Juke F15 (2012 year). Service Repair Manual — part 142

SYSTEM

EC-481

< SYSTEM DESCRIPTION >

[HR16DE]

EVAPORATIVE EMISSION SYSTEM : System Description

INFOID:0000000006496231

INPUT/OUTPUT SIGNAL CHART

*1: ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.

SYSTEM DESCRIPTION

The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not operating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating. EVAP canister purge volume control solenoid valve is controlled by ECM. When the
engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is
proportionally regulated as the air flow increases.
EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating and
idling.

INTAKE VALVE TIMING CONTROL

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor
Camshaft position sensor

Engine speed

Piston position

EVAP canister purge
flow control

EVAP canister purge volume
control solenoid valve

Mass air flow sensor

Amount of intake air

Engine coolant temperature sensor

Engine coolant temperature

Air fuel ratio (A/F) sensor 1

Density of oxygen in exhaust gas
(Mixture ratio feedback signal)

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

Combination meter

Vehicle speed

PBIB3039E

EC-482

< SYSTEM DESCRIPTION >

[HR16DE]

SYSTEM

INTAKE VALVE TIMING CONTROL : System Diagram

INFOID:0000000006496232

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000006496233

INPUT/OUTPUT SIGNAL CHART

*1: ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.

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, engine oil tempera-
ture and engine coolant temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve
timing (IVT) control solenoid 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

JPBIA4760GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor

Engine speed

Piston position

Intake valve timing
control

Intake valve timing control
solenoid valve

Camshaft position sensor

Engine oil temperature sensor

Engine oil temperature

Engine coolant temperature sensor

Engine coolant temperature

Combination meter

Vehicle speed

MBIB1560E

SYSTEM

EC-483

< SYSTEM DESCRIPTION >

[HR16DE]

EXHAUST VALVE TIMING CONTROL : System Diagram

INFOID:0000000006635093

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000006635094

INPUT/OUTPUT SIGNAL CHART

*1: ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.

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, engine oil tempera-
ture and engine coolant temperature. 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.

STARTER MOTOR DRIVE CONTROL

JPBIA4761GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor

Engine speed

Piston position

Exhaust valve timing control

Exhaust valve timing control
solenoid valve

Camshaft position sensor

Engine oil temperature sensor

Engine oil temperature

Engine coolant temperature sensor

Engine coolant temperature

Combination meter

Vehicle speed

JPBIA4710GB

EC-484

< SYSTEM DESCRIPTION >

[HR16DE]

SYSTEM

STARTER MOTOR DRIVE CONTROL : System Diagram

INFOID:0000000006635095

STARTER MOTOR DRIVE CONTROL : System Description

INFOID:0000000006635096

INPUT/OUTPUT SIGNAL CHART

*1: ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.
*3: With Intelligent Key system

SYSTEM DESCRIPTION

When rapid deceleration occurs during engine runs or idle speed decreases due to heavy load conditions,
ECM detects a decrease in idle speed and restarts the engine to secure reliability in handleability by transmit-
ting a cranking request signal to IPDM E/R for activating the starter motor under the following conditions:
• Selector lever: P or any position other than N
• Idle switch: ON (Accelerator pedal not depressed)
• Brake switch: ON (Brake pedal depressed)
Models with no Intelligent Key System transmit a control signal directly to IPDM E/R. On the other hand, mod-
els with the Intelligent Key System transmit a control signal to IPDM E/R by way of BCM via CAN communica-
tion.
IPDM E/R detects an operating state of the starter motor relay and the starter motor control relay and trans-
mits a feed back signal to ECM via CAN Communication.

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-

JPBIA4762GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor

Engine speed

Piston position

Starter motor drive control

• BCM

• IPDM E/R

(Starter relay & starter control relay)

Camshaft position sensor

Engine coolant temperature sensor

Engine coolant temperature

Accelerator pedal position sensor

Accelerator pedal position

Transmission range switch

Gear position

Stop lamp switch

Brake pedal position

Combination meter

Vehicle speed signal

SYSTEM

EC-485

< SYSTEM DESCRIPTION >

[HR16DE]

gram

INFOID:0000000006709863

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription

INFOID:0000000006709864

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.

