Nissan Juke (2012 year). Service Repair Manual — part 225
TM-76
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
STRUCTURE AND OPERATION
TRANSAXLE
TRANSAXLE : Cross-Sectional View
INFOID:0000000007576414
1.
Converter housing
2.
Driven sprocket
3.
Chain
4.
Reverse brake
5.
Oil pump
6.
Forward clutch
7.
Planetary carrier
8.
Primary pulley
9.
Sun gear
10. Steel belt
11.
Side cover
12. Internal gear
13. Parking gear
14. Secondary pulley
15. Final gear
16. Differential case
17. Idler gear
18. Reduction gear
19. Taper roller bearing
20. Output gear
21. Drive sprocket
22. Input shaft
23. Torque converter
JSDIA2389GB
Revision: 2011 October
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STRUCTURE AND OPERATION
TM-77
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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TRANSAXLE : Main Component Elements
INFOID:0000000007576415
TORQUE CONVERTER (WITH LOCK-UP FUNCTION)
In the same way as a conventional A/T, the torque converter is a system that increases the engine torque and
transmits the torque to the transaxle. A symmetrical 3-element, 1-stage, 2-phase type is used here.
OIL PUMP
Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to increase
efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume in high-speed
zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of primary and second-
ary pulley operation, the oil of clutch operation, and the lubricant for each part.
FORWARD/REVERSE SELECTION UNIT
• A planetary gear type of forward/reverse selector mechanism is installed between the torque converter and
primary pulley.
• The power from the torque converter is input via the input shaft, operating a wet multi-plate clutch by means
of hydraulic pressure to switch between forward and reverse driving.
FINAL DRIVE AND DIFFERENTIAL
The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and sec-
ondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.
The lubrication oil is the same as the fluid (Genuine NISSAN CVT Fluid NS-2) which lubricates the entire tran-
saxle.
JSDIA2426GB
JSDIA2427GB
Revision: 2011 October
2012 JUKE
TM-78
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
TRANSAXLE : Belt & Pulley
INFOID:0000000007576416
STRUCTURE
MECHANISM
It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt
(the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both sides).
The groove width changes according to wrapping radius of steel belt and pulley from low status to overdrive
status continuously with non-step. It is controlled with the oil pressures of primary pulley and secondary pulley.
STEEL BELT
It is composed of multiple steel plates (A) and two steel rings (B)
stacked to a several number. The feature of this steel belt transmits
power with compression of the steel plate in contrast with transmis-
sion of power in pulling with a rubber belt. Friction force is required
with the pulley slope to transmit power from the steel plate. The force
is generated with the following mechanism:
Oil pressure applies to the secondary pulley to nip the plate.
⇒
The
plate is pushed and extended outward.
⇒
The steel ring shows with-
stands.
⇒
Pulling force is generated on the steel ring.
⇒
The plate of
the primary pulley is nipped between the pulley.
⇒
Friction force is
generated between the steel belt and the pulley.
Therefore, responsibilities are divided by the steel plate that trans-
mits the power with compression and the steel ring that maintains necessary friction force. In this way, the
JSDIA2428GB
JSDIA2431ZZ
Revision: 2011 October
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STRUCTURE AND OPERATION
TM-79
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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tension of the steel ring is distributed on the entire surface and stress variation is limited, resulting in good
durability.
PULLEY
The primary pulley (input shaft side) and the secondary pulley (output shaft side) have the shaft with slope
(fixed cone surface), movable sheave (movable cone surface that can move in the axial direction) and oil pres-
sure chamber at the back of the movable sheave.
The movable sheave slides on the shaft to change the groove width of the pulley. Input signals of engine load
(accelerator pedal opening), primary pulley speed and secondary pulley speed change the operation pres-
sures of the primary pulley and the secondary pulley, and controls the pulley groove width.
FLUID COOLER & FLUID WARMER SYSTEM
FLUID COOLER & FLUID WARMER SYSTEM : System Description
INFOID:0000000007576417
CVT FLUID COOLER SCHEMATIC
JSDIA2429GB
Revision: 2011 October
2012 JUKE
TM-80
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
COMPONENT DESCRIPTION
CVT Oil Warmer
• The CVT oil warmer (1) is installed on the front part of transaxle
assembly.
