Nissan Juke (2014 year). Service Repair Manual - part 251

STRUCTURE AND OPERATION

TM-161

< 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:0000000009752519

CVT FLUID COOLER SCHEMATIC

JSDIA2429GB

Revision: 2013 October

2014 JUKE

TM-162

< 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.

MECHANICAL SYSTEM

JSDIA2826GB

JSDIA2228ZZ

JSDIA2439ZZ

Revision: 2013 October

2014 JUKE

STRUCTURE AND OPERATION

TM-163

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

MECHANICAL SYSTEM : System Diagram

INFOID:0000000009752520

MECHANICAL SYSTEM : System Description

INFOID:0000000009752521

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: 2013 October

2014 JUKE

TM-164

< 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: 2013 October

2014 JUKE

STRUCTURE AND OPERATION

TM-165

< 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: 2013 October

2014 JUKE

TM-166

< 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: 2013 October

2014 JUKE

STRUCTURE AND OPERATION

TM-167

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

Planetary gear

MECHANICAL SYSTEM : Component Description

INFOID:0000000009752522

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: 2013 October

2014 JUKE

TM-168

< 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: 2013 October

2014 JUKE

SYSTEM

TM-169

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

CVT CONTROL SYSTEM

CVT CONTROL SYSTEM : System Description

INFOID:0000000009752523

NOTE:
• MDU is applied to vehicle with Integrated Control System.
• Paddle shifter is applied to NISMO RS models.

JSDIA5165GB

Revision: 2013 October

2014 JUKE

TM-170

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

CVT CONTROL SYSTEM : System Diagram

INFOID:0000000009752524

NOTE:
Paddle shifter is applied to NISMO RS models.

CVT CONTROL SYSTEM : Fail-Safe

INFOID:0000000009752525

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.

JSDIA5166GB

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

Revision: 2013 October

2014 JUKE

SYSTEM

TM-171

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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

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

DTC

Condition

Vehicle behavior

Revision: 2013 October

2014 JUKE

TM-172

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

OIL PRESSURE CONTROL SYSTEM

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

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

U0100

—

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

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

Revision: 2013 October

2014 JUKE

SYSTEM

TM-173

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

OIL PRESSURE CONTROL SYSTEM : System Diagram

INFOID:0000000009752526

OIL PRESSURE CONTROL SYSTEM : System Description

INFOID:0000000009752527

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.

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

fuel economy.

Normal Oil Pressure Control

JSDIA2384GB

JSDIA2455GB

Revision: 2013 October

2014 JUKE

TM-174

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

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

CONTROL SYSTEM : System Diagram

INFOID:0000000009752528

NOTE:
Paddle shifter is applied to NISMO RS models.

CONTROL SYSTEM : System Description

INFOID:0000000009752529

The TCM senses vehicle operating conditions through various sensors or signals. It always controls the opti-
mum shift position and reduces shifting and lock-up shocks.

TCM FUNCTION

The function of the TCM is to:
• Receive input signals transmitted from various switches and sensors.
• Determine required line pressure, shifting point, lock-up operation, etc.
• Transmit required output signals to the respective solenoids.

JSDIA5166GB

Revision: 2013 October

2014 JUKE

SYSTEM

TM-175

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

TCM INPUT/OUTPUT SIGNAL

*1: Input by CAN communications.

*2: If these input/output signals show errors, TCM activates the fail-safe function.

*3: NISMO RS models.

CONTROL SYSTEM : CAN Communication

INFOID:0000000009752530

• CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle

multiplex communication line with high data communication speed and excellent malfunction detection abil-
ity. Many electronic control units are equipped onto a vehicle, and each control unit shares information and
links with other control units during operation (not independent). In CAN communication, control units are
connected with 2 communication lines (CAN-H and CAN-L) allowing a high rate of information transmission
with less wiring. Each control unit transmits/receives data but selectively reads required data only.

• For a list of CAN communication signals, refer to

LAN-28, "CAN COMMUNICATION SYSTEM : CAN Com-

munication Signal Chart"

CONTROL SYSTEM : Engine and CVT Integrated Control (CAN Communication Con-

Sensor (or signal)

⇒

TCM function

⇒

Actuator

Transmission range switch
CVT fluid temperature sensor
Secondary pressure sensor
Primary speed sensor
Secondary speed sensor
Engine speed signal
Accelerator pedal position signal
Closed throttle position signal
Stop lamp switch signal
Manual mode switch signal
Vehicle speed signal

Shift control
Line pressure control
Primary oil pressure control
Secondary oil pressure control
Lock-up control
Engine brake control
Vehicle speed control
Integrated Control System
Fail-safe function
Self-diagnosis function
Communication function with CON-
SULT
CAN communication control

Line pressure solenoid valve
Secondary pressure solenoid valve
Torque converter clutch solenoid
valve
Lock-up select solenoid valve
Step motor
Shift position indicator
Manual mode indicator

Control item

Line pres-

sure control

Select con-

trol

Shift control

Lock-up

control

CAN com-

munication

control

Fail-safe

function

Input

Transmission range switch

CVT fluid temperature sensor

Secondary pressure sensor

Primary speed sensor

Secondary speed sensor

Engine speed signal

Accelerator pedal position signal

Closed throttle position signal

Stop lamp switch signal

Manual mode signal

Paddle shifter

*1, 3

TCM power supply

Output

Line pressure solenoid

Secondary pressure solenoid

Torque converter clutch solenoid

Lock-up select solenoid valve

Step motor

Revision: 2013 October

2014 JUKE

TM-176

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

trol)

INFOID:0000000009752531

• For purposes including improving the feeling when shifting speeds and preventing drops in engine speed,

engine output control signals are exchanged between the ECM and TCM, and real-time cooperative control
is performed according to the vehicle driving conditions.

• TCM sends the sudden deceleration signal, lock-up engaged signal, torque-down request signal, and other

information to ECM, and also receives the torque-down permission/prohibit signals, lock-up permission/pro-
hibit signals, accelerator position, and other information from ECM.

CONTROL SYSTEM : Control between CVT and Combination Meter (CAN Communi-
cation Control)

INFOID:0000000009752532

TCM sends the manual mode display request, shift position indicator signal, and other information to the com-
bination meter, and also receives the manual mode signal and other information from the combination meter.

CONTROL SYSTEM : Control between CVT and BCM (CAN Communication Control)

INFOID:0000000009752533

TCM receives signals from the stop lamp switch via BCM.

LOCK-UP AND SELECT CONTROL SYSTEM

LOCK-UP AND SELECT CONTROL SYSTEM : System Diagram

INFOID:0000000009752534

LOCK-UP AND SELECT CONTROL SYSTEM : System Description

INFOID:0000000009752535

• The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to

increase power transmission efficiency.

• The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid

valve, which is controlled by a signal from TCM. The torque converter clutch control valve engages or
releases the torque converter clutch piston.

• When shifting between “N” (“P”)

⇒

“D” (“R”), torque converter clutch solenoid valve controls engagement

power of forward clutch and reverse brake.

JSDIA1355GB

Revision: 2013 October

2014 JUKE

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