Juke F15 (2012 year). Service Repair Manual — part 368

TM-320

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

COMPONENT PARTS

• The principle of the linear solenoid valve utilizes the fact that the force pressing on the valve spool installed

inside the coil increases nearly in proportion to the current. This allows it to produce a fluid pressure that is
proportional to this pressing force.

• The N/L (normal low) type does not produce hydraulic control when the coil is not energized.

CVT CONTROL SYSTEM : Line Pressure Solenoid Valve

INFOID:0000000006487559

• The line pressure solenoid valve is installed to control valve.
• The line pressure solenoid valve controls the pressure regulator valve. For information about the pressure

regulator valve, refer to

TM-325, "TRANSAXLE : Component Description"

• The line pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type].

NOTE:
• The principle of the linear solenoid valve utilizes the fact that the force pressing on the valve spool installed

inside the coil increases nearly in proportion to the current. This allows it to produce a fluid pressure that is
proportional to this pressing force.

• The N/H (normal high) produces hydraulic control when the coil is not energized.

CVT CONTROL SYSTEM : G Sensor

INFOID:0000000006487561

• G sensor is installed to floor under instrument lower cover.
• G sensor detects front/rear G and inclination applied to the vehicle.
• G sensor converts front/rear G and inclination applied to the vehicle to voltage signal. TCM evaluates front/

rear G and inclination angle of the vehicle from the voltage signal.

CVT CONTROL SYSTEM : S Mode Switch

INFOID:0000000006487562

• The S mode switch is installed to the selector lever knob.
• When the S mode indicator on the combination meter is OFF and the S mode switch is pressed, the S mode

is active and the S mode indicator is ON.

• When the S mode indicator on the combination meter is ON and the S mode switch is pressed, the S mode

is cancelled and the S mode indicator is OFF.

CVT CONTROL SYSTEM : S Mode Indicator

INFOID:0000000006487563

• S mode indicator is positioned on the combination meter.
• The S mode indicator is ON when set to the S mode.
• S mode indicator turns on for a certain period of time when the ignition switch turns ON, and then turns off.

CVT CONTROL SYSTEM : Shift Position Indicator

INFOID:0000000006488182

TCM transmits shift position signal to combination meter via CAN communication. The actual shift position is
displayed on combination meter according to the signal.

A/T SHIFT LOCK SYSTEM

Condition (status)

S mode indicator

Ignition switch OFF.

OFF

Ignition switch ON.

Approx. 2 seconds after ignition switch ON

OFF

S mode switch is pressed (in normal operation of the system)
when the selector lever is in the “D” position and the S mode in-
dicator is OFF

S mode switch is pressed when the selector lever is in the “D”
position and the S mode indicator is on.

OFF

Selector lever is shifted to other position when the selector lever
is at “D” position and the S mode indicator is ON.

OFF

COMPONENT PARTS

TM-321

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

A/T SHIFT LOCK SYSTEM : Component Parts Location

INFOID:0000000006487566

A/T SHIFT LOCK SYSTEM : Component Description

INFOID:0000000006487567

Stop lamp switch

Shift lock release button

Shift lock solenoid

Park position switch

Brake pedal, upper

CVT shift selector assembly

JSDIA1886ZZ

Component

Function

Shift lock solenoid

It operates according to the signal from the stop lamp switch and moves the lock lever.

Lock lever

• Rotates according to shift lock solenoid activation and releases the shift lock.
• If shift lock solenoid does not activate, lock lever can be rotated when shift lock release but-

ton is pressed and shift lock is released.

Detent rod

It links with the selector button and restricts the selector lever movement.

Park position switch

It detects that the selector lever is in “P” position.

Shift lock release button

Forcibly releases the shift lock when pressed.

Stop lamp switch

• The stop lamp switch turns ON when the brake pedal is depressed.
• When the stop lamp switch turns ON, the shift lock solenoid is energized.

