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Nissan Juke (2012 year). Service Repair Manual - part 225

TM-76

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

STRUCTURE AND OPERATION

TRANSAXLE

TRANSAXLE : Cross-Sectional View

INFOID:0000000007576414

Converter housing

Driven sprocket

Chain

Reverse brake

Oil pump

Forward clutch

Planetary carrier

Primary pulley

Sun gear

10. Steel belt

11.

Side cover

12. Internal gear

13. Parking gear

14. Secondary pulley

15. Final gear

16. Differential case

17. Idler gear

18. Reduction gear

19. Taper roller bearing

20. Output gear

21. Drive sprocket

22. Input shaft

23. Torque converter

JSDIA2389GB

Revision: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

TM-77

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

TRANSAXLE : Main Component Elements

INFOID:0000000007576415

TORQUE CONVERTER (WITH LOCK-UP FUNCTION)

In the same way as a conventional A/T, the torque converter is a system that increases the engine torque and
transmits the torque to the transaxle. A symmetrical 3-element, 1-stage, 2-phase type is used here.

OIL PUMP

Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to increase
efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume in high-speed
zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of primary and second-
ary pulley operation, the oil of clutch operation, and the lubricant for each part.

FORWARD/REVERSE SELECTION UNIT

• A planetary gear type of forward/reverse selector mechanism is installed between the torque converter and

primary pulley.

• The power from the torque converter is input via the input shaft, operating a wet multi-plate clutch by means

of hydraulic pressure to switch between forward and reverse driving.

FINAL DRIVE AND DIFFERENTIAL

The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and sec-
ondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.
The lubrication oil is the same as the fluid (Genuine NISSAN CVT Fluid NS-2) which lubricates the entire tran-
saxle.

JSDIA2426GB

JSDIA2427GB

Revision: 2011 October

2012 JUKE

TM-78

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

TRANSAXLE : Belt & Pulley

INFOID:0000000007576416

STRUCTURE

MECHANISM

It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt
(the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both sides).
The groove width changes according to wrapping radius of steel belt and pulley from low status to overdrive
status continuously with non-step. It is controlled with the oil pressures of primary pulley and secondary pulley.

STEEL BELT

It is composed of multiple steel plates (A) and two steel rings (B)
stacked to a several number. The feature of this steel belt transmits
power with compression of the steel plate in contrast with transmis-
sion of power in pulling with a rubber belt. Friction force is required
with the pulley slope to transmit power from the steel plate. The force
is generated with the following mechanism:
Oil pressure applies to the secondary pulley to nip the plate.

⇒

The

plate is pushed and extended outward.

⇒

The steel ring shows with-

stands.

⇒

Pulling force is generated on the steel ring.

⇒

The plate of

the primary pulley is nipped between the pulley.

⇒

Friction force is

generated between the steel belt and the pulley.
Therefore, responsibilities are divided by the steel plate that trans-
mits the power with compression and the steel ring that maintains necessary friction force. In this way, the

JSDIA2428GB

JSDIA2431ZZ

Revision: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

TM-79

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

tension of the steel ring is distributed on the entire surface and stress variation is limited, resulting in good
durability.

PULLEY

The primary pulley (input shaft side) and the secondary pulley (output shaft side) have the shaft with slope
(fixed cone surface), movable sheave (movable cone surface that can move in the axial direction) and oil pres-
sure chamber at the back of the movable sheave.
The movable sheave slides on the shaft to change the groove width of the pulley. Input signals of engine load
(accelerator pedal opening), primary pulley speed and secondary pulley speed change the operation pres-
sures of the primary pulley and the secondary pulley, and controls the pulley groove width.

FLUID COOLER & FLUID WARMER SYSTEM

FLUID COOLER & FLUID WARMER SYSTEM : System Description

INFOID:0000000007576417

CVT FLUID COOLER SCHEMATIC

JSDIA2429GB

Revision: 2011 October

2012 JUKE

TM-80

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

COMPONENT DESCRIPTION

CVT Oil Warmer

• The CVT oil warmer (1) is installed on the front part of transaxle

assembly.

