Nissan Juke (2016 year). Service Repair Manual — part 225
COMPONENT PARTS
EC-615
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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The sensor element of the A/F sensor 1 is composed an electrode
layer, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement = 1, but also in the
lean and rich range. Together with its control electronics, the sensor
outputs a clear, continuous signal throughout a wide range.
The exhaust gas components diffuse through the diffusion layer at
the sensor cell. An electrode layer is applied voltage, and this current
relative oxygen density in lean. Also this current relative hydrocar-
bon density in rich.
Therefore, the A/F sensor 1 is able to indicate air fuel ratio by this
electrode layer of current. In addition, a heater is integrated in the
sensor to ensure the required operating temperature of approxi-
mately 760
°
C (1,400
°
F).
A/F SENSOR 1 HEATER
A/F sensor 1 heater is integrated in the sensor.
The ECM performs ON/OFF duty control of the A/F sensor 1 heater corresponding to the engine operating
condition to keep the temperature of A/F sensor 1 element within the specified range.
Heated Oxygen Sensor 2
INFOID:0000000012198176
DESCRIPTION
The heated oxygen sensor 2, after three way catalyst (manifold),
monitors the oxygen level in the exhaust gas.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1
are shifted, the air fuel ratio is controlled to stoichiometric, by the sig-
nal from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates volt-
age from approximately 1 V in richer conditions to 0 V in leaner con-
ditions.
Under normal conditions the heated oxygen sensor 2 is not used for
engine control operation.
HEATED OXYGEN SENSOR 2 HEATER
Heated oxygen sensor 2 heater is integrated in the sensor.
The ECM performs ON/OFF control of the heated oxygen sensor 2 heater corresponding to the engine speed,
amount of intake air and engine coolant temperature.
JPBIA4038GB
PBIB3354E
SEF327R
Engine speed
Heated oxygen sensor 2 heater
Above 3,600 rpm
OFF
Below 3,600 rpm after the following conditions are met.
• Engine: After warming up
• Keeping the engine speed between 3,500 and 4,000 rpm for 1
minute and at idle for 1 minute under no load
ON
Revision: November 2015
2016 JUKE
EC-616
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
COMPONENT PARTS
Knock Sensor
INFOID:0000000012198177
The knock sensor is attached to the cylinder block. It senses engine
knocking using a piezoelectric element. A knocking vibration from
the cylinder block is sensed as vibrational pressure. This pressure is
converted into a voltage signal and sent to the ECM.
Engine Oil Pressure Sensor
INFOID:0000000012198178
The engine oil pressure (EOP) sensor is detects engine oil pressure
and transmits a voltage signal to the ECM.
Engine Oil Pressure Control Solenoid Valve
INFOID:0000000012198179
The engine oil pressure control solenoid valve performs the variable
hydraulic control (low oil pressure control and high oil pressure con-
trol) according to oil temperature and engine load.
Engine Oil Temperature Sensor
INFOID:0000000012198180
The engine oil temperature sensor is used to detect the engine oil
temperature. The sensor modifies a voltage signal from the ECM.
The modified signal returns to the ECM as the engine oil tempera-
ture input. The sensor uses a thermistor which is sensitive to the
change in temperature. The electrical resistance of the thermistor
decreases as temperature increases.
JSBIA0284ZZ
JSBIA0292ZZ
JSBIA5624ZZ
SEF594K
Revision: November 2015
2016 JUKE
COMPONENT PARTS
EC-617
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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<Reference data>
*: These data are reference values and are measured between ECM terminals.
Cooling Fan
INFOID:0000000012198181
COOLING FAN CONTROL MODULE
Cooling fan control module receives ON/OFF pulse duty signal from IPDM E/R. Corresponding to this ON/OFF
pulse duty signal, cooling fan control module sends cooling fan motor operating voltage to cooling fan motor.
The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.
COOLING FAN MOTOR
Cooling fan motor receives cooling fan motor operating voltage from cooling fan control module. The revolu-
tion speed of cooling fan motor is controlled by duty cycle of the voltage.
