Nissan Juke (2016 year). Service Repair Manual — part 154
STRUCTURE AND OPERATION
EC-47
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
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STRUCTURE AND OPERATION
Positive Crankcase Ventilation
INFOID:0000000012197662
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-48
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
STRUCTURE AND OPERATION
On Board Refueling Vapor Recovery (ORVR)
INFOID:0000000012197663
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
SYSTEM
EC-49
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
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ENGINE CONTROL SYSTEM
ENGINE CONTROL SYSTEM : System Diagram
INFOID:0000000012197664
ENGINE CONTROL SYSTEM : System Description
INFOID:0000000012197665
ECM controls the engine by various functions.
JPBIA5480GB
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2016 JUKE
EC-50
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
SYSTEM
DIRECT INJECTION GASOLINE SYSTEM
Function
Reference
Direct injection gasoline system
EC-51, "DIRECT INJECTION GASOLINE SYSTEM : System De-
scription"
Fuel pressure control
EC-54, "FUEL PRESSURE CONTROL : System Description"
Electric ignition control
EC-56, "ELECTRIC IGNITION SYSTEM : System Description"
Intake valve timing control
EC-57, "INTAKE VALVE TIMING CONTROL : System Description"
Exhaust valve timing control
EC-58, "EXHAUST VALVE TIMING CONTROL : System Descrip-
tion"
Turbocharger boost control
EC-60, "TURBOCHARGER BOOST CONTROL : System Descrip-
tion"
Engine protection control (Low engine oil pressure)
EC-61, "ENGINE PROTECTION CONTROL AT LOW ENGINE
OIL PRESSURE : System Description"
Fuel filler cap warning system
EC-62, "FUEL FILLER CAP WARNING SYSTEM : System De-
scription"
Air conditioning cut control
EC-63, "AIR CONDITIONING CUT CONTROL : System Descrip-
tion"
Cooling fan control
EC-65, "COOLING FAN CONTROL : System Description"
Starter motor drive control
EC-65, "STARTER MOTOR DRIVE CONTROL : System Descrip-
tion"
Evaporative emission system
EC-66, "EVAPORATIVE EMISSION SYSTEM : System Descrip-
tion"
ASCD (Automatic speed control device)
EC-68, "AUTOMATIC SPEED CONTROL DEVICE (ASCD) : Sys-
tem Description"
Integrated control system
EC-69, "INTEGRATED CONTROL SYSTEM : System Descrip-
tion"
CAN communication
EC-70, "CAN COMMUNICATION : System Description"
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SYSTEM
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DIRECT INJECTION GASOLINE SYSTEM : System Diagram
INFOID:0000000012197666
DIRECT INJECTION GASOLINE SYSTEM : System Description
INFOID:0000000012197667
INPUT/OUTPUT SIGNAL CHART
JPBIA5479GB
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2016 JUKE
EC-52
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
SYSTEM
*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 commu-
nication
• Wheel speed signal
• VDC/TCS operation command
BCM
CAN commu-
nication
A/C ON signal
Combination meter
CAN commu-
nication
Vehicle speed signal
Revision: November 2015
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SYSTEM
EC-53
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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-41, "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
EC-54
< SYSTEM DESCRIPTION >
[MR FOR NISMO RS MODELS]
SYSTEM
“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:0000000012197668
FUEL PRESSURE CONTROL : System Description
INFOID:0000000012197669
INPUT/OUTPUT SIGNAL CHART
JPBIA4704GB
JPBIA4920GB
Revision: November 2015
2016 JUKE
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