• When engine is started while engine and CVT are cold, engine
coolant temperature rises more quickly than CVT fluid tempera-
ture. CVT oil warmer is provided with two circuits for CVT and
engine coolant respectively so that warmed engine coolant warms
CVT quickly. This helps shorten CVT warming up time, improving
fuel economy.
• A cooling effect is obtained when A/T fluid temperature is high.
Heater Thermostat
• The heater thermostat (1) is installed on the front part of transaxle
assembly.
• The heater thermostat starts opening before the completion of an
engine warm-up and fully opens at the completion of the engine
warm-up. This allows the transaxle to be warmed up when CVT
fluid temperature is lower than coolant temperature under low tem-
perature conditions.
MECHANICAL SYSTEM
JSDIA2826GB
JSDIA2228ZZ
JSDIA2439ZZ
Revision: 2011 October
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STRUCTURE AND OPERATION
TM-81
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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MECHANICAL SYSTEM : System Diagram
INFOID:0000000007576418
MECHANICAL SYSTEM : System Description
INFOID:0000000007576419
Traction force of engine is transmitted to wheel via torque converter, planetary gear, belt, pulley, differential
gear, and others. Also includes a parking mechanism that mechanically fixes secondary pulley when selector
lever is shifted to the “P” position.
ACTIVATION STATE ACCORDING TO EACH SHIFTING
×
: Operates
POWER TRANSMISSION
“P” position
• Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake
are not engaged and run idle.
• Torque from the wheels is not transmitted to secondary pulley because secondary pulley is mechanically
fixed when parking pole that is linked with selector lever is engaged with parking gear that is integrated with
secondary pulley.
JSDIA2432GB
Selector lever position
Secondary
pressure
sensor
Solenoid valve
Step motor
Line pres-
sure sole-
noid valve
Secondary
pressure sole-
noid valve
Torque con-
verter solenoid
valve
Lock-up select sole-
noid valve
P
×
×
×
×
R
×
×
×
×
×
N
×
×
×
×
×
D (Low)
×
×
×
×
×
D (High)
×
×
×
×
×
D
(Lock-up)
×
×
×
×
×
Revision: 2011 October
2012 JUKE
TM-82
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
Planetary gear
“R” position
• Traction force from input shaft rotates sun gear in opposite direction of input shaft rotation because reverse
brake is engaged and planetary gear is fixed.
• Therefore primary pulley rotates in opposite direction of input shaft rotation and traction force output is in
opposite direction rotation.
JSDIA2433GB
Name
Sun gear
Planet carrier
Internal gear
Condition
Stop
Idled
Input
Direction of rotation
—
—
Clockwise revolution
Revision: 2011 October
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STRUCTURE AND OPERATION
TM-83
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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Planetary gear
“N” position
• Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake
are not engaged and run idle.
• Torque from wheel is not transmitted to input shaft because forward clutch and reverse brake are not
engaged and planetary carrier runs idle.
JSDIA2434GB
Name
Sun gear
Planet carrier
Internal gear
Condition
Output
Fixed
Input
Direction of rotation
Counterclockwise revolution
—
Clockwise revolution
Revision: 2011 October
2012 JUKE
TM-84
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
Planetary gear
“D” position
• Traction force from input shaft rotates sun gear via forward clutch in the same direction of input shaft
because forward clutch is engaged.
• Therefore primary pulley rotates in the same direction of input shaft rotation and traction force output is in the
same direction rotation.
JSDIA2435GB
Name
Sun gear
Planet carrier
Internal gear
Condition
Stop
Idle
Input
Direction of rotation
—
—
Clockwise revolution
Revision: 2011 October
2012 JUKE
STRUCTURE AND OPERATION
TM-85
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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Planetary gear
MECHANICAL SYSTEM : Component Description
INFOID:0000000007576420
JSDIA2436GB
Name
Sun gear
Planet carrier
Internal gear
Condition
Input/output
Idle
Input
Direction of rotation
Clockwise revolution
—
Clockwise revolution
Part name
Function
Torque converter
Increases engine torque and transmits it to the transaxle.
Oil pump
Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to
increase efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume
in high-speed zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of
primary and secondary pulley operation, the oil of clutch operation, and the lubricant for each part.