EVAP Canister Purge Volume Control Solenoid Valve
INFOID:0000000012198182
The EVAP canister purge volume control solenoid valve uses a ON/
OFF duty to control the flow rate of fuel vapor from the EVAP canis-
ter. The EVAP canister purge volume control solenoid valve is
moved by ON/OFF pulses from the ECM. The longer the ON pulse,
the greater the amount of fuel vapor that will flow through the valve.
EVAP Canister Vent Control Valve
INFOID:0000000012198183
The EVAP canister vent control valve is located on the EVAP canis-
ter and is used to seal the canister vent.
This solenoid valve responds to signals from the ECM. When the
ECM sends an ON signal, the coil in the solenoid valve is energized.
A plunger will then move to seal the canister vent. The ability to seal
the vent is necessary for the on board diagnosis of other evaporative
emission control system components.
This solenoid valve is used only for diagnosis, and usually remains
opened.
When the vent is closed, under normal purge conditions, the evapo-
rative emission control system is depressurized and allows “EVAP
Control System” diagnosis.
Engine oil temperature
[
°
C (
°
F)]
Voltage
*
(V)
Resistance (k
Ω
)
–10 (14)
4.29-4.50
7.0 - 11.4
20 (68)
3.48-3.58
2.37 - 2.63
50 (122)
2.03-2.49
0.68 - 1.00
90 (194)
0.97-1.04
0.236 - 0.260
110 (230)
0.63-0.67
0.143 - 0.153
SEF012P
JSBIA0651ZZ
PBIB1263E
Revision: November 2015
2016 JUKE
EC-618
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
COMPONENT PARTS
EVAP Control System Pressure Sensor
INFOID:0000000012198184
The EVAP control system pressure sensor detects pressure in the
purge line. The sensor output voltage to the ECM increases as pres-
sure increases.
Battery Current Sensor (With Battery Temperature Sensor)
INFOID:0000000012198185
OUTLINE
The power generation voltage variable control enables fuel con-
sumption to be decreased by reducing the engine load which is
caused by the power generation of the generator.
Based on sensor signals, ECM judges whether or not the power
generation voltage variable control is performed. When performing
the power generation voltage variable control, ECM calculates the
target power generation voltage based on the sensor signal. And
ECM sends the calculated value as the power generation command
value to IPDM E/R. For the details of the power generation voltage
variable control, refer to
CHG-8, "POWER GENERATION VOLTAGE
VARIABLE CONTROL SYSTEM : System Description"
CAUTION:
Never connect the electrical component or the ground wire directly to the battery terminal. The con-
nection causes the malfunction of the power generation voltage variable control, and then the battery
discharge may occur.
BATTERY CURRENT SENSOR
The battery current sensor is installed to the battery negative cable. The sensor measures the charging/dis-
charging current of the battery.
BATTERY TEMPERATURE SENSOR
Battery temperature sensor is integrated in battery current sensor.
The sensor measures temperature around the battery.
The electrical resistance of the thermistor decreases as temperature
increases.
<Reference data>
*: These data are reference values and are measured between battery temperature
sensor signal terminal and sensor ground.
PBIB3370E
JPBIA3262ZZ
Temperature [
°
C (
°
F)]
Voltage
*
(V)
Resistance (k
Ω
)
25 (77)
3.333
1.9 - 2.1
90 (194)
0.969
0.222 - 0.258
SEF012P
Revision: November 2015
2016 JUKE
COMPONENT PARTS
EC-619
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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Malfunction Indicator lamp (MIL)
INFOID:0000000012198186
Malfunction Indicator lamp (MIL) is located on the combination
meter.
MIL will illuminate when the ignition switch is turned ON without the
engine running. This is a bulb check.
When the engine is started, MIL should turn OFF. If the MIL remains
illuminated, the on board diagnostic system has detected an engine
system malfunction.
For details, refer to
EC-666, "DIAGNOSIS DESCRIPTION : Malfunc-
.
Control modules that a DTC of MIL ON/Blink is stored (Control mod-
ule varies among DTCs.):
• ECM
• TCM
Oil Pressure Warning Lamp
INFOID:0000000012198187
Oil pressure warning lamp is located on the combination meter.
It indicates the low pressure of the engine oil and the malfunction of
the engine oil pressure system.
Combination meter turns the oil pressure warning lamp ON/OFF
according to the oil pressure warning lamp signal received from
ECM via CAN communication.
