coolant temperature NISSAN NOTE 2016 Service User Guide

EC-38
< SYSTEM DESCRIPTION >[HR16DE]
SYSTEM
CAN COMMUNICATION
CAN COMMUNICATION : System DescriptionINFOID:0000000012431315
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication s
peed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CA N communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
Refer to LAN-30, "
CAN COMMUNICATION SYSTEM : CAN Communication Signal Chart", about CAN com-
munication for detail.
COOLING FAN CONTROL
COOLING FAN CONTROL : System DiagramINFOID:0000000012431316
COOLING FAN CONTROL : System DescriptionINFOID:0000000012431317
INPUT/OUTPUT SIGNAL CHART
*1: The ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to ECM through CAN communication line.
SYSTEM DESCRIPTION (CVT MODELS)
ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, refrigerant pres-
sure, air conditioner ON signal. Then contro l system has 3-step control [HIGH/LOW/OFF].
JSBIA0321GB
SensorInput signal to ECM ECM functionActuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed
*1
Piston position
Cooling fan speed request
signalIPDM E/R
↓
Cooling fan relay
↓
Cooling fan motor
Engine coolant temperature sensor Engine coolant temperature
Refrigerant pressure sensor
Refrigerant pressure
Battery Battery voltage
*1
Combination meterVehicle speed*2
BCMA/C ON signal*2
Blower fan signal*2
Revision: August 2015
2016 Versa Note

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SYSTEMEC-39
< SYSTEM DESCRIPTION > [HR16DE]
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Cooling Fan Operation
Cooling Fan Relay Operation
The ECM controls cooling fan relays through CAN communication line.
SYSTEM DESCRIPTION (M/T MODELS)
ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, refrigerant pres-
sure, air conditioner ON signal. Then contro
l system has 2-step control [HIGH/OFF].
Cooling Fan Operation
Cooling Fan Relay Operation
The ECM controls cooling fan relays through CAN communication line.
PBIB2483E
Cooling fan speed Cooling fan relay
123
Stop (OFF) OFFOFF OFF
Low (LOW) ONOFF OFF
High (HI) ONON ON
JSBIA1323GB
Cooling fan speed Cooling fan relay
Stop (OFF) OFF
Operate (HI) ON
Revision: August 20152016 Versa Note

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EC-40
< SYSTEM DESCRIPTION >[HR16DE]
SYSTEM
EVAPORATIVE EMISSION SYSTEM
EVAPORATIVE EMISSION SYSTEM : System DiagramINFOID:0000000012431318
EVAPORATIVE EMISSION SYSTEM : System DescriptionINFOID:0000000012431319
INPUT/OUTPUT SIGNAL CHART
*1: ECM determines the start signal status
by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.
JPBIA4896GB
Sensor Input signal to ECM ECM functionActuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed*
1
Piston position
EVAP canister purge
flow controlEVAP canister purge volume
control solenoid valve
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Air fuel ratio (A/F) sensor 1 Density of oxygen in exhaust gas
(Mixture ratio feedback signal)
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Battery Battery voltage*
1
Fuel tank temperature sensor Fuel temperature in fuel tank
EVAP control system pressure sensor Pressure in purge line
Combination meter Vehicle speed*
2
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SYSTEMEC-41
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SYSTEM DESCRIPTION
The evaporative emission system is used to reduce hydr
ocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accompli shed by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not oper ating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating. EVAP canister purge volume control solenoid valve is controlled by ECM. When the
engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is
proportionally regulated as the air flow increases.
EVAP canister purge volume control solenoid valve al so shuts off the vapor purge line during decelerating.
INTAKE VALVE TIMING CONTROL
INTAKE VALVE TIMING CONTROL : System DiagramINFOID:0000000012431320
INTAKE VALVE TIMING CONT ROL : System DescriptionINFOID:0000000012431321
INPUT/OUTPUT SIGNAL CHART
PBIB3639E
JPBIA4760GB
Sensor Input signal to ECMECM functionActuator
Crankshaft position sensor (POS) Engine speed
*1
Piston position
Intake valve timing
controlIntake valve timing control
solenoid valve
Camshaft position sensor (PHASE)
Engine oil temperature sensor
Engine oil temperature
Engine coolant temperature sensor Engine coolant temperature
Combination meter Vehicle speed
*2
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EC-42
< SYSTEM DESCRIPTION >[HR16DE]
SYSTEM
*1: ECM determines the start signal status
by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
This mechanism hydraulically controls cam phases c ontinuously with the fixed operating angle of the intake
valve.
