Nissan Juke (2012 year). Service Repair Manual — part 226
TM-92
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
CONTROL SYSTEM : System Diagram
INFOID:0000000007576426
CONTROL SYSTEM : System Description
INFOID:0000000007576427
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
JSDIA2231GB
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
Revision: 2011 October
2012 JUKE
SYSTEM
TM-93
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*1: Input by CAN communications.
*2: If these input/output signals show errors, TCM activates the fail-safe function.
CONTROL SYSTEM : CAN communication
INFOID:0000000007576428
• 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-
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-28, "CAN COMMUNICATION SYSTEM : CAN Com-
.
CONTROL SYSTEM : Engine And CVT Integrated Control (CAN Communication Con-
trol)
INFOID:0000000007576429
• 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 Commu-
nication Control)
INFOID:0000000007576430
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:0000000007576431
TCM receives signals from the stop lamp switch via BCM.
LOCK-UP AND SELECT CONTROL SYSTEM
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
×
×
×
×
×
TCM power supply
×
×
×
×
×
×
Output
Line pressure solenoid
×
×
×
×
Secondary pressure solenoid
×
×
×
Torque converter clutch solenoid
×
×
×
Lock-up select solenoid valve
×
×
×
Step motor
×
×
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TM-94
< SYSTEM DESCRIPTION >
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SYSTEM
LOCK-UP AND SELECT CONTROL SYSTEM : System Diagram
INFOID:0000000007576432
LOCK-UP AND SELECT CONTROL SYSTEM : System Description
INFOID:0000000007576433
• 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.
• 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
JSDIA1355GB
JPDIA0312GB
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SYSTEM
TM-95
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SHIFT CONTROL SYSTEM : System Diagram
INFOID:0000000007576434
NOTE:
The gear ratio is set for each position separately.
SHIFT CONTROL SYSTEM : System Description
INFOID:0000000007576435
• 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.
• 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
JSDIA1567GB
JSDIA2456GB
SCIA1953E
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TM-96
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
When the selector lever 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 shifts to “DOWN (
−
side)” side while driving in M1.
• When the selector lever shifts to “UP (+ side)” side while driving in M6.
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).
• Vehicle speed is less than 20 km/h (12 MPH).
• When ABS, TCS or VDC is active.
• During wheel spin.
• ECM selects blipping control or normal shift control according to the gear position, the selector lever posi-
tion, etc.
• The blipping control is activated when ECM judges it controllable after receiving a control permit signal from
TCM.
SCIA4582E
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SYSTEM
TM-97
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• ECM controls engine torque, based on generated inertia torque.
HILL CLIMBING AND DESCENDING CONTROL
If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the
engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected,
the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the
high side.
NOTE:
For engine brake control on a downhill, the control can be stopped with CONSULT.
CONTROL IN ACCELERATION
From change of the vehicle speed or accelerator pedal position, the acceleration request level of the driver or
driving scene is evaluated. In start or acceleration during driving, the gear shift characteristics with linearity of
revolution increase and vehicle speed increase are gained to improve the acceleration feel.
INTEGRATED CONTROL SYSTEM
JSDIA2841GB
JSDIA2060GB
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TM-98
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
INTEGRATED CONTROL SYSTEM : System Diagram
INFOID:0000000007576436
INTEGRATED CONTROL SYSTEM : System Description
INFOID:0000000007576437
• TCM receives the NORMAL mode signal, ECO mode signal or SPORT mode signal from the multi display
unit through CAN communication.
• TCM sends the recognized control mode to ECM through CAN communication (drive mode select signal).
• With operation on the multi display unit, the mode is changed on the display, but the mode is actually not
changed due to CAN communication malfunction.
• When the selector lever is in any position other than D position, the gear shift line is not changed according
to changes in the control mode.
CONTROL DETAILS OF EACH MODE
JSDIA2410GB
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SYSTEM
TM-99
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FAIL-SAFE
If CAN communication malfunction occurs between TCM and the multi display unit, the mode when the mal-
function occurs is maintained for approximately 30 seconds and the mode is changed to NORMAL mode
when the accelerator pedal is released.