Forward clutch
The forward clutch is wet and multiple plate type clutch that consists of clutch drum, piston, drive plate,
and driven plate. It is a clutch to move the vehicle forward by activating piston hydraulically, engaging
plates, and directly connecting sun gear and input shaft.
Reverse brake
The reverse brake is a wet multiple-plate type brake that consists of transaxle case, piston, drive plate,
and driven plate. It is a brake to move the vehicle in reverse by activating piston hydraulically, engaging
plates, and fixing planetary gear.
Internal gear
The internal gear is directly connected to forward clutch drum. It is a gear that moves the outer edge of
pinion planet of planet carrier. It transmits power to move the vehicle in reverse when the planet carrier
is fixed.
Planet carrier
Composed of a carrier, pinion planet, and pinion shaft. This gear fixes and releases the planet carrier in
order to switch between forward and reverse driving.
Sun gear
Sun gear is a set part with planet carrier and internal gear. It transmits transmitted force to primary fixed
sheave. It rotates in forward or reverse direction according to activation of either forward clutch or re-
verse brake.
Input shaft
The input shaft is directly connected to forward clutch drum and transmits traction force from torque con-
verter. In shaft center, there are holes for hydraulic distribution to primary pulley and hydraulic distribu-
tion for lockup ON/OFF.
Revision: 2011 October
2012 JUKE
TM-86
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
STRUCTURE AND OPERATION
Primary pulley
It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel
belt (the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both
sides). The groove width changes according to wrapping radius of steel belt and pulley from low status
to overdrive status continuously with non-step. It is controlled with the oil pressures of primary pulley and
secondary pulley.
Secondary pulley
Steel belt
Manual shaft
When the manual shaft is in the P position, the parking rod that is linked to the manual shaft rotates the
parking pole. When the parking pole rotates, it engages with the parking gear, fixing the parking gear.
As a result, the secondary pulley that is integrated with the parking gear is fixed.
Parking rod
Parking pawl
Parking gear
Output gear
The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and
secondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.
Idler gear
Reduction gear
Differential
Torque converter regulator
valve
Adjusts the feed pressure to the torque converter to the optimum pressure corresponding to the driving
condition.
Pressure regulator valve
Adjusts the discharge pressure from the oil pump to the optimum pressure (line pressure) corresponding
to the driving condition.
Torque converter clutch
control valve
Adjusts the torque converter engage and disengage pressures.
Shift control valve
Controls the line pressure that is applied to the primary pulley according to the stroke difference between
the step motor and primary pulley.
Secondary valve
Reduces the line pressure and adjusts the secondary pressure.
Clutch regulator valve
Adjusts the clutch operating pressure according to the driving conditions.
Manual valve
Distributes the clutch operation pressure to each circuit according to the selector lever position.
Select control valve
Engages when selected. Adjusts the forward clutch pressure and reverse brake pressure.
Select switch valve
Performs switching control of the torque converter clutch solenoid valve control pressure when lock-up
is engaged/disengaged, and when the forward/reverse clutches (forward clutch and reverse brake) are
engaged/disengaged.
Step motor
• Step motor changes step by turning 4 coils ON or OFF according to signal from TCM.
• By changing step, step motor controls outward flow and inward flow of line pressure to primary pulley,
determines the primary pulley position, and controls gear ratio.
Part name
Function
Revision: 2011 October
2012 JUKE
SYSTEM
TM-87
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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SYSTEM
CVT CONTROL SYSTEM
CVT CONTROL SYSTEM : System Description
INFOID:0000000007576421
JSDIA2383GB
Revision: 2011 October
2012 JUKE
TM-88
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
CVT CONTROL SYSTEM : System Diagram
INFOID:0000000007576422
CVT CONTROL SYSTEM : Fail-safe
INFOID:0000000007818546
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.
JSDIA2231GB
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: 2011 October
2012 JUKE
SYSTEM
TM-89
< 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: 2011 October
2012 JUKE
TM-90
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
OIL PRESSURE CONTROL SYSTEM
OIL PRESSURE CONTROL SYSTEM : System Diagram
INFOID:0000000007576424
OIL PRESSURE CONTROL SYSTEM : System Description
INFOID:0000000007576425
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
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: 2011 October
2012 JUKE
SYSTEM
TM-91
< 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
JSDIA2455GB
Revision: 2011 October
2012 JUKE
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