Nissan Juke (2016 year). Service Repair Manual — part 623
TM-176
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
CVT CONTROL SYSTEM : System Diagram
INFOID:0000000012200879
CVT CONTROL SYSTEM : Fail-Safe
INFOID:0000000012200880
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
P0710
Engine coolant temperature when engine starts is 10
°
C (50
°
F) or
more
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
−
35
°
C (
−
31
°
F)
or less
Vehicle speed is not increased
Revision: November 2015
2016 JUKE
SYSTEM
TM-177
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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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
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
DTC
Condition
Vehicle behavior
Revision: November 2015
2016 JUKE
TM-178
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
OIL PRESSURE CONTROL SYSTEM
OIL PRESSURE CONTROL SYSTEM : System Diagram
INFOID:0000000012200881
OIL PRESSURE CONTROL SYSTEM : System Description
INFOID:0000000012200882
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.
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
JSDIA2384GB
Revision: November 2015
2016 JUKE
SYSTEM
TM-179
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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• Highly accurate line pressure control and 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, 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:0000000012200883
JSDIA2455GB
JSDIA5166GB
Revision: November 2015
2016 JUKE
TM-180
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
CONTROL SYSTEM : System Description
INFOID:0000000012200884
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.
TCM INPUT/OUTPUT SIGNAL
*1: Input by CAN communications.
*2: If these input/output signals show errors, TCM activates the fail-safe function.
CONTROL SYSTEM : CAN Communication
INFOID:0000000012200885
• 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-
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
*2
Input
Transmission range switch
×
×
×
×
×
×
CVT fluid temperature sensor
×
×
×
×
×
Secondary pressure sensor
×
×
×
Primary speed sensor
×
×
×
×
×
Secondary speed sensor
×
×
×
×
×
×
Engine speed signal
*1
×
×
×
×
×
Accelerator pedal position signal
*1
×
×
×
×
×
×
Closed throttle position signal
*1
×
×
×
×
Stop lamp switch signal
*1
×
×
×
×
Manual mode signal
*1
×
×
×
×
×
Paddle shifter
*1
×
×
×
×
TCM power supply
×
×
×
×
×
×
Output
Line pressure solenoid
×
×
×
×
Secondary pressure solenoid
×
×
×
Torque converter clutch solenoid
×
×
×
Lock-up select solenoid valve
×
×
×
Step motor
×
×
Revision: November 2015
2016 JUKE
SYSTEM
TM-181
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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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-30, "CAN COMMUNICATION SYSTEM : CAN Com-
.
CONTROL SYSTEM : Engine and CVT Integrated Control (CAN Communication Con-
trol)
INFOID:0000000012200886
• 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:0000000012200887
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:0000000012200888
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:0000000012200889
LOCK-UP AND SELECT CONTROL SYSTEM : System Description
INFOID:0000000012200890
• 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: November 2015
2016 JUKE
TM-182
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
• The lock-up applied gear range was expanded by locking up the
torque converter at a lower vehicle speed than conventional A/T
models.
• If the CVT fluid temperature is low or the vehicle is in fail-safe
mode due to malfunction, lock-up control is prohibited.
TORQUE CONVERTER CLUTCH AND SELECT CONTROL VALVE CONTROL
Lock-up Released
In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the
torque converter clutch solenoid valve and the lock-up apply pressure is drained.
In this way, the torque converter clutch piston is not coupled.
Lock-up Applied
In the lock-up applied state, the torque converter clutch control valve is set into the locked state by the torque
converter clutch solenoid valve and lock-up apply pressure is generated.
In this way, the torque converter clutch piston is pressed and coupled.
Select Control
When shifting between “N” (“P”)
⇒
“D” (“R”), optimize the operating pressure on the basis of the throttle posi-
tion, the engine speed, and the secondary pulley (output) revolution speed to lessen the shift shock.
SHIFT CONTROL SYSTEM
SHIFT CONTROL SYSTEM : System Diagram
INFOID:0000000012200891
NOTE:
The gear ratio is set for each position separately.
SHIFT CONTROL SYSTEM : System Description
INFOID:0000000012200892
• 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
JPDIA0312GB
JSDIA5167GB
Revision: November 2015
2016 JUKE
SYSTEM
TM-183
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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TM
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O
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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.
• The gear ratio is set for each position separately.
“D” POSITION
Gear shifting is performed in all shifting ranges from the lowest to the
highest gear ratio.
“M” POSITION
When the selector lever or paddle shifter is put in the manual shift
gate side, the fixed changing gear line is set. By moving the selector
lever to + side or - side, the manual mode switch is changed over,
and shift change like M/T becomes possible following the changing
gear set line step by step.
Manual Mode Information
The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the tran-
saxle from the driving status of vehicle when the selector lever shifts to “UP (+ side)” or “DOWN (
−
side)” side.
The combination meter blinks shift position indicator on the combination meter and sounds the buzzer to indi-
cate the driver that the shifting is not performed when receiving this signal. However, the TCM does not trans-
mit the manual mode shift refusal signal in the conditions as per the following.
• When the selector lever or the paddle shifter shifts to “DOWN (
−
side)” side while driving in M1.
• When the selector lever or the paddle shifter shifts to “UP (+ side)” side while driving in M8.
BLIPPING CONTROL
Using engine torque, the blipping control enables a faster and more responsive gear shifting by compensating
inertia torque generated from the rotational change during gear shifting in real time.
Operation
• The blipping control is activated when the driver shifts up/down the transaxle in manual mode or when the
transaxle is shifted up/down in “D” position SPORT mode.
NOTE:
The blipping control is not activated when the vehicle is in the following conditions:
• When CAN communication is abnormal.
• During the retard inhibit signal transmission from ECM within the engine-CVT integrated control.
• Engine coolant temperature is less than 20
°
C (68
°
F).
• CVT fluid temperature is more than 120
°
C (248
°
F).
JSDIA2456GB
SCIA1953E
JSDIA5168GB
Revision: November 2015
2016 JUKE
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