Nissan Juke (2016 year). Service Repair Manual — part 227
SYSTEM
EC-631
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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*1: This sensor is not used to control the engine system under normal conditions.
*2: CVT models
*3: M/T models
*4: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
The adoption of the direct fuel injection method enables more accurate adjustment of fuel injection quantity by
injecting atomized high-pressure fuel directly into the cylinder. This method allows high-powered engine, low
fuel consumption, and emissions-reduction.
The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of
time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the
ECM memory. The program value is preset by engine operating conditions. These conditions are determined
by input signals (for engine speed, intake air, fuel rail pressure and boost) from the crankshaft position sensor,
camshaft position sensor, mass air flow sensor, fuel rail pressure sensor and the turbocharger boost sensor.
VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION
In addition, the amount of fuel injected is compensated to improve engine performance under various operat-
ing conditions as listed below.
<Fuel increase>
• During warm-up
• When starting the engine
• During acceleration
• Hot-engine operation
• When selector lever position is changed from N to D (CVT models)
• High-load, high-speed operation
<Fuel decrease>
• During deceleration
• During high engine speed operation
Sensor
Input signal to ECM
ECM func-
tion
Actuator
Crankshaft position sensor (POS)
Engine speed
*4
Fuel injection
& mixture ra-
tio control
Fuel injector
Camshaft position sensor (PHASE)
Camshaft position
Mass air flow sensor
Amount of intake air
Intake air temperature sensor 1
Intake air temperature
Engine coolant temperature sensor
Engine coolant temperature
Air fuel ratio (A/F) sensor 1
Density of oxygen in exhaust gas
Fuel rail pressure sensor
Fuel rail pressure
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Battery
Battery voltage
*4
Knock sensor
Engine knocking condition
Heated oxygen sensor 2
*1
Density of oxygen in exhaust gas
Transmission range switch
*2
Gear position
Park/neutral position (PNP) switch
*3
G sensor
Inclination angle
Turbocharger boost sensor
Turbocharger boost
ABS actuator and electric unit (control unit)
CAN communi-
cation
• Wheel speed signal
• VDC/TCS operation command
BCM
CAN communi-
cation
A/C ON signal
Combination meter
CAN communi-
cation
Vehicle speed signal
Revision: November 2015
2016 JUKE
EC-632
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
FUEL INJECTION CONTROL
Stratified-charge Combustion
Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting
fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and form-
ing fuel-free airspace around the mixture.
Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.
Homogeneous Combustion
Homogeneous combustion is a combustion method that fuel is injected during intake process so that combus-
tion occurs in the entire combustion chamber, as is common with conventional methods.
As for a start except for starts with the engine cold, homogeneous combustion occurs.
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sen-
sor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the
injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to
EC-614, "Air Fuel Ratio (A/F) Sensor 1"
. This maintains the mixture ratio within the range of stoichiometric
(ideal air-fuel mixture).
This stage is referred to as the closed loop control condition.
Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching
characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated
oxygen sensor 2.
• Open Loop Control
The open loop system condition refers to when the ECM detects any of the following conditions. Feedback
control stops in order to maintain stabilized fuel combustion.
- Deceleration and acceleration
- High-load, high-speed operation
- Malfunction of A/F sensor 1 or its circuit
- Insufficient activation of A/F sensor 1 at low engine coolant temperature
- High engine coolant temperature
- During warm-up
- After shifting from N to D (CVT models)
- When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-
ing operation (i.e., fuel injector clogging) directly affect mixture ratio.
Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is
then computed in terms of “injection pulse duration” to automatically compensate for the difference between
the two ratios.
“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim
includes “short-term fuel trim” and “long-term fuel trim”.
“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical
value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-
oretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in
fuel volume if it is lean.
PBIB2793E
Revision: November 2015
2016 JUKE
SYSTEM
EC-633
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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“Long-term fuel trim” is overall fuel compensation carried out over time to compensate for continual deviation
of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-
ences, wear over time and changes in the usage environment.
FUEL INJECTION TIMING
Sequential Direct Injection Gasoline System
Fuel is injected into each cylinder during each engine cycle accord-
ing to the ignition order.
STRATIFIED-CHARGE START CONTROL
The use of the stratified-charge combustion method enables emissions-reduction when starting the engine
with engine coolant temperature between 5
°
C (41
°
F) and 40
°
C (104
°
F).
FUEL SHUT-OFF
Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or oper-
ation of the vehicle at excessively high speed.
FUEL PRESSURE CONTROL
FUEL PRESSURE CONTROL : System Diagram
INFOID:0000000012198203
FUEL PRESSURE CONTROL : System Description
INFOID:0000000012198204
INPUT/OUTPUT SIGNAL CHART
JPBIA4704GB
JPBIA4920GB
Revision: November 2015
2016 JUKE
EC-634
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
*: ECM determines the start signal status by the engine speed signal and battery voltage.
System Description
Low fuel pressure control
• The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent
to the high pressure fuel pump.
