance of fuel economy and
driving performance based on the driving condition and driving trend.

SPORT mode

Keeps high engine speed and provides direct feel and acceleration performance suitable for driving on
winding road. This driving mode also provides a rhythmical feel obtained by A/T like shifting, and pro-
duces sporty driving.

ECO mode

Driving mode that selects the shift schedule with priority on fuel economy which gives low engine revo-
lution.

JSDIA2338ZZ

JSDIA2339ZZ

Revision: November 2015

2016 JUKE

SYSTEM

TM-187

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

The shift lock solenoid (A) is not energized when the ignition switch

is in any position other than ON. The shift mechanism is locked and

P position is held. The operation cannot be performed from P posi-

tion if the brake pedal is depressed with the ignition switch ON when

the operation system of shift lock solenoid is malfunctioning. How-

ever, the lock lever (B) is forcibly rotated and the shift lock is

released when the shift lock release button (C) is pressed from

above. The selector operation from P position can be performed.

CAUTION:

Use the shift lock release button only when the selector lever

cannot be operated even if the brake pedal is depressed with the ignition switch ON.

KEY LOCK SYSTEM
KEY LOCK SYSTEM : System Description

INFOID:0000000012200896

KEY LOCK MECHANISM

The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from

being removed from the key cylinder.

Key lock status

The slider (B) in the key cylinder (A) is moved to the left side of the

figure when the selector lever is in any position other than P position.

The rotator (D) that rotates together with the key (C) cannot be

rotated for this reason. The key cannot be removed from the key cyl-

inder because it cannot be turned to LOCK (E).

Key unlock status

The slider (B) in the key cylinder (A) is moved to the right side of the

figure when the selector lever is in P position and the finger is

removed from the selector button. The rotator (C) can be rotated for

this reason. The key (D) can be removed from the key cylinder

because it can be turned to LOCK (E).

: Detent rod

JSDIA2340ZZ

JPDIA0108ZZ

JPDIA0109ZZ

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2016 JUKE

TM-188

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

ON BOARD DIAGNOSTIC (OBD) SYSTEM

Diagnosis Description

INFOID:0000000012200897

DESCRIPTION

The CVT system has two self-diagnostic systems.

The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination

with the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in

the ECM memory, and the TCM memory.

The second is the TCM original self-diagnosis performed by the TCM. The malfunction is stored in the TCM

memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail, refer to

TM-190,

"CONSULT Function"

OBD-II FUNCTION

The ECM provides emission-related on board diagnostic (OBD-II) functions for the CVT system. One function

is to receive a signal from the TCM used with OBD-related parts of the CVT system. The signal is sent to the

ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a

diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches

and solenoid valves are used as sensing elements.

The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-

tion to CVT system parts.

ONE OR TWO TRIP DETECTION LOGIC OF OBD-II

One Trip Detection Logic

If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in

the ECM memory as a DTC. The TCM is not provided with such a memory function.

Two Trip Detection Logic

When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC

(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip

If the same malfunction as that experienced during the first test drive is sensed during the second test drive,

the MIL will illuminate. — 2nd trip

The “trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed

during vehicle operation.

OBD-II DIAGNOSTIC TROUBLE CODE (DTC)

How to Read DTC and 1st Trip DTC

DTC and 1st trip DTC can be read by the following methods.

( with CONSULT or GST)

CONSULT or GST (Generic Scan Tool) Examples: P0705, P0720 etc.

These DTC are prescribed by SAE J2012.

(CONSULT also displays the malfunctioning component or system.)

•

1st trip DTC No. is the same as DTC No.

•

Output of the diagnostic trouble code indicates that the indicated circuit has a malfunction. How-

ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or

occurred in the past and returned to normal.

CONSULT can identify them as shown below, therefore, CONSULT (if available) is recommended.

- DTC or 1st trip DTC of a malfunction is displayed in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with

CONSULT. Time data indicates how many times the vehicle was driven after the last detection of a DTC.

- If the DTC is being detected currently, the time data will be “0”.

- If a 1st trip DTC is stored in the ECM, the time data will be “1t”.

Freeze Frame Data and 1st Trip Freeze Frame Data

• The ECM has a memory function, which stores the driving condition such as fuel system status, calculated

load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle

speed at the moment the ECM detects a malfunction.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data,

and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT

or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen, not on the GST. For

details, refer to

EC-84, "CONSULT Function"

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the

ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority

Revision: November 2015

2016 JUKE

ON BOARD DIAGNOSTIC (OBD) SYSTEM

TM-189

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

for 1st trip freeze frame data, and it is updated each time a different 1st trip DTC is detected. However, once

freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no

longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-

lowing priorities to update the data.

Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM mem-

ory is erased.

How to Erase DTC

• The diagnostic trouble code can be erased by CONSULT, GST or ECM DIAGNOSTIC TEST MODE as

described following.

If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.

When you erase the DTC, using CONSULT or GST is easier and quicker than switching the mode

selector on the ECM.

• The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC

related to OBD-II. For details, refer to

EC-115, "DTC Index"

Diagnostic trouble codes (DTC)

1st trip diagnostic trouble codes (1st trip DTC)

Freeze frame data

1st trip freeze frame data

System readiness test (SRT) codes

Test values

How to Erase DTC (With CONSULT)

The emission related diagnostic information in the TCM and ECM can be erased by selecting “ALL Erase” in

the “Description” of “FINAL CHECK” mode with CONSULT.

How to Erase DTC (With GST)

1. If the ignition switch stays ON after repair work, be sure to turn ignition switch OFF once. Wait at least 10

seconds and then turn it ON (engine stopped) again.

2. Select Mode 4 with GST (Generic Scan Tool).

MALFUNCTION INDICATOR LAMP (MIL)

Description

The MIL is located on the instrument panel.
1. The MIL will light up when the ignition switch is turned ON with-

out the engine running. This is a bulb check.