TM-322

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

STRUCTURE AND OPERATION

STRUCTURE AND OPERATION

TRANSAXLE

TRANSAXLE : Cross-Sectional View

INFOID:0000000006487569

Converter housing

Oil pump

Counter drive gear

Control valve

Oil pan

Primary pulley

Steel belt

Secondary pulley

Planetary gear (auxiliary gearbox)

10.

Side cover

11.

Transaxle case

12.

Differential case

13.

Final gear

14.

Reduction gear

15.

Counter driven gear

16.

Drive sprocket

17.

Oil pump chain

18.

Torque converter

19.

Driven sprocket

JSDIA1777ZZ

STRUCTURE AND OPERATION

TM-323

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

TRANSAXLE : Operation Status

INFOID:0000000006487570

: Engaged or applied.

TRANSAXLE : Transaxle Mechanism

INFOID:0000000006487571

BELT & PULLEY

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

Pulley

Slector le-

ver posi-

tion

Parking
mecha-

nism

Counter
gear set

Low brake

High clutch

Reverse

brake

Primary

pulley

Secondary

pulley

Steel belt

Reduction

gear set

(1GR)

(2GR)

(1GR)

(2GR)

JSDIA1966ZZ

TM-324

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

STRUCTURE AND OPERATION

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.

Pulley gear shifting operation

• Pulley gear shifting operation

The movable sheave slides on the shaft to change the groove width of the pulley. Input signals of engine
load (accelerator pedal opening), engine revolution and gear ratio (vehicle speed) change the operation
pressures of the primary pulley and the secondary pulley, and controls the pulley groove width. Along with
change of the pulley groove width, the belt contact radius is changed. This allows continuous and stepless
gear shifting from low to overdrive. “The contact radius ratio of each pulley in contact with the belt x auxiliary
gearbox gear ratio” is the gear ratio.

AUXILIARY GEARBOX MECHANISM

1st, 2nd and reverse gears are changed with the planetary gear mechanism.

JSDIA1779GB

JSDIA1967GB

STRUCTURE AND OPERATION

TM-325

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

TRANSAXLE : Oil Pressure System

INFOID:0000000006487572

Oil pressure required for operation of the transaxle transmission mechanism is generated by oil pump, oil
pressure control valve, solenoid valve, etc.

TRANSAXLE : Component Description

INFOID:0000000006487573

JSDIA1826GB

Part name

Function

Torque converter

It is composed of the cover converter, turbine assembly, stator, pump impeller assem-
bly, etc. It increases the engine torque and transmits the power to the transaxle.

Oil pump

Through the oil pump drive chain, it uses the vane oil pump driven by the engine. It gen-
erates necessary oil pressure to circulate fluid and to operate the clutch and brake.

Counter gear set

The power from the torque converter is transmitted to the primary pulley through the
counter drive gear and the counter driven gear.

Belt & pulley (Continuously variable transmis-
sion)

It is composed of the primary pulley, secondary pulley, steel belt, etc. and the mecha-
nism performs shifting, changes the gear ratio and transmits the power with oil pressure
from the control valve.

Auxiliary gearbox (stepped transmission)

It is composed of the planetary gear, multi-disc clutch, multi-disc brake, etc. and the
mechanism performs shifting (1-2 gear shifting and reverse) with oil pressure from the
control valve.

Reduction gear set

Conveys power from the transmission mechanism to the reduction gear and the final
gear.

Parking mechanism

When the shift lever is changed to P position, the mechanism fixes the parking gear (in-
tegrated with the reduction gear) and the fixes the output shaft.

Control valve

Controls oil pressure from the oil pump to the pressure suitable for the line pressure
control system, shift change control system, lock-up control system and lubrication sys-
tem.

Pressure regulator valve

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

Torque converter regulator valve

Adjusts the feed pressure to the torque converter to the optimum pressure correspond-
ing to the driving condition.

TM-326

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

STRUCTURE AND OPERATION

FLUID COOLER & FLUID WARMER SYSTEM

FLUID COOLER & FLUID WARMER SYSTEM : System Description

INFOID:0000000006706350

CVT FLUID COOLER SCHEMATIC

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.

