Nissan Juke F15. Instruction — part 457
SYSTEM
EC-641
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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return spring force. Accordingly, lock key 1 is pushed up by unlocking oil pressure and the intermediated
phase lock is released.
When stopping the engine
When the ignition switch is turned from idle state to OFF, ECM receives an ignition switch signal from BCM via
CAN communication and activates the intake valve timing intermediate lock control solenoid valve and drains
oil pressure acting on the lock key before activating the intake valve timing control solenoid valve and operat-
ing the cam phase toward the advance position.
The cam phase is fixed by the lock key when shifting to the intermediated phase and ECM performs Lock
judgment to stop the engine.
When starting the engine
When starting the engine by cold start, ECM judges the locked/unlocked state when ignition switch is turned
ON. When judged as locked state (fixed at the intermediate phase), the intake valve timing intermediate lock
control solenoid valve is activated. Since oil pressure does not act on the lock key even when the engine is
started, the cam phase is fixed at the intermediate phase and the intake valve timing control is not performed.
When the engine stops without locking the cam phase at the intermediate phase due to an engine stall and the
state is not judged as locked, the intake valve timing intermediate lock control solenoid valve and the intake
valve timing control solenoid valve are activated and the cam phase shifts to the advanced position to be
locked at the intermediate phase. Even when not locked in the intermediate lock phase due to no oil pressure
or low oil pressure, a ratchet structure of the camshaft sprocket (INT) rotor allows the conversion to the inter-
mediate phase in stages by engine vibration.
When engine coolant temperature is more than 60
°C (140°F), the intake valve timing is controlled by deacti-
vating the intake valve timing intermediate lock control solenoid valve and releasing the intermediate phase
lock.
When the engine is started after warming up, ECM releases the intermediate phase lock immediately after the
engine start and controls the intake valve timing.
EXHAUST VALVE TIMING CONTROL
EXHAUST VALVE TIMING CONTROL : System Diagram
INFOID:0000000012198211
JPBIA5970GB
JPBIA4761GB
EC-642
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
EXHAUST VALVE TIMING CONTROL : System Description
INFOID:0000000012198212
INPUT/OUTPUT SIGNAL CHART
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.
INTAKE MANIFOLD RUNNER 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
SYSTEM
EC-643
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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INTAKE MANIFOLD RUNNER CONTROL : System Description
INFOID:0000000012198213
SYSTEM DIAGRAM
SYSTEM DESCRIPTION
Intake manifold runner control valve has a valve portion in the intake passage of each cylinder.
When the engine speed is 2800rpm or less, the intake manifold runner control valve closes. Thus the velocity
of the air in the intake passage increases, promoting the vaporization of the fuel and producing a intake mani-
fold runner in the combustion chamber.
Because of this operation, this system tends to increase the burning speed of the gas mixture, improve
exhaust emission, and increase the stability in running conditions.
Also, except when idling and during low engine coolant temperature, this system opens the intake manifold
runner control valve.
In this condition, this system tends to increase power by improving intake efficiency via reduction of intake flow
resistance.
The intake manifold runner control valve is operated by the ECM.
TURBOCHARGER BOOST CONTROL
TURBOCHARGER BOOST CONTROL : System Diagram
INFOID:0000000012198214
TURBOCHARGER BOOST CONTROL : System Description
INFOID:0000000012198215
ECM controls the electric wastegate control actuator according to driving conditions.
JPBIA6226GB
JSBIA5473GB
EC-644
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
The rod connected to the electric wastegate control actuator controls turbocharger boost by changing the
angle of the wastegate valve in the exhaust side turbine.
ECM determines a target boost pressure based on engine speed, accelerator pedal position, throttle valve
position, and EGR volume control valve position. ECM then calculates intake air pressure around the turbine
entrance according to the amount of intake air and intake air pressure. Based on this information, ECM deter-
mines the wastegate valve angle to satisfy the target boost pressure.
The electronically-controlled wastegate control actuator enables the adjustment of wastegate valve angle,
allowing the improvement of the response to driving conditions and the achievement of high-precision boost
pressure control.
When the engine is cold, the wastegate valve is opened and heat loss caused by turbocharger is minimized to
accelerate the warm-up (activation) of catalyst. This allows the wastegate valve to be opened in non-super-
charging regions and improves the fuel economy by reducing piston pumping loss.
In addition, the adoption of the electronically-controlled turbocharger bypass control valve quickly starts open-
ing the bypass valve when releasing the accelerator pedal, and accordingly this reduces surge sound gener-
ated by the back flow of supercharged air to the compressor fin.
NOTE:
Boost pressure varies according to the environment where the vehicle is used.
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-
gram
INFOID:0000000012198216
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription
INFOID:0000000012198217
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-
sure by the oil pressure warning lamp a before the engine becomes damaged.
• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits
an oil pressure warning lamp signal to the combination meter.The combination meter turns ON the oil pres-
sure warning lamp, according to the signal.
*: When detecting a normal engine oil pressure, ECM turns OFF the oil pressure warning lamp.
AIR CONDITIONING CUT CONTROL
JPBIA4922GB
Sensor
Input signal to ECM
ECM function
Actuator
Engine oil pressure sensor
Engine pressure
Engine protection control
• Oil pressure warning lamp
signal
• FUel cut control
Combination meter
• Oil pressure warning lamp
Crankshaft position sensor
(POS)
Engine speed
Engine oil temperature sensor
Engine oil temperature
Decrease in engine oil
pressure
Engine speed
Combination meter
Oil pressure warning lamp
Detection
Less than 1,000 rpm
ON*
1,000 rpm or more
ON
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