Nissan Juke (2012 year). Service Repair Manual - part 76

COMPONENT PARTS

EC-33

< SYSTEM DESCRIPTION >

[MR16DDT ]

EVAP Canister Vent Control Valve

INFOID:0000000007576934

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.

EVAP Control System Pressure Sensor

INFOID:0000000007576935

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:0000000007576936

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-7, "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

PBIB1263E

PBIB3370E

JPBIA3262ZZ

Revision: 2011 October

2012 JUKE

EC-34

< SYSTEM DESCRIPTION >

[MR16DDT ]

COMPONENT PARTS

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.

Malfunction Indicator lamp (MIL)

INFOID:0000000007576937

The Malfunction Indicator lamp (MIL) is located on the combination
meter.
The MIL will illuminate when the ignition switch is turned ON without
the engine running. This is a bulb check.
When the engine is started, the 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-70, "DIAGNOSIS DESCRIPTION : Malfunc-

tion Indicator Lamp (MIL)"

Oil Pressure Warning Lamp

INFOID:0000000007576938

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.

Refrigerant Pressure Sensor

INFOID:0000000007576939

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.

Stop Lamp Switch & Brake Pedal Position Switch

INFOID:0000000007576940

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).

Temperature [

C (

F)]

Voltage

(V)

Resistance (k

Ω

)

25 (77)

3.333

1.9 - 2.1

90 (194)

0.969

0.222 - 0.258

SEF012P

JSBIA1315ZZ

PBIA8559J

PBIB2657E

Revision: 2011 October

2012 JUKE

COMPONENT PARTS

EC-35

< SYSTEM DESCRIPTION >

[MR16DDT ]

Clutch Pedal Position Switch

INFOID:0000000007576941

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:0000000007576942

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:0000000007576943

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

OFF

Depressed

OFF

Revision: 2011 October

2012 JUKE

EC-36

< SYSTEM DESCRIPTION >

[MR16DDT ]

STRUCTURE AND OPERATION

STRUCTURE AND OPERATION

Positive Crankcase Ventilation

INFOID:0000000007576944

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: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

EC-37

< SYSTEM DESCRIPTION >

[MR16DDT ]

On Board Refueling Vapor Recovery (ORVR)

INFOID:0000000007576945

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

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-530, "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: 2011 October

2012 JUKE

EC-38

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

SYSTEM

ENGINE CONTROL SYSTEM

ENGINE CONTROL SYSTEM : System Diagram

INFOID:0000000007576946

ENGINE CONTROL SYSTEM : System Description

INFOID:0000000007576947

ECM controls the engine by various functions.

JPBIA5480GB

Revision: 2011 October

2012 JUKE

SYSTEM

EC-39

< SYSTEM DESCRIPTION >

[MR16DDT ]

DIRECT INJECTION GASOLINE SYSTEM

Function

Reference

Direct injection gasoline system

EC-40, "DIRECT INJECTION GASOLINE SYSTEM : System De-
scription"

Fuel pressure control

EC-43, "FUEL PRESSURE CONTROL : System Description"

Electric ignition control

EC-45, "ELECTRIC IGNITION SYSTEM : System Description"

Intake valve timing control

EC-46, "INTAKE VALVE TIMING CONTROL : System Description"

Exhaust valve timing control

EC-47, "EXHAUST VALVE TIMING CONTROL : System Descrip-
tion"

Turbocharger boost control

EC-49, "TURBOCHARGER BOOST CONTROL : System Descrip-
tion"

Engine protection control (Low engine oil pressure)

EC-50, "ENGINE PROTECTION CONTROL AT LOW ENGINE
OIL PRESSURE : System Description"

Fuel filler cap warning system

EC-51, "FUEL FILLER CAP WARNING SYSTEM : System De-
scription"

Air conditioning cut control

EC-52, "AIR CONDITIONING CUT CONTROL : System Descrip-
tion"

Cooling fan control

EC-54, "COOLING FAN CONTROL : System Description"

Starter motor drive control

EC-54, "STARTER MOTOR DRIVE CONTROL : System Descrip-
tion"

Evaporative emission system

EC-55, "EVAPORATIVE EMISSION SYSTEM : System Descrip-
tion"

ASCD (Automatic speed control device)

EC-57, "AUTOMATIC SPEED CONTROL DEVICE (ASCD) : Sys-
tem Description"

Integrated control system

EC-58, "INTEGRATED CONTROL SYSTEM : System Descrip-
tion"

CAN communication

EC-59, "CAN COMMUNICATION : System Description"

Revision: 2011 October

2012 JUKE

EC-40

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

DIRECT INJECTION GASOLINE SYSTEM : System Diagram

INFOID:0000000007576948

DIRECT INJECTION GASOLINE SYSTEM : System Description

INFOID:0000000007576949

INPUT/OUTPUT SIGNAL CHART

JPBIA5479GB

Revision: 2011 October

2012 JUKE

SYSTEM

EC-41

< SYSTEM DESCRIPTION >

[MR16DDT ]

*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.

• 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

• During deceleration
• During high engine speed operation

Sensor

Input signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

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

Knock sensor

Engine knocking condition

Heated oxygen sensor 2

Density of oxygen in exhaust gas

Transmission range switch

Gear position

Park/neutral position (PNP) switch

G sensor

Inclination angle

Turbocharger boost sensor

Turbocharger boost

ABS actuator and electric unit (control unit)

CAN commu-
nication

• Wheel speed signal
• VDC/TCS operation command

BCM

CAN commu-
nication

A/C ON signal

Combination meter

CAN commu-
nication

Vehicle speed signal

Revision: 2011 October

2012 JUKE

EC-42

< SYSTEM DESCRIPTION >

[MR16DDT ]

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-30, "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: 2011 October

2012 JUKE

SYSTEM

EC-43

< SYSTEM DESCRIPTION >

[MR16DDT ]

“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:0000000007576950

FUEL PRESSURE CONTROL : System Description

INFOID:0000000007576951

INPUT/OUTPUT SIGNAL CHART

JPBIA4704GB

JPBIA4920GB

Revision: 2011 October

2012 JUKE

EC-44

< SYSTEM DESCRIPTION >

[MR16DDT ]

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.

ELECTRIC IGNITION 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: 2011 October

2012 JUKE

SYSTEM

EC-45

< SYSTEM DESCRIPTION >

[MR16DDT ]

ELECTRIC IGNITION SYSTEM : System Diagram

INFOID:0000000007576952

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000007576953

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

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

Gear position

Park/neutral position (PNP) switch

Battery

Battery voltage

Knock sensor

Engine knocking condition

Combination meter

CAN commu-
nication

Vehicle speed signal

Revision: 2011 October

2012 JUKE

EC-46

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

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.

INTAKE VALVE TIMING CONTROL

INTAKE VALVE TIMING CONTROL : System Diagram

INFOID:0000000007576954

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000007576955

INPUT/OUTPUT SIGNAL CHART

JPBIA4760GB

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

Revision: 2011 October

2012 JUKE

SYSTEM

EC-47

< SYSTEM DESCRIPTION >

[MR16DDT ]

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.

EXHAUST VALVE TIMING CONTROL

EXHAUST VALVE TIMING CONTROL : System Diagram

INFOID:0000000007576956

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000007576957

INPUT/OUTPUT SIGNAL CHART

JPBIA5034GB

JPBIA4761GB

Revision: 2011 October

2012 JUKE

EC-48

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

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.

TURBOCHARGER BOOST 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: 2011 October

2012 JUKE

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