SHIFT LOCK SYSTEM
SHIFT LOCK SYSTEM : System Description
INFOID:0000000007576438
• The shift lock is the mechanism provided to prevent quick start of a vehicle by incorrect operation of a drive
when the selector lever is in P position.
• Selector lever can be shifted from the P position to another position when the following conditions are satis-
fied.
- Ignition switch is ON.
- Stop lamp switch ON (brake pedal is depressed)
- Press the selector button.
SHIFT LOCK OPERATION AT P POSITION
When brake pedal is not depressed (no selector operation allowed)
When the brake pedal is not depressed with the ignition switch ON,
the shift lock solenoid (A) is OFF (not energized) and the solenoid
rod (B) is extended with spring.
The connecting lock lever (C) is located at the position shown in the
figure when the solenoid rod is extended. It prevents the movement
of the detent rod (D). The selector lever cannot be shifted from the P
position for this reason.
When brake pedal is depressed (selector lever operation allowed)
The shift lock solenoid (A) is turned ON (energized) when the brake
pedal is depressed with the ignition switch ON. The solenoid rod (B)
is compressed with the electromagnetic force. The connecting lock
lever (C) rotates when the solenoid rod is compressed. Therefore,
the detent rod (D) can be moved. The selector lever can be shifted to
other positions for this reason.
P POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)
Control mode
Control
NORMAL mode
Driving mode that automatically selects the shift schedule considering the balance of fuel economy and
driving performance based on the driving condition and driving trend.
SPORT mode
Keeps high engine speed and provides direct feel and acceleration performance suitable for driving on
winding road. This driving mode also provides a rhythmical feel obtained by A/T like shifting, and pro-
duces sporty driving.
ECO mode
Driving mode that selects the shift schedule with priority on fuel economy which gives low engine revo-
lution.
JSDIA2338ZZ
JSDIA2339ZZ
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TM-100
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
The shift lock solenoid (A) is not energized when the ignition switch
is in any position other than ON. The shift mechanism is locked and
P position is held. The operation cannot be performed from P posi-
tion if the brake pedal is depressed with the ignition switch ON when
the operation system of shift lock solenoid is malfunctioning. How-
ever, the lock lever (B) is forcibly rotated and the shift lock is
released when the shift lock release button (C) is pressed from
above. The selector operation from P position can be performed.
CAUTION:
Use the shift lock release button only when the selector lever
cannot be operated even if the brake pedal is depressed with the ignition switch ON.
KEY LOCK SYSTEM
KEY LOCK SYSTEM : System Description
INFOID:0000000007576439
KEY LOCK MECHANISM
The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from
being removed from the key cylinder.
Key lock status
The slider (B) in the key cylinder (A) is moved to the left side of the
figure when the selector lever is in any position other than P position.
The rotator (D) that rotates together with the key (C) cannot be
rotated for this reason. The key cannot be removed from the key cyl-
inder because it cannot be turned to LOCK (E).
Key unlock status
The slider (B) in the key cylinder (A) is moved to the right side of the
figure when the selector lever is in P position and the finger is
removed from the selector button. The rotator (C) can be rotated for
this reason. The key (D) can be removed from the key cylinder
because it can be turned to LOCK (E).
D
: Detent rod
JSDIA2340ZZ
JPDIA0108ZZ
JPDIA0109ZZ
Revision: 2011 October
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
TM-101
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
Diagnosis Description
INFOID:0000000007576440
DESCRIPTION
The CVT system has two self-diagnostic systems.
The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination
with the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in
the ECM memory, and the TCM memory.
The second is the TCM original self-diagnosis performed by the TCM. The malfunction is stored in the TCM
memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail, refer to
"CONSULT Function (TRANSMISSION)"
.
OBD-II FUNCTION
The ECM provides emission-related on board diagnostic (OBD-II) functions for the CVT system. One function
is to receive a signal from the TCM used with OBD-related parts of the CVT system. The signal is sent to the
ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a
diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches
and solenoid valves are used as sensing elements.
The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-
tion to CVT system parts.
ONE OR TWO TRIP DETECTION LOGIC OF OBD-II
One Trip Detection Logic
If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in
the ECM memory as a DTC. The TCM is not provided with such a memory function.