CVT Fluid Cooler

Pilot valve

Adjusts line pressure and produces a constant pressure (pilot pressure) necessary for
activating each solenoid valve.

Manual valve

Distributes the clutch and brake operation pressures (pilot pressure) corresponding to
each shift position.

High clutch/reverse brake switching valve

Switches the circuit for the high clutch and the reverse brake.

Torque converter clutch control valve

It is operated with the torque converter clutch solenoid valve and it adjusts the tighten-
ing pressure and non-tightening pressure of the torque converter clutch piston of the
torque converter.

Primary pressure control valve

It is operated with the primary pressure solenoid valve and adjusts the feed pressure to
the primary pulley.

Primary pressure solenoid valve

TM-319, "CVT CONTROL SYSTEM : Primary Pressure Solenoid Valve"

Low brake solenoid valve

TM-319, "CVT CONTROL SYSTEM : Low Brake Solenoid Valve"

High clutch & reverse brake solenoid valve

TM-319, "CVT CONTROL SYSTEM : High Clutch & Reverse Brake Solenoid Valve"

Torque converter clutch solenoid valve

TM-319, "CVT CONTROL SYSTEM : Torque Converter Clutch Solenoid Valve"

Line pressure solenoid valve

TM-320, "CVT CONTROL SYSTEM : Line Pressure Solenoid Valve"

Part name

Function

JSDIA2279GB

JSDIA2280ZZ

STRUCTURE AND OPERATION

TM-327

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

• The CVT fluid cooler (1) is installed to the radiator core support.
• The CVT fluid cooler prevents CVT fluid temperature from an

abnormal increase while driving the vehicle. When flowing into the
CVT fluid cooler, CVT fluid is cooled by driving blast while driving
the vehicle.

Heater thermostat

• The heater thermostat 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 temperature conditions.

JSDIA2281ZZ

TM-328

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

SYSTEM

SYSTEM

CVT CONTROL SYSTEM

CVT CONTROL SYSTEM : System Diagram

INFOID:0000000006487574

JSDIA2101GB

SYSTEM

TM-329

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

CVT CONTROL SYSTEM : System Description

INFOID:0000000006487575

INPUT/OUTPUT SIGNAL TABLE

*: With Nissan Dynamic Control System

SYSTEM DESCRIPTION

• CVT detects the vehicle driving status from switches, sensors and signals, and controls the vehicle so that

the optimum shift position and shift timing may always be achieved. It also controls the vehicle to reduce
shift and lockup shock, etc.

• Receives input signals from switches and sensors.
• Sends the output signal necessary for operation of solenoid valves, and evaluates the line pressure, shift

timing, lockup operation, engine brake performance, etc.

• If a malfunction occurs on the electric system, activate the fail-safe mode only to drive the vehicle.

LIST OF CONTROL ITEMS AND INPUT/OUTPUT

Sensor (or signal)

⇒

TCM function

⇒

Actuator

• Engine and CVT integrated control

signal

• Engine speed signal
• Accelerator pedal position signal
• Closed throttle position signal
• Stop lamp switch signal
• Secondary pressure sensor
• CVT fluid temperature sensor
• Primary speed sensor
• Secondary speed sensor
• Output speed sensor
• Transmission range switch signal
• S mode switch signal
• Vehicle speed signal (ABS)
• ABS operation signal
• TCS operation signal
• ESP operation signal
• A/C compressor feedback signal
• G sensor
• N idle instruction signal
• Turn indicator signal
• NORMAL mode signal*
• ECO mode signal*
• SPORT mode signal*

• Line pressure control (

TM-334, "LINE

PRESSURE CONTROL : System Descrip-
tion"

)

• Shift change control (

TM-335, "SHIFT

CHANGE CONTROL : System Descrip-
tion"

)

• Select control (

TM-337, "SELECT CON-

TROL : System Description"

)

• Lock-up control (

TM-338, "LOCK-UP

CONTROL : System Description"

)