NISSAN DYNAMIC CONTROL SYSTEM

NISSAN DYNAMIC CONTROL SYSTEM : System Diagram

INFOID:0000000006732874

CVT models

JSBIA0704GB

Sensor

Input signal to ECM

ECM function

Actuator

Engine oil pressure sensor

Engine pressure

Engine protection control
• Oil pressure warning lamp

signal

Combination meter
• Oil pressure warning lamp

Crankshaft position sensor
(POS)

Engine speed

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

JPBIA4714GB

EC-486

< SYSTEM DESCRIPTION >

[HR16DE]

SYSTEM

M/T models

NISSAN DYNAMIC CONTROL SYSTEM : System Description

INFOID:0000000006732875

CVT models

System Description

TCM transmits a drive mode select signal to ECM via CAN communication, according to a NORMAL mode
signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN communication.
ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a
received drive mode select signal.
NOTE:
• Because of the multi display unit operation, the display may indicate that the mode is switching. However,

the mode may not actually switch due to CAN communication error.

• When a CAN communication error occurs between ECM and TCM, the mode switches to NORMAL mode.

M/T models

System Description

ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a NOR-
MAL mode signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN
communication.
NOTE:
• Because of the multi display unit operation, the display may indicate that the mode is switching. However,

the mode may not actually switch due to CAN communication error.

• When a CAN communication error occurs between ECM and the multi display unit, the mode switches to

NORMAL mode.

Control By Mode

JPBIA4763GB

Mode

Control

NORMAL mode

Offers a better balance of fuel economy and traveling performance.

SPORT mode

Allows throttle opening angle change and torque control for obtaining reality and acceleration perfor-
mance appropriate to a winding run.

ECO mode

Allows throttle opening angle change and torque control for assisting better fuel efficiency.

OPERATION

EC-487

< SYSTEM DESCRIPTION >

[HR16DE]

OPERATION

AUTMATIC SPEED CONTROL DEVICE (ASCD)

AUTMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function

INFOID:0000000006709880

SWITCHES AND INDICATORS

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

SWITCH OPERATION

SET OPERATION

Press MAIN switch. (The CRUISE indicator in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 194 km/h (120
MPH), press SET/

−

switch. (Then SET indicator in combination meter illuminates.)

ACCELERATE OPERATION

If the RES/+ switch is pressed during cruise control driving, increase the vehicle speed until the switch is
released or vehicle speed reaches maximum speed controlled by the system.
And then ASCD will keep the new set speed.

CANCEL OPERATION

When any of following conditions exist, cruise operation will be canceled.
• CANCEL switch is pressed
• More than 2 switches at ASCD steering switch are pressed at the same time (Set speed will be cleared)
• Brake pedal is depressed
• Clutch pedal is depressed or gear position is changed to neutral position. (M/T models)
• Selector lever is changed to N, P or R position (CVT models)
• Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed

CRUISE indicator

SET indicator 3.

CANCEL

switch

RES / + switch

SET /

−

switch

Speed limiter MAIN Switch

ASCD MAIN switch

On the combination meter
(Information display)

On the steering wheel

JPBIA4715ZZ

Minimum speed (Approx.)

Maximum speed (Approx.)

40 km/h (25 MPH)

194 km/h (120 MPH)

Item

Function

CANCEL switch

Cancels the cruise control driving.

RES / + switch

• Resumes the set speed.
• Increases speed incrementally during cruise control driving.

SET /

−

switch

• Sets desired cruise speed.
• Decreases speed incrementally during cruise control driving.

ASCD MAIN switch

Master switch to activate the ASCD system.

EC-488

< SYSTEM DESCRIPTION >

[HR16DE]

OPERATION

• TCS system is operated
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.
• Engine coolant temperature is slightly higher than the normal operating temperature, CRUISE indicator may

blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE indicator will
stop blinking and the cruise operation will be able to work by pressing SET/

−

switch or RES/+ switch.

• Malfunction for some self-diagnoses regarding ASCD control: SET indicator will blink quickly.
If MAIN switch is turned to OFF during ASCD is activated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.