• When engine is started while engine and CVT are cold, engine

coolant temperature rises more quickly than CVT fluid tempera-
ture. CVT oil warmer is provided with two circuits for CVT and
engine coolant respectively so that warmed engine coolant warms
CVT quickly. This helps shorten CVT warming up time, improving
fuel economy.

• A cooling effect is obtained when A/T fluid temperature is high.

Heater Thermostat

• The heater thermostat (1) is installed on the front part of transaxle

assembly.

• The heater thermostat starts opening before the completion of an

engine warm-up and fully opens at the completion of the engine
warm-up. This allows the transaxle to be warmed up when CVT
fluid temperature is lower than coolant temperature under low tem-
perature conditions.

MECHANICAL SYSTEM

JSDIA2826GB

JSDIA2228ZZ

JSDIA2439ZZ

Revision: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

TM-81

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

MECHANICAL SYSTEM : System Diagram

INFOID:0000000007576418

MECHANICAL SYSTEM : System Description

INFOID:0000000007576419

Traction force of engine is transmitted to wheel via torque converter, planetary gear, belt, pulley, differential
gear, and others. Also includes a parking mechanism that mechanically fixes secondary pulley when selector
lever is shifted to the “P” position.

ACTIVATION STATE ACCORDING TO EACH SHIFTING

: Operates

POWER TRANSMISSION

“P” position

• Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake

are not engaged and run idle.

• Torque from the wheels is not transmitted to secondary pulley because secondary pulley is mechanically

fixed when parking pole that is linked with selector lever is engaged with parking gear that is integrated with
secondary pulley.

JSDIA2432GB

Selector lever position

Secondary

pressure

sensor

Solenoid valve

Step motor

Line pres-
sure sole-
noid valve

Secondary

pressure sole-

noid valve

Torque con-

verter solenoid

valve

Lock-up select sole-

noid valve

D (Low)

D (High)

(Lock-up)

Revision: 2011 October

2012 JUKE

TM-82

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

Planetary gear

“R” position

• Traction force from input shaft rotates sun gear in opposite direction of input shaft rotation because reverse

brake is engaged and planetary gear is fixed.

• Therefore primary pulley rotates in opposite direction of input shaft rotation and traction force output is in

opposite direction rotation.

JSDIA2433GB

Name

Sun gear

Planet carrier

Internal gear

Condition

Stop

Idled

Input

Direction of rotation

—

Clockwise revolution

Revision: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

TM-83

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

Planetary gear

“N” position

• Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake

are not engaged and run idle.

• Torque from wheel is not transmitted to input shaft because forward clutch and reverse brake are not

engaged and planetary carrier runs idle.

JSDIA2434GB

Name

Sun gear

Planet carrier

Internal gear

Condition

Output

Fixed

Input

Direction of rotation

Counterclockwise revolution

—

Clockwise revolution

Revision: 2011 October

2012 JUKE

TM-84

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

Planetary gear

“D” position

• Traction force from input shaft rotates sun gear via forward clutch in the same direction of input shaft

because forward clutch is engaged.

• Therefore primary pulley rotates in the same direction of input shaft rotation and traction force output is in the

same direction rotation.

JSDIA2435GB

Name

Sun gear

Planet carrier

Internal gear

Condition

Stop

Idle

Input

Direction of rotation

—

Clockwise revolution

Revision: 2011 October

2012 JUKE

STRUCTURE AND OPERATION

TM-85

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

Planetary gear

MECHANICAL SYSTEM : Component Description

INFOID:0000000007576420

JSDIA2436GB

Name

Sun gear

Planet carrier

Internal gear

Condition

Input/output

Idle

Input

Direction of rotation

Clockwise revolution

—

Clockwise revolution

Part name

Function

Torque converter

Increases engine torque and transmits it to the transaxle.

Oil pump

Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to
increase efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume
in high-speed zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of
primary and secondary pulley operation, the oil of clutch operation, and the lubricant for each part.