For details, refer to
EC-644, "ENGINE PROTECTION CONTROL AT
LOW ENGINE OIL PRESSURE : System Description"
Refrigerant Pressure Sensor
INFOID:0000000012198188
The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an
electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent
to ECM, and ECM controls cooling fan system.
Manifold Absolute Pressure Sensor
INFOID:0000000012198189
The manifold absolute pressure (MAP) sensor is placed at intake
manifold collector. It detects intake manifold pressure and sends the
voltage signal to the ECM.
The sensor uses a silicon diaphragm which is sensitive to the
change in pressure. As the pressure increases, the voltage rises.
JSBIA1315ZZ
PBIA8559J
PBIB2657E
JMBIA0877ZZ
Revision: November 2015
2016 JUKE
EC-620
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
COMPONENT PARTS
Stop Lamp Switch & Brake Pedal Position Switch
INFOID:0000000012198190
Stop lamp switch and brake pedal position switch are installed to brake pedal bracket.
ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).
Clutch Interlock Switch
INFOID:0000000012198191
When the clutch pedal is depressed, the clutch interlock switch turns ON and the clutch interlock switch signal
is sent to the ECM. The ECM judges the clutch pedal conditions via the signal (ON or OFF).
Clutch Pedal Position Switch
INFOID:0000000012198192
When the clutch pedal is depressed, the clutch pedal position switch turns OFF and the clutch pedal position
switch signal is sent to the ECM. The ECM judges the clutch pedal conditions via the signal (ON or OFF).
ASCD Steering Switch
INFOID:0000000012198193
ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation
of switch, and determines which button is operated.
Information Display
INFOID:0000000012198194
The operation mode of the ASCD is indicated on the information display in the combination meter.
ECM transmits the status signal to the combination meter via CAN communication according to ASCD opera-
tion.
Brake pedal
Brake pedal position switch
Stop lamp switch
Released
ON
OFF
Depressed
OFF
ON
Clutch pedal
Clutch interlock switch
Released
OFF
Depressed
ON
Clutch pedal
Clutch pedal position switch
Released
ON
Depressed
OFF
Revision: November 2015
2016 JUKE
STRUCTURE AND OPERATION
EC-621
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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STRUCTURE AND OPERATION
Positive Crankcase Ventilation
INFOID:0000000012198195
This system returns blow-by gas to the intake manifold.
The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake
manifold.
During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV
valve.
Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.
The ventilating air is then drawn from the air inlet tubes into the crankcase. In this process the air passes
through the hose connecting air inlet tubes to rocker cover.
Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve.
The flow goes through the hose connection in the reverse direction.
On vehicles with an excessively high blow-by, the valve does not
meet the requirement. This is because some of the flow will go
through the hose connection to the air inlet tubes under all condi-
tions.
PBIB0492E
PBIB1588E
Revision: November 2015
2016 JUKE
EC-622
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
STRUCTURE AND OPERATION
On Board Refueling Vapor Recovery (ORVR)
INFOID:0000000012198196
From the beginning of refueling, the air and vapor inside the fuel tank go through refueling EVAP vapor cut
valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is
released to the atmosphere.
When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and
refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged
during driving.
WARNING:
When conducting inspections below, be sure to observe the following:
• Put a “CAUTION: FLAMMABLE” sign in workshop.
• Do not smoke while servicing fuel system. Keep open flames and sparks away from work area.
• Be sure to furnish the workshop with a CO
2
fire extinguisher.
CAUTION:
• Before removing fuel line parts, carry out the following procedures:
- Put drained fuel in an explosion-proof container and put lid on securely.
- Release fuel pressure from fuel line. Refer to
- Disconnect battery ground cable.
• Always replace O-ring when the fuel gauge retainer is removed.
• Do not kink or twist hose and tube when they are installed.
• Do not tighten hose and clamps excessively to avoid damaging hoses.
• After installation, run engine and check for fuel leaks at connection.
• Do not attempt to top off the fuel tank after the fuel pump nozzle shuts off automatically.
Continued refueling may cause fuel overflow, resulting in fuel spray and possibly a fire.
JMBIA1930GB
Revision: November 2015
2016 JUKE
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