• Low fuel pressure is adjusted by the fuel pressure regulator.
High fuel pressure control
The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by
the exhaust camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a
signal received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet
check valve to control fuel rail pressure.
ENGINE OIL PRESSURE CONTROL SYSTEM
Sensor
Input signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed
*
Fuel rail pres-
sure control
High pressure fuel pump
Exhaust valve timing control position sensor
Camshaft position
Fuel rail pressure sensor
Fuel rail pressure
Engine coolant temperature sensor
Engine coolant temperature
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Battery
Battery voltage
*
JPBIA4706GB
Revision: November 2015
2016 JUKE
SYSTEM
EC-635
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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ENGINE OIL PRESSURE CONTROL SYSTEM : System Description
INFOID:0000000012198205
SYSTEM DIAGRAM
SYSTEM DESCRIPTION
ECM performs the variable hydraulic control (low oil pressure control and high oil pressure control) based on
signals from each sensor according to oil temperature and engine load. ECM activates the engine oil pressure
control solenoid valve and switches to the low oil pressure control and high oil pressure control. ECM uses the
low oil pressure control for 80-90 % of the operating area to maintain low oil pressure and stops piston cooling
jet (i.e. achievement of less than or equal to jet injection valve opening pressure).
High oil pressure control start condition
• High oil pressure control start condition
• High engine speed
• Coolant temperature is 60
°
C (140
°
F)or more under high engine load condition
Low oil pressure control start condition
• Coolant temperature is less than 60
°
C (140
°
F) under low engine speed condition
• Coolant temperature is 60
°
C (140
°
F) or more under low engine load and low engine speed conditions
ELECTRIC IGNITION SYSTEM
JSBIA5493GB
Revision: November 2015
2016 JUKE
EC-636
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
ELECTRIC IGNITION SYSTEM : System Diagram
INFOID:0000000012198206
ELECTRIC IGNITION SYSTEM : System Description
INFOID:0000000012198207
INPUT/OUTPUT SIGNAL CHART
*1: CVT models
*2: M/T models
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
Firing order: 1 - 3 - 4 - 2
JPBIA4921GB
Sensor
Input Signal to ECM
ECM func-
tion
Actuator
Crankshaft position sensor (POS)
Engine speed
*3
Piston position
Ignition tim-
ing control
Ignition coil (with power tran-
sistor)
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor
Engine coolant temperature
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Turbocharger boost sensor
Turbocharger boost
Intake air temperature sensor 2
Intake air temperature
Transmission range switch
*1
Gear position
Park/neutral position (PNP) switch
*2
Battery
Battery voltage
*3
Knock sensor
Engine knocking condition
Combination meter
CAN commu-
nication
Vehicle speed signal
Revision: November 2015
2016 JUKE
SYSTEM
EC-637
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
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The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM.
The ECM receives information such as the injection pulse width and camshaft position sensor (PHASE) sig-
nal. Computing this information, ignition signals are transmitted to the power transistor.
During the following conditions, the ignition timing is revised by the ECM according to the other data stored in
the ECM.
• At starting
• During warm-up
• At idle
• At low battery voltage
• During acceleration
The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed
within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not
operate under normal driving conditions. If engine knocking occurs, the knock sensor monitors the condition.
The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition.
EGR SYSTEM
EGR SYSTEM : System Description
INFOID:0000000012198208
SYSTEM DIAGRAM
JSBIA7178GB
Revision: November 2015
2016 JUKE
EC-638
< SYSTEM DESCRIPTION >
[MR EXCEPT FOR NISMO RS MODELS]
SYSTEM
SYSTEM DESCRIPTION
EGR VOLUME CONTROL
The EGR volume control regulates the flow rate of exhaust gas flowing from downstream of exhaust manifold
catalyst to intake manifold. The exhaust gas flow rate is controlled by opening/closing the EGR path in the
EGR control valve.
A built-in DC motor moves the valve continuously corresponding to the ECM output signal.
The EGR volume control valve position sensor detects the valve position and sends the voltage signals to the
ECM.
The adoption of water-cooled EGR cooler reduces the knocking by efficiently cooling the gas circulated by the
EGR system to lower the combustion temperature and improves fuel efficiency by raising the thermal effi-
ciency.
The ECM judges the current opening angle of the valve from this signals and the ECM controls the DC motor
to make the valve opening angle properly.
The opening angle of the valve varies for optimum engine control. The optimum value stored in the ECM is
determined by considering various engine conditions.
The EGR volume control valve remains close under the following conditions.
• Engine stopped
• Engine starting
• Low engine coolant temperature
• Excessively high engine coolant temperature
• High engine speed
• Accelerator pedal fully depressed
• Low intake air temperature
INTAKE VALVE TIMING CONTROL
INTAKE VALVE TIMING CONTROL : System Diagram
INFOID:0000000012198209
JSBIA5478GB
JPBIA4760GB
Revision: November 2015
2016 JUKE
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