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Nissan Juke (2016 year). Service Repair Manual - part 649

TM-384

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

CONTROL WHEN FLUID TEMPERATURE IS HIGH

REVERSE PROHIBIT CONTROL

LINE PRESSURE CONTROL
LINE PRESSURE CONTROL : System Description

INFOID:0000000012201101

SYSTEM DIAGRAM

Control

Engine output is controlled according to a vehicle speed while reversing the vehicle.

Vehicle behavior in
control

Power performance may be lowered while reversing the vehicle.

Normal return condi-
tion

Torque returns to normal by positioning the selector lever in a range other than “R” position.

Control

When the CVT fluid temperature is high, the gear shift permission maximum revolution and the maximum
torque are reduced than usual to prevent increase of the oil temperature.

Vehicle behavior in
control

Power performance may be lowered, compared to normal control.

Normal return condi-
tion

The control returns to the normal control when CVT fluid temperature is lowered.

Control

The reverse brake is controlled to avoid becoming engaged when the selector lever is set in “R” position while
driving in forward direction at more than the specified speed.

Vehicle behavior in
control

If the selector lever is put at “R” position when driving with the forward gear, the gear becomes neutral, not
reverse.

Normal return condi-
tion

The control returns to normal control when the vehicle is driven at low speeds. (The reverse brake becomes
engaged.)

JSDIA5312GB

Revision: November 2015

2016 JUKE

SYSTEM

TM-385

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

DESCRIPTION

Highly accurate line pressure control and secondary pressure control reduces friction for improvement of fuel

economy.

Normal Oil Pressure Control

Appropriate line pressure and secondary pressure suitable for driving condition are determined based on the

accelerator pedal position, engine speed, primary pulley (input) speed, secondary pulley (output) speed, vehi-

cle speed, input torque, stop lamp switch signal, transmission range switch signal, lock-up signal, power volt-

age, target shift ratio, oil temperature, oil pressure, and manual mode switch signal.

Secondary Pressure Feedback Control

In normal oil pressure control and oil pressure control in shifting, highly accurate secondary pressure is deter-

mined by detecting the secondary pressure using an oil pressure sensor and by feedback control.

SHIFT CONTROL

Revision: November 2015

2016 JUKE

TM-386

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

SHIFT CONTROL : System Description

INFOID:0000000012201102

SYSTEM DIAGRAM

DESCRIPTION

To select the gear ratio that can give the driving force to meet driver's intent or vehicle situation, the vehicle

driving condition such as vehicle speed or accelerator pedal position is detected and the most appropriate

gear ratio is selected and the shifting method before reaching the speed is determined. The information is out-

put to the primary pressure solenoid valve and secondary pressure solenoid valve to control the line pressure

input/output to the pulley, to determine the pulley (movable pulley) position and to control the gear position.

Shift Position Function

• D Position (Normal)

JSDIA5313GB

Revision: November 2015

2016 JUKE

SYSTEM

TM-387

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

Gear shifting is performed in all shifting ranges from the lowest to

the highest gear ratio.

• M Position (Manual Mode)

When the selector lever is put in the manual shift gate side, the

fixed changing gear line is set. By moving the selector lever to +

side or - side, the manual mode switch is changed over, and shift

change like M/T becomes possible following the changing gear set

line step by step.

- Manual Mode Information

The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the

transmission from the driving status of vehicle when the selector lever shifts to UP side (+ side) or DOWN

side (

−

side). The combination meter blinks shift indicator on the combination meter and sounds the buzzer to

indicate the driver that the shifting is not performed when receiving this signal. However, the TCM does not

transmit the manual mode shift refusal signal in the conditions as per the following.

• When the selector lever shifts to DOWN side (

−

side) while driving in M1.

• When the selector lever shifts to UP (+ side) side while driving in M7.

Blipping Control

Using engine torque, the blipping control enables a faster and more responsive gear shifting by compensating

inertia torque generated from the rotational change during gear shifting in real time.

Operation

• The blipping control is activated when shifting up/down in manual mode or when shifting up/down in “Ds”

position.

NOTE:

The blipping control is not activated when the vehicle is in the following conditions:

• When CAN communication is abnormal.

• During the retard inhibit signal transmission from ECM within the engine-CVT integrated control.

• Engine coolant temperature is less than 20

C (68

F).

• CVT fluid temperature is more than 120

C (248

F).

• Vehicle speed is less than 20 km/h (13 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.

SCIA1953E

JSDIA4104GB

Revision: November 2015

2016 JUKE

TM-388

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

• 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.

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.

• When the accelerator pedal is depressed 4/8 or more in D position, CVT performs step shifting to allow the

vehicle speed and engine speed to increase simultaneously. This improves the feel of acceleration and

enables the fuel economy by preventing unnecessary rise in engine speed, compared to the conventional

shifting.

JSDIA2841GB

JSDIA2060GB

Revision: November 2015

2016 JUKE

SYSTEM

TM-389

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SELECT CONTROL
SELECT CONTROL : System Description

INFOID:0000000012201103

SYSTEM DIAGRAM

DESCRIPTION

Based on accelerator pedal angle, engine speed, primary pulley speed, and the input speed, the optimum

operating pressure is set to reduce impact of a selector lever operation while shifting from “N” (“P”) to “D” (“R”)

position.

LOCK-UP CONTROL

JSDIA5273GB

JSDIA3711GB

Revision: November 2015

2016 JUKE

TM-390

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

LOCK-UP CONTROL : System Description

INFOID:0000000012201104

SYSTEM DIAGRAM

DESCRIPTION

• Controls for improvement of the transmission efficiency by engaging the torque converter clutch in the

torque converter and eliminating slip of the converter. Achieves comfortable driving with slip control of the

torque converter clutch.

• The oil pressure feed circuit for the torque converter clutch piston chamber is connected to the torque con-

verter clutch control valve. The torque converter clutch control valve is switched by the torque converter

clutch solenoid valve with the signal from TCM. This controls the oil pressure circuit, which is supplied to the

torque converter clutch piston chamber, to the release side or engagement side.

• If the CVT fluid temperature is low or the vehicle is in fail-safe mode due to malfunction, lock-up control is

prohibited.

Lock-up engagement

In lock-up engagement, the torque converter clutch solenoid valve makes the torque converter clutch control

valve locked up to generate the lock-up apply pressure. This pushes the torque converter clutch piston for

engagement.

Lock-up release condition

In lock-up release, the torque converter clutch solenoid valve makes the torque converter clutch control valve

non-locked up to drain the lock-up apply pressure. This does not engage the torque converter clutch piston.

INTEGRATED CONTROL SYSTEM

JSDIA5314GB

Revision: November 2015

2016 JUKE

SYSTEM

TM-391

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

INTEGRATED CONTROL SYSTEM : System Diagram

INFOID:0000000012201105

INTEGRATED CONTROL SYSTEM : System Description

INFOID:0000000012201106

• 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 DESCRIPTION

JSDIA7197GB

Revision: November 2015

2016 JUKE

Content .. 647 648 649 650 ..