Forward clutch

The forward clutch is wet and multiple plate type clutch that consists of clutch drum, piston, drive plate,
and driven plate. It is a clutch to move the vehicle forward by activating piston hydraulically, engaging
plates, and directly connecting sun gear and input shaft.

Reverse brake

The reverse brake is a wet multiple-plate type brake that consists of transaxle case, piston, drive plate,
and driven plate. It is a brake to move the vehicle in reverse by activating piston hydraulically, engaging
plates, and fixing planetary gear.

Internal gear

The internal gear is directly connected to forward clutch drum. It is a gear that moves the outer edge of
pinion planet of planet carrier. It transmits power to move the vehicle in reverse when the planet carrier
is fixed.

Planet carrier

Composed of a carrier, pinion planet, and pinion shaft. This gear fixes and releases the planet carrier in
order to switch between forward and reverse driving.

Sun gear

Sun gear is a set part with planet carrier and internal gear. It transmits transmitted force to primary fixed
sheave. It rotates in forward or reverse direction according to activation of either forward clutch or re-
verse brake.

Input shaft

The input shaft is directly connected to forward clutch drum and transmits traction force from torque con-
verter. In shaft center, there are holes for hydraulic distribution to primary pulley and hydraulic distribu-
tion for lockup ON/OFF.

Revision: 2011 October

2012 JUKE

TM-86

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

STRUCTURE AND OPERATION

Primary pulley

It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel
belt (the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both
sides). The groove width changes according to wrapping radius of steel belt and pulley from low status
to overdrive status continuously with non-step. It is controlled with the oil pressures of primary pulley and
secondary pulley.

Secondary pulley

Steel belt

Manual shaft

When the manual shaft is in the P position, the parking rod that is linked to the manual shaft rotates the
parking pole. When the parking pole rotates, it engages with the parking gear, fixing the parking gear.
As a result, the secondary pulley that is integrated with the parking gear is fixed.

Parking rod

Parking pawl

Parking gear

Output gear

The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and
secondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.

Idler gear

Reduction gear

Differential

Torque converter regulator
valve

Adjusts the feed pressure to the torque converter to the optimum pressure corresponding to the driving
condition.

Pressure regulator valve

Adjusts the discharge pressure from the oil pump to the optimum pressure (line pressure) corresponding
to the driving condition.

Torque converter clutch
control valve

Adjusts the torque converter engage and disengage pressures.

Shift control valve

Controls the line pressure that is applied to the primary pulley according to the stroke difference between
the step motor and primary pulley.

Secondary valve

Reduces the line pressure and adjusts the secondary pressure.

Clutch regulator valve

Adjusts the clutch operating pressure according to the driving conditions.

Manual valve

Distributes the clutch operation pressure to each circuit according to the selector lever position.

Select control valve

Engages when selected. Adjusts the forward clutch pressure and reverse brake pressure.

Select switch valve

Performs switching control of the torque converter clutch solenoid valve control pressure when lock-up
is engaged/disengaged, and when the forward/reverse clutches (forward clutch and reverse brake) are
engaged/disengaged.

Step motor

• Step motor changes step by turning 4 coils ON or OFF according to signal from TCM.
• By changing step, step motor controls outward flow and inward flow of line pressure to primary pulley,

determines the primary pulley position, and controls gear ratio.

Part name

Function

Revision: 2011 October

2012 JUKE

SYSTEM

TM-87

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

CVT CONTROL SYSTEM

CVT CONTROL SYSTEM : System Description

INFOID:0000000007576421

JSDIA2383GB

Revision: 2011 October

2012 JUKE

TM-88

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

CVT CONTROL SYSTEM : System Diagram

INFOID:0000000007576422

CVT CONTROL SYSTEM : Fail-safe

INFOID:0000000007818546

The TCM has an electrical fail-safe mode. In this mode TCM is operator even if there is an error in a main
electronic control input/output signal circuit.

DESCRIPTION

When a malfunction is detected in each sensor, switch, solenoid or others, this function provides control to
minimize reduction of drivability so that durability of transmission assembly can be acquired.