• If the MIL does not light up, refer to

EC-575, "Component

Function Check"

2. When the engine is started, the MIL should go off.

If the MIL remains on, the on board diagnostic system has

detected an engine system malfunction.

Priority

Items

Freeze frame data

Misfire — DTC: P0300 - P0304
Fuel Injection System Function — DTC: P0171, P0172

Except the above items (Includes CVT related items)

1st trip freeze frame data

JSBIA1315ZZ

Revision: November 2015

2016 JUKE

TM-190

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

DIAGNOSIS SYSTEM (TCM)

DIAGNOSIS SYSTEM (TCM)

CONSULT Function

INFOID:0000000012200898

APPLICATION ITEMS

SELF DIAGNOSTIC RESULTS

Refer to

TM-203, "DTC Index"

DATA MONITOR

NOTE:

The following table includes information (items) inapplicable to this vehicle. For information (items) applicable

to this vehicle, refer to CONSULT display items.

X: Application

: Optional selection

Conditions

Function

All DTC Reading

Display all DTCs or diagnostic items that all ECUs are recording and judging.

Work Support

This mode enables a technician to adjust some devices faster and more accurately.

Self Diagnostic Results

Retrieve DTC from ECU and display diagnostic items.

Data Monitor

Monitor the input/output signal of the control unit in real time.

CAN Diagnosis

This mode displays a network diagnosis result about CAN by a diagram.

CAN Diagnosis Support Mon-
itor

It monitors the status of CAN communication.

ECU Identification

Display the ECU identification number (part number etc.) of the selected system.

CALIB DATA

The calibration data status of TCM can be checked.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

VSP SENSOR

(km/h or mph)

Displays the vehicle speed calculated from the CVT out-
put shaft speed.

ESTM VSP SIG

(km/h or mph)

Displays the vehicle speed signal (ABS) received
through CAN communication.

PRI SPEED SEN

(rpm)

Displays the primary pulley speed calculated from the
pulse signal of the primary speed sensor.

ENG SPEED SIG

(rpm)

Displays the engine speed received through CAN com-
munication.

SEC HYDR SEN

(V)

Displays the signal voltage of the secondary pressure
sensor.

PRI HYDR SEN

(V)

• Displays the signal voltage of the primary pressure

sensor.

• It is displayed although not equipped.

ATF TEMP SEN

(V)

Displays the signal voltage of the CVT fluid temperature
sensor.

VIGN SEN

(V)

Displays the battery voltage applied to TCM.

VEHICLE SPEED

(km/h or mph)

Vehicle speed recognized by the TCM.

PRI SPEED

(rpm)

Displays the primary pulley speed recognized by TCM.

SEC SPEED

(rpm)

Displays the secondary pulley speed recognized by
TCM.

ENG SPEED

(rpm)

Displays the engine speed recognized by TCM.

SLIP REV

(rpm)

Displays the speed difference between the input shaft
speed of CVT and the engine speed.

Revision: November 2015

2016 JUKE

DIAGNOSIS SYSTEM (TCM)

TM-191

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

GEAR RATIO

Displays the pulley gear ratio calculated from primary
pulley speed/secondary pulley speed.

G SPEED

(G)

Displays the acceleration and deceleration speed of the
vehicle calculated from vehicle speed change.

ACC PEDAL OPEN

(0.0/8)

Displays the estimated throttle position received through
CAN communication.

SEC PRESS

(MPa)

Displays the secondary pressure calculated from the sig-
nal voltage of the secondary pressure sensor.

PRI PRESS

(MPa)

• Displays the primary pressure calculated from the sig-

nal voltage of the primary pressure sensor.

• It is displayed although not equipped.

ATFTEMP COUNT

Means CVT fluid temperature. Actual oil temperature (

numeric value is converted. Refer to

TM-194

DSR REV

(rpm)

Displays the target primary pulley speed calculated from
processing of gear shift control.

DGEAR RATIO

Displays the target gear ratio.

DSTM STEP

(step)

Displays the target number of steps of the step motor,
calculated from processing of gear shift control.

STM STEP

(step)

Displays the actual number of steps of the step motor,
calculated from processing of gear shift control.

LU PRS

(MPa)

Displays the target oil pressure of the torque converter
clutch solenoid valve calculated from oil pressure pro-
cessing of gear shift control.

LINE PRS

(MPa)

Displays the target oil pressure of the line pressure sole-
noid valve calculated from oil pressure processing of
gear shift control.

TGT SEC PRESS

(MPa)

Displays the target oil pressure of the secondary pres-
sure solenoid valve calculated from oil pressure process-
ing of gear shift control.

ISOLT1

(A)

Displays the command current from TCM to the torque
converter clutch solenoid valve.

ISOLT2

(A)

Displays the command current from TCM to the line pres-
sure solenoid valve.

ISOLT3

(A)

Display the command current from TCM to the second-
ary pressure solenoid valve.

SOLMON1

(A)

Monitors the command current from TCM to the torque
converter clutch solenoid valve and displays the moni-
tored value.

SOLMON2

(A)

Monitors the command current from TCM to the line
pressure solenoid valve and displays the monitored val-
ue.

SOLMON3

(A)

Monitors the command current from TCM to the second-
ary pressure solenoid valve and displays the monitored
value.

BRAKE SW

(On/Off)

Displays the reception status of the stop lamp switch sig-
nal received through CAN communication.

FULL SW

(On/Off)

• Displays the reception status of the wide open throttle

position signal received through CAN communication.

• It is displayed although not equipped.

IDLE SW

(On/Off)

Displays the reception status of the closed throttle posi-
tion signal received through CAN communication.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

Revision: November 2015

2016 JUKE

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