The ECM receives signals such as crankshaft position, camshaft position, engine speed, engine oil tempera-
ture and engine coolant temperature. Then, the ECM s ends ON/OFF pulse duty signals to the intake valve
timing (IVT) control solenoid valve depending on driving stat us. This makes it possible to control the shut/open
timing of the intake valve to increase engine torque in low/mid speed range and output in high-speed range.
EXHAUST VALVE TIMING CONTROL
EXHAUST VALVE TIMING CO NTROL : System DiagramINFOID:0000000012431322
EXHAUST VALVE TIMING CONT ROL : System DescriptionINFOID:0000000012431323
INPUT/OUTPUT SIGNAL CHART
JPBIA4884GB
JPBIA4885GB
SensorInput signal to ECM ECM functionActuator
Crankshaft position sensor (POS) Engine speed
*1
Piston position
Exhaust valve timing controlExhaust valve timing control
solenoid valve
Camshaft position sensor (PHASE)
Engine oil temperature sensor Engine oil temperature
Engine coolant temperature sensor Engine coolant temperature
Combination meter
Vehicle speed
*2
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SYSTEMEC-43
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*1: ECM determines the start signal status
by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust
valve.
The ECM receives signals such as crankshaft positi on, camshaft position, engine speed, engine oil tempera-
ture and engine coolant temperature. Then, the ECM s ends ON/OFF pulse duty signals to the exhaust valve
timing (EVT) control solenoid valve depending on driving stat us. This makes it possible to control the shut/
open timing of the exhaust valve to increase engi ne torque and output in a range of high engine speed.
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-
gram
INFOID:0000000012431324
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription
INFOID:0000000012431325
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-
sure by the oil pressure warning lamp a before the engine becomes damaged.
• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits an oil pressure warning lamp signal to the combination meter. The combination meter turns ON the oil pres-
sure warning lamp, according to the signal.
JPBIA4886GB
JSBIA0704GB
Sensor Input signal to ECM ECM function Actuator
Engine oil pressure sensor Engine pressure Engine protection control
• Oil pressure warning lamp signalCombination meter
• Oil pressure warning lamp
Crankshaft position sensor (POS) Engine speed
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EC-48
< SYSTEM DESCRIPTION >[HR16DE]
OPERATION
• TCS system is operated
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.
• Engine coolant temperature is slightly higher than t
he normal operating temperature, CRUISE indicator may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE indicator will
stop blinking and the cruise operation will be able to work by pressing SET/ − switch or RES/+ switch.
• Malfunction for some self-diagnoses regarding AS CD control: SET indicator will blink quickly.
• Speed limiter MAIN switch is pressed.(Set speed is cleared.)
• ASCD MAIN switch is pressed.(Set speed is cleared.)
COAST OPERATION
When the COAST/SET switch is pressed during the cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
When the ACCEL/RES switch is pressed after cancel operation other than pressing MAIN switch is performed,
vehicle speed will return to last set speed. To resume vehicle set speed, vehicle condition must meet following
conditions.
• Brake pedal is released
• Clutch pedal is released (M/T models)
• Selector lever is in other than P and N positions (CVT models)
• Vehicle speed is greater than 38 km/h (24 MPH) and less than 144 km/h (90 MPH)
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EC-50
< SYSTEM DESCRIPTION >[HR16DE]
DIAGNOSIS SYSTEM (ECM)
DIAGNOSIS SYSTEM (ECM)
DIAGNOSIS DESCRIPTION
DIAGNOSIS DESCRIPTION : 1st Trip Detect
ion Logic and Two Trip Detection Logic
INFOID:0000000012431333
When a malfunction is detected for the first time, 1st tr ip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MIL will not illuminate at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MIL illuminates. The MIL illuminates at the same time when the DTC is stored.
<2nd trip> The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is per-
formed during vehicle operation. Specific on board diagnos tic items will cause the ECM to illuminate or blink
the MIL, and store DTC and Freeze Frame data, even in the 1st trip, as shown below.
× : Applicable —: Not applicable
DIAGNOSIS DESCRIPTION : DT C and Freeze Frame DataINFOID:0000000012431334
DTC AND 1ST TRIP DTC
The 1st trip DTC (whose number is the same as the DT C number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previously , and the 1st trip DTC did not recur, the 1st trip DTC
will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is saved in the ECM memory. The MIL will not
light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are saved in the ECM memory and the MIL lights up. In other words,
the DTC is stored in the ECM memory and the MIL light s up when the same malfunction occurs in two consec-
utive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd
trips, only the 1st trip DTC will continue to be stored. Fo r malfunctions that blink or light up the MIL during the
1st trip, the DTC and 1st trip DTC are stored in the ECM memory.