Two Trip Detection Logic
When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC
(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip
If the same malfunction as that experienced during the first test drive is sensed during the second test drive,
the MIL will illuminate. — 2nd trip
The “trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation.
OBD-II DIAGNOSTIC TROUBLE CODE (DTC)
How to Read DTC and 1st Trip DTC
DTC and 1st trip DTC can be read by the following methods.
(
with CONSULT or
GST) CONSULT or GST (Generic Scan Tool) Examples: P0705, P0720 etc.
These DTC are prescribed by SAE J2012.
(CONSULT also displays the malfunctioning component or system.)
• 1st trip DTC No. is the same as DTC No.
• Output of the diagnostic trouble code indicates that the indicated circuit has a malfunction. How-
ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or
occurred in the past and returned to normal.
CONSULT can identify them as shown below, therefore, CONSULT (if available) is recommended.
- DTC or 1st trip DTC of a malfunction is displayed in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with
CONSULT. Time data indicates how many times the vehicle was driven after the last detection of a DTC.
- If the DTC is being detected currently, the time data will be “0”.
- If a 1st trip DTC is stored in the ECM, the time data will be “1t”.
Freeze Frame Data and 1st Trip Freeze Frame Data
• The ECM has a memory function, which stores the driving condition such as fuel system status, calculated
load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle
speed at the moment the ECM detects a malfunction.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data,
and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT
or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen, not on the GST. For
details, refer to
Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority
Revision: 2011 October
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TM-102
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
for 1st trip freeze frame data, and it is updated each time a different 1st trip DTC is detected. However, once
freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no
longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-
lowing priorities to update the data.
Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM mem-
ory is erased.
How to Erase DTC
• The diagnostic trouble code can be erased by CONSULT, GST or ECM DIAGNOSTIC TEST MODE as
described following.
- If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.
- When you erase the DTC, using CONSULT or GST is easier and quicker than switching the mode
selector on the ECM.
• The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC
related to OBD-II. For details, refer to
.
- Diagnostic trouble codes (DTC)
- 1st trip diagnostic trouble codes (1st trip DTC)
- Freeze frame data
- 1st trip freeze frame data
- System readiness test (SRT) codes
- Test values
How to Erase DTC (With CONSULT)
The emission related diagnostic information in the TCM and ECM can be erased by selecting “ALL Erase” in
the “Description” of “FINAL CHECK” mode with CONSULT.
How to Erase DTC (With GST)
1.
If the ignition switch stays ON after repair work, be sure to turn ignition switch OFF once. Wait at least 10
seconds and then turn it ON (engine stopped) again.
2.
Select Mode 4 with GST (Generic Scan Tool). For details, refer to
MALFUNCTION INDICATOR LAMP (MIL)
Description
The MIL is located on the instrument panel.
1.
The MIL will light up when the ignition switch is turned ON with-
out the engine running. This is a bulb check.
• If the MIL does not light up, refer to
.
2.
When the engine is started, the MIL should go off.
If the MIL remains on, the on board diagnostic system has
detected an engine system malfunction.
Priority
Items
1
Freeze frame data
Misfire — DTC: P0300 - P0304
Fuel Injection System Function — DTC: P0171, P0172
2
Except the above items (Includes CVT related items)
3
1st trip freeze frame data
JSBIA1315ZZ
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DIAGNOSIS SYSTEM (TCM)
TM-103
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DIAGNOSIS SYSTEM (TCM)
CONSULT Function (TRANSMISSION)
INFOID:0000000007576441
CONSULT can display each diagnostic item using the diagnostic test modes shown below.
FUNCTION
*: “Function Test” can be selected, but do not use it.
SELF-DIAGNOSTIC RESULT MODE
.
DATA MONITOR MODE
Display Items List
X: Application
: Optional selection
Conditions
Function
Work Support
This mode enables a technician to adjust some devices faster and more accurately.
Self Diagnostic Results
Retrieve DTC from ECU and display diagnostic items.
Data Monitor
Monitor the input/output signal of the control unit in real time.
CAN Diagnosis
This mode displays a network diagnosis result about CAN by a diagram.
