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Nissan Juke (2016 year). Service Repair Manual - part 154

STRUCTURE AND OPERATION

EC-47

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

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

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

EC-586, "Inspection"

- 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]

SYSTEM

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

Revision: November 2015

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"

Revision: November 2015

2016 JUKE

SYSTEM

EC-51

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

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.

• 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

• During deceleration

• During high engine speed operation

Sensor

Input signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

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

Knock sensor

Engine knocking condition

Heated oxygen sensor 2

Density of oxygen in exhaust gas

Transmission range switch

Gear position

Park/neutral position (PNP) switch

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

2016 JUKE

SYSTEM

EC-53

< SYSTEM DESCRIPTION >

[MR FOR NISMO RS MODELS]

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

Content .. 152 153 154 155 ..