• Idle neutral control (

TM-339, "IDLE NEU-

TRAL CONTROL : System Description"

)

• Nissan Dynamic Control System (

TM-341,

"NISSAN DYNAMIC CONTROL SYSTEM
: System Description"

)

• Fail-safe mode (

TM-362, "Fail-Safe"

)

• Self-diagnosis function (

TM-344, "Descrip-

tion"

)

• Communication function with CONSULT-III

(

TM-347, "CONSULT-III Function (TRANS-

MISSION)"

)

• CAN communication control (

TM-390, "De-

scription"

)

• Line pressure solenoid valve
• Primary pressure solenoid valve
• Torque converter clutch solenoid

valve

• High clutch & reverse brake sole-

noid valve

• Low brake solenoid valve
• S mode indicator
• Shift position indicator

TM-330

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

SYSTEM

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

CVT CONTROL SYSTEM : Fail-Safe

INFOID:0000000006600440

TCM has a fail-safe mode. The mode functions so that operation can be continued even if the signal circuit of
the main electronically controlled input/output parts is damaged.
If the vehicle shows following behaviors including "poor acceleration", a malfunction of the applicable system
is detected by TCM and the vehicle may be in a fail-safe mode. At this time, check the DTC code and perform
inspection and repair according to the malfunction diagnosis procedures.

Fail-safe function

Control Item

Gear shift con-

trol

Line pressure

control

Shift control

Lock-up con-

trol

Fail-safe func-

tion *

Input

Engine torque signal
(CAN communication)

Engine speed signal
(CAN communication)

Accelerator pedal position signal
(CAN communication)

Closed throttle position signal
(CAN communication)

Stop lamp switch signal
(CAN communication)

Secondary pressure sensor

CVT fluid temperature sensor

Primary speed sensor

Secondary speed sensor

Output speed sensor

Transmission range switch

S mode switch
(CAN communication)

Output

Line pressure solenoid valve

Primary pressure solenoid valve

Torque converter clutch solenoid valve

High clutch & reverse brake solenoid
valve

Low brake solenoid valve

Shift position indicator
(CAN communication)

S mode indicator
(CAN communication)

DTC

Vehicle behavior

Conditions of vehicle

P062F

• Not changed from normal driving

—

P0705

• Shift position indicator on combination meter is not dis-

played.

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

SYSTEM

TM-331

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

P0706

• Shift position indicator on combination meter is not dis-

played.

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P0711

• Acceleration is slow

Engine coolant temperature when engine starts is 10

C or

more.

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

P0712

• Acceleration is slow

Engine coolant temperature when engine starts is 10

C or

more.

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

P0713

• Acceleration is slow

Engine coolant temperature when engine starts is 10

C or

more.

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

• Selector shock is large
• Start is slow

Engine coolant temperature when engine starts is less than

−

P0715

• Selector shock is large
• Start is slow
• Acceleration is slow
• Vehicle speed is not increased
• Lock-up is not performed.

—

P0720

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P0740

• Lock-up is not performed.

—

P0743

• Lock-up is not performed.

—

P0744

• Lock-up is not performed.

—

P0746

• Selector shock is large
• Start is slow
• Acceleration is slow
• Vehicle speed is not increased
• Lock-up is not performed.

—

P0846

• Start is slow
• Acceleration is slow

—

P0847

• Start is slow
• Acceleration is slow

—

P0848

• Start is slow
• Acceleration is slow

—

P0863

• Not changed from normal driving

—

P0962

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

DTC

Vehicle behavior

Conditions of vehicle

TM-332

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

SYSTEM

P0963

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P1586

• Not changed from normal driving

—

P1588

• Not changed from normal driving

—

P1701

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P1739

• Start is slow

—

P173A

• Vehicle speed is not increased

—

P173B

• Start is slow

—

P173C

• Vehicle speed is not increased

—

P17B4

• Start is slow

—

P17B5

• Start is slow

Wire disconnection

• Vehicle speed is not increased

Voltage shorting

P17B7

• Start is slow

—

P17B8

• Start is slow

Wire disconnection

• Vehicle speed is not increased

Voltage shorting

P17BA

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P17BB

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

P2765

• Selector shock is large
• Start is slow
• Acceleration is slow
• Vehicle speed is not increased
• Lock-up is not performed.