CAN Diagnosis Support
Monitor
It monitors the status of CAN communication.
Function Test*
This mode can show results of self-diagnosis of ECU with either “OK” or “NG”. For engines, more prac-
tical tests regarding sensors/switches and/or actuators are available.
ECU Identification
Display the ECU identification number (part number etc.) of the selected system.
CALIB DATA
The calibration data status of TCM can be checked.
Monitored item (Unit)
(Unit)
Monitor item selection
Remarks
MAIN
SIGNALS
ECU IN-
PUT SIG-
NALS
VSP SENSOR
(km/h or mph)
X
Displays the vehicle speed calculated from the CVT out-
put shaft speed.
ESTM VSP SIG
(km/h or mph)
X
Displays the vehicle speed signal (ABS) received
through CAN communication.
PRI SPEED SEN
(rpm)
X
Displays the primary pulley speed calculated from the
pulse signal of the primary speed sensor.
ENG SPEED SIG
(rpm)
X
Displays the engine speed received through CAN com-
munication.
SEC HYDR SEN
(V)
X
Displays the signal voltage of the secondary pressure
sensor.
PRI HYDR SEN
(V)
X
• Displays the signal voltage of the primary pressure
sensor.
• It is displayed although not equipped.
ATF TEMP SEN
(V)
X
Displays the signal voltage of the CVT fluid temperature
sensor.
VIGN SEN
(V)
X
Displays the battery voltage applied to TCM.
VEHICLE SPEED
(km/h or mph)
X
Vehicle speed recognized by the TCM.
PRI SPEED
(rpm)
X
Displays the primary pulley speed recognized by TCM.
SEC SPEED
(rpm)
Displays the secondary pulley speed recognized by
TCM.
ENG SPEED
(rpm)
X
Displays the engine speed recognized by TCM.
Revision: 2011 October
2012 JUKE
TM-104
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
DIAGNOSIS SYSTEM (TCM)
SLIP REV
(rpm)
X
Displays the speed difference between the input shaft
speed of CVT and the engine speed.
GEAR RATIO
X
Displays the pulley gear ratio calculated from primary
pulley speed/secondary pulley speed.
G SPEED
(G)
Displays the acceleration and deceleration speed of the
vehicle calculated from vehicle speed change.
ACC PEDAL OPEN
(0.0/8)
X
X
Displays the estimated throttle position received through
CAN communication.
SEC PRESS
(MPa)
X
Displays the secondary pressure calculated from the sig-
nal voltage of the secondary pressure sensor.
PRI PRESS
(MPa)
X
• Displays the primary pressure calculated from the sig-
nal voltage of the primary pressure sensor.
• It is displayed although not equipped.
ATFTEMP COUNT
X
Means CVT fluid temperature. Actual oil temperature (
°
numeric value is converted. Refer to
DSR REV
(rpm)
Displays the target primary pulley speed calculated from
processing of gear shift control.
DGEAR RATIO
Displays the target gear ratio.
DSTM STEP
(step)
Displays the target number of steps of the step motor,
calculated from processing of gear shift control.
STM STEP
(step)
X
Displays the actual number of steps of the step motor,
calculated from processing of gear shift control.
LU PRS
(MPa)
Displays the target oil pressure of the torque converter
clutch solenoid valve calculated from oil pressure pro-
cessing of gear shift control.
LINE PRS
(MPa)
Displays the target oil pressure of the line pressure sole-
noid valve calculated from oil pressure processing of
gear shift control.
TGT SEC PRESS
(MPa)
Displays the target oil pressure of the secondary pres-
sure solenoid valve calculated from oil pressure process-
ing of gear shift control.
ISOLT1
(A)
X
Displays the command current from TCM to the torque
converter clutch solenoid valve.
ISOLT2
(A)
X
Displays the command current from TCM to the line
pressure solenoid valve.
ISOLT3
(A)
X
Display the command current from TCM to the second-
ary pressure solenoid valve.
SOLMON1
(A)
X
X
Monitors the command current from TCM to the torque
converter clutch solenoid valve and displays the moni-
tored value.
SOLMON2
(A)
X
X
Monitors the command current from TCM to the line
pressure solenoid valve and displays the monitored val-
ue.