For malfunctions in which 1st trip DTCs are displayed, refer to EC-87, "
DTCIndex". These items are required
by legal regulations to continuously monitor the system/component. In addition, the items monitored non-con-
tinuously are also displayed on CONSULT.
1st trip DTC is specified in Service $07 of SAE J1979/ ISO 15031-5. 1st trip DTC detection occurs without illu-
minating the MIL and therefore does not warn the driver of a malfunction.
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step 2, refer to EC-120, "
Work Flow". Then perform DTC Confirma-
tion Procedure or Component Function Check to try to duplicate the malfunction. If the malfunction is dupli-
cated, the item requires repair.
FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA
The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
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.
Items MIL
DTC1st trip DTC
1st trip 2nd trip
1st trip
displaying 2nd trip
displaying 1st trip
displaying 2nd trip
displaying
Blinking Illuminated Blinking Illuminated
Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0308
is being detected ×
——— — — ×—
Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0308
is being detected ——
×—— ×——
One trip detection diagnoses (Re-
fer to EC-87, "
DTCIndex".) —
×—— ×———
Except above — — —×— ×× —
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DIAGNOSIS SYSTEM (ECM)EC-53
< SYSTEM DESCRIPTION > [HR16DE]
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Driving Pattern C
Refer to
EC-54, "DIAGNOSIS DESCRIPTION : Driving Pattern".
Example:
If the stored freeze frame data is as per the following:
Engine speed: 850 rpm, Calculated load val ue: 30%, Engine coolant temperature: 80°C (176°F)
To be satisfied with driving pattern C, the v ehicle should run under the following conditions:
Engine speed: 475 – 1,225 rpm, Calculated load value: 27 – 33%, Engine coolant temperature: more than
70° C (158° F)
Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns Except For “Misfire Quality Deterioration>”, “Fuel Injection System”
JMBIA1418GB
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EC-54
< SYSTEM DESCRIPTION >[HR16DE]
DIAGNOSIS SYSTEM (ECM)
Explanation for Driving Patterns Except for “Misfire
”, “Fuel Injection
System”
Driving Pattern A
Refer to EC-54, "DIAGNOSIS DESCRIPTION : Driving Pattern".
Driving Pattern B
Refer to EC-54, "DIAGNOSIS DESCRIPTION : Driving Pattern".
DIAGNOSIS DESCRIPTION : Driving PatternINFOID:0000000012431336
CAUTION:
Always drive at a safe speed.
DRIVING PATTERN A
Driving pattern A means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature rises by 20 °C (36° F) or more after starting the engine.
• Engine coolant temperature reaches 70 °C (158° F) or more.
• The ignition switch is turned from ON to OFF.
NOTE:
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern A.
• When the above conditions are satisfied without detecting t he same malfunction, reset the counter of driving
pattern A.
DRIVING PATTERN B
Driving pattern B means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature reaches 70 °C (158° F) or more.
• Vehicle speed of 70 – 120 km/h (44 – 75 MPH) is maintained for 60 seconds or more under the control of closed loop.
• Vehicle speed of 30 – 60 km/h (19 – 37 MPH) is maintained for 10 seconds or more under the control of closed loop.
• Under the closed loop control condition, the following st ate reaches 12 seconds or more in total: Vehicle
speed of 4 km/h (2 MPH) or less with idling condition.
• The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
• A lapse of 22 minutes or more after engine start.
NOTE:
• Drive the vehicle at a constant velocity.
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern
B.
• When the above conditions are satisfied without detecting t he same malfunction, reset the counter of driving
pattern B.
DRIVING PATTERN C
Driving pattern C means operating vehicle as per the following:
The following conditions should be satisfied at the same time:
Engine speed: (Engine speed in the freeze frame data) ±375 rpm
*1: When the same malfunction is de-
tected in two consecutive trips, MIL
will light up. *2: MIL will turn OFF after vehicle is driv-
en 3 times (pattern B) without any
malfunctions. *3: When the same malfunction is de-
tected in two consecutive trips, the
DTC and the freeze frame data will be
stored in ECM.
*4: The DTC and the freeze frame data will not be displayed any longer after
vehicle is driven 40 times (pattern A)
without the same malfunction.
(The DTC and the freeze frame data
still remain in ECM.) *5: When a malfunction is detected for
the first time, the 1st trip DTC and the
1st trip freeze frame data will be
stored in ECM. *6: 1st trip DTC will be cleared after vehi-
cle is driven once (pattern B) without
the same malfunction.
*7: When the same malfunction is de- tected in the 2nd trip, the 1st trip
freeze frame data will be cleared.
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