JSDIA2231GB

DTC

Condition

Vehicle behavior

P0703

—

• Start is slow
• Acceleration is slow

P0705

—

• Position indicator on combination meter is not dis-

played

• Selector shock is large
• Start is slow
• Acceleration at high load state is slow
• Manual mode is not activated
• Lock-up is not performed

P0710

Engine coolant temperature when engine starts is 10

C (50

F) or

Start is slow

Engine coolant temperature when engine starts is 10

C (50

F) or

less

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

Engine coolant temperature when engine starts is

−

C (

−

or less

Vehicle speed is not increased

Revision: 2011 October

2012 JUKE

SYSTEM

TM-89

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

P0715

—

• Acceleration is slow
• Re-start is slow after vehicle is stop by strong decel-

eration

• Manual mode is not activated
• Lock-up is not performed

P0720

—

• Start is slow
• Acceleration is slow
• Re-start is slow after vehicle is stop by strong decel-

eration

• Manual mode is not activated
• Lock-up is not performed

P0725

—

Lock-up is not performed

P0740

—

• Selector shock is large
• Lock-up is not performed

P0744

—

Lock-up is not performed

P0746

A malfunction is detected

• Start is slow
• Acceleration is slow
• Lock-up is not performed

Function is excessively reduced after a malfunction is detected

• Start is difficult
• Drive is difficult
• Lock-up is not performed

P0778

—

Vehicle speed is not increased

P0826

—

Manual mode is not activated

P0840

—

• Start is slow
• Acceleration is slow

P0841

—

• Start is slow
• Acceleration is slow

P0845

—

• Start is slow
• Acceleration is slow

P0868

—

• Start is slow
• Acceleration is slow

P1701

—

• Start is slow
• Acceleration is slow

P1705

—

• Acceleration is slow
• Lock-up is not performed

P1709

—

• Start is slow
• Acceleration is slow
• Shift position indicator (P, N) is not displayed, or is

displayed with delay.

P1722

—

Lock-up is not activated in coast state

P1723

A malfunction is detected in primary pulley speed sensor side

• Acceleration is slow
• Re-start is slow after vehicle is stop by strong decel-

eration

• Manual mode is not activated
• Lock-up is not performed

A malfunction is detected in secondary pulley speed sensor

• Start is slow
• Acceleration is slow
• Re-start is slow after vehicle is stop by strong decel-

eration

• Manual mode is not activated
• Lock-up is not performed

P1726

—

Acceleration is slow

P1740

—

• Selector shock is large
• Lock-up is not performed

DTC

Condition

Vehicle behavior

Revision: 2011 October

2012 JUKE

TM-90

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

OIL PRESSURE CONTROL SYSTEM

OIL PRESSURE CONTROL SYSTEM : System Diagram

INFOID:0000000007576424

OIL PRESSURE CONTROL SYSTEM : System Description

INFOID:0000000007576425

The hydraulic control mechanism consists of the oil pump directly driven by the engine, the hydraulic control
valve that controls line pressure and transmission, and the input signal line.

LINE PRESSURE AND SECONDARY PRESSURE CONTROL

• When an input torque signal equivalent to the engine driving force is transmitted from the ECM to the TCM,

the TCM controls the line pressure solenoid valve and secondary pressure solenoid valve.

P1777

A malfunction is detected in low side (when vehicle is stopped)

• Vehicle speed is not increased
• Lock-up is not performed

A malfunction is detected in high side (during driving)

• Start is slow
• Acceleration is slow
• Lock-up is not performed

U1000

—

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

U1010

—

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

DTC

Condition

Vehicle behavior

JSDIA2384GB

Revision: 2011 October

2012 JUKE

SYSTEM

TM-91

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

• 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, input
torque, stop lamp switch signal, transmission range switch signal, lock-up signal, power voltage, target shift
ratio, oil temperature and oil pressure.

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.

CONTROL SYSTEM

JSDIA2455GB

Revision: 2011 October

2012 JUKE

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