COAST OPERATION

When the SET/

−

switch is pressed during cruise control driving, decrease vehicle set speed until the switch is

released. And then ASCD will keep the new set speed.

RESUME OPERATION

When the RES/+ switch is pressed after cancel operation other than pressing MAIN switch is performed, vehi-
cle speed will return to last set speed. To resume vehicle set speed, vehicle condition must meet following
conditions.
• Brake pedal is released
• Clutch pedal is released (M/T models)
• Selector lever is in other than P and N positions (CVT models)
• Vehicle speed is greater than 40 km/h (25 MPH) and less than 194 km/h (120 MPH)

SPEED LIMITER

SPEED LIMITER : Switch Name and Function

INFOID:0000000006709881

SWITCHES AND INDICATORS

NOTE:
Shared with ASCD switch.

SET SPEED RANGE

Speed limiter system can be set the following vehicle speed.

SWITCH OPERATION

Speed limiter indicator

SET indicator

Set speed indicator

CANCEL switch

RES / + switch

SET /

−

switch

Speed limiter MAIN Switch

ASCD MAIN switch

On the combination meter
(Information display)

On the steering wheel

JPBIA4716ZZ

Minimum speed (Approx.)

Maximum speed (Approx.)

30 km/h (20 MPH)

210 km/h (130 MPH)

OPERATION

EC-489

< SYSTEM DESCRIPTION >

[HR16DE]

SET OPERATION

• Press speed limiter MAIN switch. (LIMIT indicated on the information display)
• By pressing the SET/

−

switch, the vehicle speed can be set within the range between 30 km/h and 210 km/h

(in the metric system mode) or 20 MPH and 130 MPH (in the yard/pound system mode). (SET and set speed
is indicated on the information display)

• When pressing the RES/+ switch, the set speed can be increased.
• When pressing the SET/

−

switch, the set speed can be decreased.

CANCEL CONDITION

• When any of following conditions exist, speed limiter control is canceled.
- Speed limiter MAIN switch is pressed. (Set speed is cleared.)
- ASCD MAIN switch is pressed. (Set speed is cleared.)
- CANCEL switch is pressed.
• When accelerator pedal is fully depressed (Kickdown), speed limiter control is temporarily released. And

driver can be driven above set speed (Set speed indicator is blinked).

• When the ECM detects any of the following conditions, the ECM cancels the speed limiter operation and

informs the driver by blinking speed limiter indicator and SET indicator.

- Malfunction for some self-diagnosis regarding ASCD system.

RESUME OPERATION

After the speed limiter is released by other method than the MAIN switch, the RES/+ switch allows to set the
vehicle speed again to the one that is previously set before releasing the speed limiter.

Item

Function

CANCEL switch

Cancels the speed limiter control.

RES / + switch

• Resumes the set speed.
• Increases the set speed incrementally.

SET /

−

switch

• Sets desired speed.
• Decreases the set speed incrementally.

Speed limiter MAIN switch

Master switch to activate the speed limiter system.

EC-490

< SYSTEM DESCRIPTION >

[HR16DE]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

ON BOARD DIAGNOSTIC (OBD) SYSTEM

Diagnosis Description

INFOID:0000000006709657

This system is an on board diagnostic system that records exhaust emission-related diagnostic information
and detects a sensors/actuator-related malfunction. A malfunction is indicated by the malfunction indicator
lamp (MIL) and stored in ECU memory as a DTC. The diagnostic information can be obtained with the diag-
nostic tool (GST: Generic Scan Tool).

GST (Generic Scan Tool)

INFOID:0000000006709658

When GST is connected with a data link connector equipped on the vehicle side, it will communicate with the
control unit equipped in the vehicle and then enable various kinds of diagnostic tests. Refer to

EC-490, "Diag-

nosis Description"

NOTE:
Service $0A is not applied for regions where it is not mandated.

DIAGNOSIS SYSTEM (ECM)

EC-491

< SYSTEM DESCRIPTION >

[HR16DE]

DIAGNOSIS SYSTEM (ECM)

DIAGNOSIS DESCRIPTION

DIAGNOSIS DESCRIPTION : 1st Trip Detection Logic and Two Trip Detection Logic

INFOID:0000000006635101

When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MI will not illuminate at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MI illuminates. The MI illuminates at the same time when the DTC is stored. <2nd
trip> The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation. Specific on board diagnostic items will cause the ECM to illuminate or blink the MI,
and store DTC and Freeze Frame data, even in the 1st trip, as shown below.