—

U0073

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

U0100

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed.

—

U0140

• Not changed from normal driving

—

U0141

• Not changed from normal driving

—

U0155

• Not changed from normal driving

—

U0300

• Not changed from normal driving

—

U1000

• Not changed from normal driving

—

U1114

• Not changed from normal driving

—

U1117

• Not changed from normal driving

—

U1119

• Not changed from normal driving

—

DTC

Vehicle behavior

Conditions of vehicle

SYSTEM

TM-333

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

CVT CONTROL SYSTEM : Protection control

INFOID:0000000006600441

The TCM becomes the protection control status temporarily to protect the safety when the safety of TCM and
transmission is lost. It automatically returns to the normal status if the safety is secured.
The TCM has the following protection control.

CONTROL FOR WHEEL SPIN

CONTROL WHEN FLUID TEMPERATURE IS HIGH

TORQUE IS REDUCED WHEN DRIVING WITH THE REVERSE GEAR

REVERSE PROHIBIT CONTROL

LINE PRESSURE CONTROL

Control

When a wheel spin is detected, the engine output and gear ratio are limited and the line pressure is increased.
At the 1GR, the clutch pressure is increased.

Vehicle behavior in
control

If the accelerator is kept depressing during wheel spin, the engine revolution and vehicle speed are limited to
a certain degree. From the 1GR, upshift to a certain gear ratio is only allowed.

Normal return condi-
tion

Wheel spin convergence returns the control to the normal control.

Control

When the CVT fluid temperature is high, the gear shift permission maximum revolution and the maximum
torque are reduced than usual to prevent increase of the oil temperature.

Vehicle behavior in
control

Power performance may be lowered, compared to normal control.

Normal return condi-
tion

The control returns to the normal control when CVT fluid temperature is lowered.

Control

Engine output is controlled according to a vehicle speed while reversing the vehicle.

Vehicle behavior in
control

Power performance may be lowered while reversing the vehicle.

Normal return condi-
tion

Torque returns to normal by positioning the selector lever in a range other than “R” position.

Control

The reverse brake is controlled to avoid becoming engaged when the selector lever is set in “R” position while
driving in forward direction at more than the specified speed.

Vehicle behavior in
control

If the selector lever is put at “R” position when driving with the forward gear, the gear becomes neutral, not
reverse.

Normal return condi-
tion

The control returns to normal control when the vehicle is driven at low speeds. (The reverse brake becomes
engaged.)

TM-334

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

SYSTEM

LINE PRESSURE CONTROL : System Diagram

INFOID:0000000006487580

LINE PRESSURE CONTROL : System Description

INFOID:0000000006487581

Highly accurate line pressure control (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, vehi-
cle speed, input torque, stop lamp switch signal, transmission range switch signal, lock-up signal, power volt-
age, 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 a oil pressure sensor and by feedback control.

SHIFT CHANGE CONTROL

JSDIA1864GB

SYSTEM

TM-335

< SYSTEM DESCRIPTION >

[CVT: RE0F11A]

SHIFT CHANGE CONTROL : System Diagram

INFOID:0000000006487578

SHIFT CHANGE CONTROL : System Description

INFOID:0000000006487579

To select the gear ratio that can give the driving force to meet driver's intent or vehicle situation, the vehicle
driving condition such as vehicle speed or accelerator pedal position is detected and the most appropriate
gear ratio is selected and the shifting method before reaching the speed is determined. The information is
output to the primary pressure solenoid valve to control the line pressure input/output to the primary pulley, to
determine the primary pulley (movable pulley) position and to control the gear position.

D POSITION (NORMAL)

JPDIA1174GB

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Juke F15 (2012 year). Service Repair Manual — part 368

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