SOLMON3
(A)
X
X
Monitors the command current from TCM to the second-
ary pressure solenoid valve and displays the monitored
value.
BRAKE SW
(On/Off)
X
X
Displays the reception status of the stop lamp switch sig-
nal received through CAN communication.
FULL SW
(On/Off)
X
X
• Displays the reception status of the wide open throttle
position signal received through CAN communication.
• It is displayed although not equipped.
Monitored item (Unit)
(Unit)
Monitor item selection
Remarks
MAIN
SIGNALS
ECU IN-
PUT SIG-
NALS
Revision: 2011 October
2012 JUKE
DIAGNOSIS SYSTEM (TCM)
TM-105
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
C
E
F
G
H
I
J
K
L
M
A
B
TM
N
O
P
IDLE SW
(On/Off)
X
X
Displays the reception status of the closed throttle posi-
tion signal received through CAN communication.
SPORT MODE SW
(On/Off)
X
X
• Displays the reception status of the sport mode switch
signal received through CAN communication.
• It is displayed although not equipped.
STRDWNSW
(On/Off)
X
• Displays the operation status of the paddle shifter
(down switch).
• It is displayed although not equipped.
STRUPSW
(On/Off)
X
• Displays the operation status of the paddle shifter (up
switch).
• It is displayed although not equipped.
DOWNLVR
(On/Off)
X
Displays the operation status of the selector lever (down
switch).
UPLVR
(On/Off)
X
Displays the operation status of the selector lever (up
switch).
NONMMODE
(On/Off)
X
Displays if the selector lever position is not at the manual
shift gate.
MMODE
(On/Off)
X
Displays if the selector lever position is at the manual
shift gate.
INDLRNG
(On/Off)
• Displays the transmission status of the shift position (L
position) signal transmitted through CAN communica-
tion.
• It is displayed although not equipped.
INDDRNG
(On/Off)
Displays the transmission status of the shift position (D
position) signal transmitted through CAN communica-
tion.
INDNRNG
(On/Off)
Displays the transmission status of the shift position (N
position) signal transmitted through CAN communica-
tion.
INDRRNG
(On/Off)
Displays the transmission status of the shift position (R
position) signal transmitted through CAN communica-
tion.
INDPRNG
(On/Off)
Displays the transmission status of the shift position (P
position) signal transmitted through CAN communica-
tion.
CVT LAMP
(On/Off)
Displays the transmission status of the CVT indicator sig-
nal transmitted through CAN communication.
SPORT MODE IND
(On/Off)
• Displays the transmission status of the S mode indica-
tor signal transmitted through CAN communication.
• It is displayed although not equipped.
MMODE IND
(On/Off)
Displays the transmission status of the manual mode sig-
nal transmitted through CAN communication.
SMCOIL D
(On/Off)
Displays the energizing status of step motor coil “D”.
SMCOIL C
(On/Off)
Displays the energizing status of step motor coil “C”.
SMCOIL B
(On/Off)
Displays the energizing status of step motor coil “B”.
SMCOIL A
(On/Off)
Displays the energizing status of step motor coil “A”.
LUSEL SOL OUT
(On/Off)
Displays the command value from TCM to the lock-up
select solenoid valve.
LUSEL SOL MON
(On/Off)
Monitors the command value from TCM to the lock-up
select solenoid valve and displays the monitored value.
Monitored item (Unit)
(Unit)
Monitor item selection
Remarks
MAIN
SIGNALS
ECU IN-
PUT SIG-
NALS
Revision: 2011 October
2012 JUKE
TM-106
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
DIAGNOSIS SYSTEM (TCM)
WORK SUPPORT MODE
Display Item List
Engine Brake Adjustment
VDC ON
(On/Off)
X
Displays the reception status of the VDC operation signal
received through CAN communication.
TCS ON
(On/Off)
X
Displays the reception status of the TCS operation signal
received through CAN communication.
ABS ON
(On/Off)
X
Displays the reception status of the ABS operation signal
received through CAN communication.
ACC ON
(On/Off)
X
It is displayed although not equipped.
RANGE
X
Displays the gear position recognized by TCM.