: Applicable

—: Not applicable

DIAGNOSIS DESCRIPTION : DTC and Freeze Frame Data

INFOID:0000000006635102

DTC AND 1ST TRIP DTC

The 1st trip DTC (whose number is the same as the DTC number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previously, and the 1st trip DTC did not recur, the 1st trip DTC
will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is saved in the ECM memory. The MI will not
light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are saved in the ECM memory and the MI lights up. In other words, the
DTC is stored in the ECM memory and the MI lights up when the same malfunction occurs in two consecutive
trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd trips,
only the 1st trip DTC will continue to be stored. For malfunctions that blink or light up the MI during the 1st trip,
the DTC and 1st trip DTC are stored in the ECM memory.
For malfunctions in which 1st trip DTCs are displayed, refer to

EC-522, "DTC Index"

. These items are

required by legal regulations to continuously monitor the system/component. In addition, the items monitored
non-continuously are also displayed on CONSULT-III.
1st trip DTC is specified in Service $07 of SAE J1979/ISO 15031-5. 1st trip DTC detection occurs without illu-
minating the MI and therefore does not warn the driver of a malfunction.
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step 2, refer to

EC-537, "Work Flow"

. Then perform DTC Confirma-

tion Procedure or Component Function Check to try to duplicate the malfunction. If the malfunction is dupli-
cated, the item requires repair.

FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA

The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-III or
GST. The 1st trip freeze frame data can only be displayed on the CONSULT-III screen.

Items

DTC

1st trip DTC

1st trip

2nd trip

1st trip

displaying

2nd trip

displaying

1st trip

displaying

2nd trip

displaying

Blinking

Illuminated

Blinking

Illuminated

Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0308 is
being detected

—

Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0308 is
being detected

—

One trip detection diagnoses (Refer
to

EC-522, "DTC Index"

—

Except above

—

EC-492

< SYSTEM DESCRIPTION >

[HR16DE]

DIAGNOSIS SYSTEM (ECM)

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority
for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once
freeze frame data (2nd trip detection/MI on) is stored in the ECM memory, 1st trip freeze frame data is no
longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-
lowing priorities to update the data.

For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd
trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated
from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different mal-
function is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is
stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st
trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze
frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the
ECM memory.
Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM mem-
ory is erased.

DIAGNOSIS DESCRIPTION : Counter System

INFOID:0000000006635103

RELATIONSHIP BETWEEN MI, 1ST TRIP DTC, DTC, AND DETECTABLE ITEMS

• When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data are

stored in the ECM memory.

• When the same malfunction is detected in two consecutive trips, the DTC and the freeze frame data are

stored in the ECM memory, and the MI will come on.

• The MI will turn OFF after the vehicle is driven 3 times (driving pattern B) with no malfunction. The drive is

counted only when the recorded driving pattern is met (as stored in the ECM). If another malfunction occurs
while counting, the counter will reset.

• The DTC and the freeze frame data will be stored until the vehicle is driven 40 times (driving pattern A) with-

out the same malfunction recurring (except for Misfire and Fuel Injection System). For Misfire and Fuel Injec-
tion System, the DTC and freeze frame data will be stored until the vehicle is driven 80 times (driving pattern
C) without the same malfunction recurring. The “TIME” in “SELF-DIAGNOSTIC RESULTS” mode of CON-
SULT-III will count the number of times the vehicle is driven.

• The 1st trip DTC is not displayed when the self-diagnosis results in OK for the 2nd trip.

COUNTER SYSTEM CHART

For details about patterns B and C under “Fuel Injection System” and “Misfire”, see “EXPLANATION FOR
DRIVING PATTERNS FOR “MISFIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYS-
TEM”.
For details about patterns A and B under Other, see “EXPLANATION FOR DRIVING PATTERNS FOR “MIS-
FIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYSTEM”.
• *1: Clear timing is at the moment OK is detected.
• *2: Clear timing is when the same malfunction is detected in the 2nd trip.

Relationship Between MI, DTC, 1st Trip DTC and Driving Patterns for “Misfire <Exhaust Quality De-
terioration>”, “Fuel Injection System”

Priority

Items

Freeze frame data

Misfire — DTC: P0300 – P0308
Fuel Injection System Function — DTC: P0171, P0172, P0174, P0175

Except the above items

1st trip freeze frame data

Items

Fuel Injection System

Misfire

Other

MI (turns OFF)

3 (pattern B)

DTC, Freeze Frame Data (no display)

80 (pattern C)

40 (pattern A)

1st Trip DTC (clear)

1 (pattern C), *1

1 (pattern B)

1st Trip Freeze Frame Data (clear)

*1, *2

1 (pattern B)

DIAGNOSIS SYSTEM (ECM)

EC-493

< SYSTEM DESCRIPTION >

[HR16DE]

Explanation for Driving Patterns for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Driving Pattern B
Refer to

EC-495, "DIAGNOSIS DESCRIPTION : Driving Pattern"

Driving Pattern C

*1: When the same malfunction is de-

tected in two consecutive trips, MI will
light up.

*2: MI will turn OFF after vehicle is driven

3 times (pattern B) without any mal-
functions.

*3: When the same malfunction is de-

tected in two consecutive trips, the
DTC and the freeze frame data will be
stored in ECM.

*4: The DTC and the freeze frame data

will not be displayed any longer after
vehicle is driven 80 times (pattern C)
without the same malfunction. (The
DTC and the freeze frame data still
remain in ECM.)

*5: When a malfunction is detected for

the first time, the 1st trip DTC and the
1st trip freeze frame data will be
stored in ECM.

*6: The 1st trip DTC and the 1st trip

freeze frame data will be cleared at
the moment OK is detected.

*7: When the same malfunction is de-

tected in the 2nd trip, the 1st trip
freeze frame data will be cleared.

*8: 1st trip DTC will be cleared when ve-

hicle is driven once (pattern C) with-
out the same malfunction after DTC
is stored in ECM.

JMBIA1060GB

EC-494

< SYSTEM DESCRIPTION >

[HR16DE]

DIAGNOSIS SYSTEM (ECM)

Refer to

EC-495, "DIAGNOSIS DESCRIPTION : Driving Pattern"

Example:
If the stored freeze frame data is as per the following:
Engine speed: 850 rpm, Calculated load value: 30%, Engine coolant temperature: 80

C (176

To be satisfied with driving pattern C, the vehicle should run under the following conditions:
Engine speed: 475 – 1,225 rpm, Calculated load value: 27 – 33%, Engine coolant temperature: more than
70

C (158

Relationship Between MI, DTC, 1st Trip DTC and Driving Patterns Except For “Misfire <Exhaust Qual-
ity Deterioration>”, “Fuel Injection System”

JMBIA1060GB

DIAGNOSIS SYSTEM (ECM)

EC-495

< SYSTEM DESCRIPTION >

[HR16DE]

Explanation for Driving Patterns Except for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection
System”

Driving Pattern A
Refer to

EC-495, "DIAGNOSIS DESCRIPTION : Driving Pattern"

Driving Pattern B
Refer to

EC-495, "DIAGNOSIS DESCRIPTION : Driving Pattern"

DIAGNOSIS DESCRIPTION : Driving Pattern

INFOID:0000000006709939

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature rises by 20

C (36

F) or more after starting the engine.

• Engine coolant temperature reaches 70

C (158

F) or more.

• The ignition switch is turned from ON to OFF.
NOTE:
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature reaches 70

C (158

F) or more.

• Vehicle speed of 70 – 120 km/h (44 – 75 MPH) is maintained for 60 seconds or more under the control of

closed loop.

• Vehicle speed of 30 – 60 km/h (19 – 37 MPH) is maintained for 10 seconds or more under the control of

closed loop.

• Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle

speed of 4 km/h (2 MPH) or less with idling condition.