M GEAR POS
X
Display the target gear of manual mode
D POSITION SW
(On/Off)
X
Displays the operation status of the transmission range
switch (D position).
N POSITION SW
(On/Off)
X
Displays the operation status of the transmission range
switch (N position).
L POSITION SW
(On/Off)
X
Displays the operation status of the transmission range
switch (L position).
P POSITION SW
(On/Off)
X
Displays the operation status of the transmission range
switch (P position).
R POSITION SW
(On/Off)
X
Displays the operation status of the transmission range
switch (R position).
DRIVE MODE STATS
(On/Off)
• Displays the drive mode status recognized by TCM.
• Only vehicle with Integrated Control System are dis-
played.
SNOW MODE
(On/Off)
• Display the drive mode (SNOW switch status) of Inte-
grated Control System received through CAN com-
munication.
• Only vehicle with Integrated Control System are dis-
played.
• It is displayed although not equipped.
ECO MODE
(On/Off)
• Display the driving mode (ECO switch status) of Inte-
grated Control System received through CAN com-
munication.
• Only vehicle with Integrated Control System are dis-
played.
NORMAL MODE
(On/Off)
• Display the driving mode (AUTO switch status) of Inte-
grated Control System received through CAN com-
munication.
• Only vehicle with Integrated Control System are dis-
played.
SPORT MODE
(On/Off)
• Display the driving mode (SPORT switch status) of In-
tegrated Control System received through CAN com-
munication.
• Only vehicle with Integrated Control System are dis-
played.
Monitored item (Unit)
(Unit)
Monitor item selection
Remarks
MAIN
SIGNALS
ECU IN-
PUT SIG-
NALS
Item name
Description
ENGINE BRAKE ADJ.
The engine brake level setting can be canceled.
CONFORM CVTF DETERIORTN
The CVT fluid deterioration level can be checked.
Revision: 2011 October
2012 JUKE
DIAGNOSIS SYSTEM (TCM)
TM-107
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
C
E
F
G
H
I
J
K
L
M
A
B
TM
N
O
P
CAUTION:
Mode of “+1”“0”“
−
1”“
−
2”“OFF” can be selected by pressing the “UP”“DOWN” on CONSULT screen.
However, do not select mode other than “0” and “OFF”. If the “+1” or “
−
1” or “–2” is selected, that
might cause the irregular driveability.
Check CVT Fluid Deterioration Date
CAUTION:
Touch “CLEAR” after changing CVT fluid, and then erase “CVTF DETERIORATION DATE”.
ATFTEMP COUNT Conversion Table
INFOID:0000000007576442
Diagnostic Tool Function
INFOID:0000000007576443
OBD-II SELF-DIAGNOSTIC PROCEDURE (WITH GST)
EC-62, "GST (Generic Scan Tool)"
.
“ENGINE BRAKE LEVEL”
0:
Initial set value (Engine brake level control is activated)
OFF:
Engine brake level control is deactivated.
“CVTF DETERIORATION DATE”
210000 or more:
It is necessary to change CVT fluid.
Less than 210000:
It is not necessary to change CVT fluid.
ATFTEMP COUNT
Temperature
°
C (
°
F)
ATFTEMP COUNT
Temperature
°
C (
°
F)
4
–30 (–22)
177
90 (194)
8
–20 (–4)
183
95 (203)
13
–10 (14)
190
100 (212)
17
–5 (23)
196
105 (221)
21
0 (32)
201
110 (230)
27
5 (41)
206
115 (239)
32
10 (50)
210
120 (248)
39
15 (59)
214
125 (257)
47
20 (68)
218
130 (266)
55
25 (77)
221
135 (275)
64
30 (86)
224
140 (284)
73
35 (95)
227
145 (293)
83
40 (104)
229
150 (302)
93
45 (113)
231
155 (311)
104
50 (122)
233
160 (320)
114
55 (131)
235
165 (329)
124
60 (140)
236
170 (338)
134
65 (149)
238
175 (347)
143
70 (158)
239
180 (356)
152
75 (167)
241
190 (374)
161
80 (176)
243
200 (392)
169
85 (185)
—
—
Revision: 2011 October
2012 JUKE
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