• The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
• A lapse of 22 minutes or more after engine start.
NOTE:
• Drive the vehicle at a constant velocity.
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following:
The following conditions should be satisfied at the same time:
Engine speed: (Engine speed in the freeze frame data)

375 rpm

Calculated load value: (Calculated load value in the freeze frame data) x (1

0.1) [%]

Engine coolant temperature condition:

*1: When the same malfunction is de-

tected in two consecutive trips, MI will
light up.

*2: MI will turn OFF after vehicle is driven

3 times (pattern B) without any mal-
functions.

*3: When the same malfunction is de-

tected in two consecutive trips, the
DTC and the freeze frame data will be
stored in ECM.

*4: The DTC and the freeze frame data

will not be displayed any longer after
vehicle is driven 40 times (pattern A)
without the same malfunction.
(The DTC and the freeze frame data
still remain in ECM.)

*5: When a malfunction is detected for

the first time, the 1st trip DTC and the
1st trip freeze frame data will be
stored in ECM.

*6: 1st trip DTC will be cleared after vehi-

cle is driven once (pattern B) without
the same malfunction.

*7: When the same malfunction is de-

tected in the 2nd trip, the 1st trip
freeze frame data will be cleared.

E C - 4 9 6

< SYSTEM DESCRIPTION >

[HR16DE]

DIAGNOSIS SYSTEM (ECM)

• When the freeze frame data shows lower than 70

C (158

F), engine coolant temperature should be lower

than 70

C (158

F).

• When the freeze frame data shows higher than or equal to 70

C (158

F), engine coolant temperature should

be higher than or equal to 70

C (158

F).

NOTE:
• When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driv-

ing pattern C.

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern C.

• The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is

stored in ECM.

DIAGNOSIS DESCRIPTION : System Readiness Test (SRT) Code

INFOID:0000000006635105

System Readiness Test (SRT) code is specified in Service $01 of SAE J1979/ISO 15031-5.
As part of an enhanced emissions test for Inspection & Maintenance (I/M), certain states require the status of
SRT be used to indicate whether the ECM has completed self-diagnosis of major emission systems and com-
ponents. Completion must be verified in order for the emissions inspection to proceed.
If a vehicle is rejected for a State emissions inspection due to one or more SRT items indicating “INCMP”, use
the information in this Service Manual to set the SRT to “CMPLT”.
In most cases the ECM will automatically complete its self-diagnosis cycle during normal usage, and the SRT
status will indicate “CMPLT” for each application system. Once set as “CMPLT”, the SRT status remains
“CMPLT” until the self-diagnosis memory is erased.
Occasionally, certain portions of the self-diagnostic test may not be completed as a result of the customer's
normal driving pattern; the SRT will indicate “INCMP” for these items.
NOTE:
The SRT will also indicate “INCMP” if the self-diagnosis memory is erased for any reason or if the ECM mem-
ory power supply is interrupted for several hours.
If, during the state emissions inspection, the SRT indicates “CMPLT” for all test items, the inspector will con-
tinue with the emissions test. However, if the SRT indicates “INCMP” for one or more of the SRT items the
vehicle is returned to the customer untested.
NOTE:
If MI is ON during the state emissions inspection, the vehicle is also returned to the customer untested even
though the SRT indicates “CMPLT” for all test items. Therefore, it is important to check SRT (“CMPLT”) and
DTC (No DTCs) before the inspection.

SRT SET TIMING

SRT is set as “CMPLT” after self-diagnosis has been performed one or more times. Completion of SRT is
done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and
is shown in the table below.

Self-diagnosis result

Example

Diagnosis

Ignition cycle

←

→

OFF

←

→

OFF

←

→

OFF

←

→

All OK

Case 1

P0400

OK (1)

— (1)

OK (2)

— (2)

P0402

OK (1)

— (1)

OK (2)

P1402

OK (1)

OK (2)

— (2)

SRT of EGR

“CMPLT”

Case 2

P0400

OK (1)

— (1)

P0402

— (0)

OK (1)

— (1)

P1402

OK (1)

OK (2)

— (2)

SRT of EGR

“INCMP”

“CMPLT”

Была ли эта страница вам полезна?

Да!Нет

6 посетителей считают эту страницу полезной.

Juke F15 (2012 year). Service Repair Manual — part 142

Нет комментариевНе стесняйтесь поделиться с нами вашим ценным мнением.