2016 NISSAN NOTE sensor

COMPONENT PARTSEC-25
< SYSTEM DESCRIPTION > [HR16DE]
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*: These data are reference values and are measured between ECM terminals.
Intake Valve Timing Control Solenoid ValveINFOID:0000000012431293
Intake valve timing control solenoid valve is activated by ON/OFF
pulse duty (ratio) signals from the ECM.
The intake valve timing control solenoid valve changes the oil
amount and direction of flow through intake valve timing control unit
or stops oil flow.
The longer pulse width advances valve angle.
The shorter pulse width retards valve angle.
When ON and OFF pulse widths become equal, the solenoid valve
stops oil pressure flow to fix the intake valve angle at the control
position.
Knock SensorINFOID:0000000012431294
The knock sensor is attached to t
he cylinder block. It senses engine
knocking using a piezoelectric el ement. A knocking vibration from
the cylinder block is sensed as vibrational pressure. This pressure is
converted into a voltage signal and sent to the ECM.
Battery Current Sensor (With Battery Temperature Sensor)INFOID:0000000012431295
OUTLINE
The power generation voltage variable control enables fuel con-
sumption to be decreased by reducing the engine load which is
caused by the power generation of the generator.
Based on sensor signals, ECM judges whether or not the power
generation voltage variable contro l is performed. When performing
the power generation voltage variable control, ECM calculates the
target power generation voltage based on the sensor signal. And
ECM sends the calculated value as the power generation command
value to IPDM E/R. For the details of the power generation voltage
variable control, refer to CHG-8, "
System Description".
CAUTION:
Never connect the electrical co mponent or the ground wire
directly to the battery terminal. The connection cau ses the malfunction of the power generation volt-
age variable control, and then the battery discharge may occur.
BATTERY CURRENT SENSOR
The battery current sensor is installed to the battery negative cable. The sensor measures the charging/dis-
charging current of the battery.
Intake air temperature [ °C ( °F)] Voltage* (V) Resistance (k Ω)
25 (77) 3.31.800 - 2.200
80 (176) 1.20.283 - 0.359
SEF012P
PBIB1842E
JSBIA0284ZZ
JPBIA3262ZZ
Revision: August 2015 2016 Versa Note

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EC-26
< SYSTEM DESCRIPTION >[HR16DE]
COMPONENT PARTS
BATTERY TEMPERATURE SENSOR
Battery temperature sensor is int
egrated in battery current sensor.
The sensor measures temperature around the battery.
The electrical resistance of the t hermistor decreases as temperature
increases.

*: These data are reference values and are measured between battery temperature
sensor signal terminal and sensor ground.
Malfunction Indicator Lamp (MIL)INFOID:0000000012431296
The MIL is located on the combination meter.
The MIL will illuminate when the ignition switch is turned ON without
the engine running. This is a bulb check.
When the engine is started, the MIL should turn OFF. If MIL remains
ON or continues blinking, the on board diagnostic system detects a
DTC(s) that affects exhaust gas.
For details, refer to EC-57, "
DIAGNOSIS DESCRIPTION : Malfunc-
tion Indicator Lamp (MIL)".
Mass Air Flow SensorINFOID:0000000012431297
The mass air flow sensor (1) is placed in the stream of intake air. It
measures the intake flow rate by measuring a part of the entire
intake flow. The mass air flow sensor controls the temperature of the
hot wire to a certain amount. The heat generated by the hot wire is
reduced as the intake air flows around it. The more air, the greater
the heat loss.
Therefore, the electric current supplied to hot wire is changed to
maintain the temperature of the hot wire as air flow increases. The
ECM detects the air flow by means of this current change.
Oil Pressure Warning LampINFOID:0000000012431298
Oil pressure warning lamp is located on the combination meter.
It indicates the low pressure of the engine oil and the malfunction of
the engine oil pressure system.
Combination meter turns the oil pressure warning lamp ON/OFF
according to the oil pressure warning lamp signal received from
ECM via CAN communication.
For details, refer to EC-43, "
ENGINE PROTECTION CONTROL AT
LOW ENGINE OIL PRESSURE : System Description".
Temperature [°C ( °F)]
Vo l ta g e* (V) Resistance (k
Ω)
25 (77) 3.3331.9 - 2.1
90 (194) 0.9690.222 - 0.258
SEF012P
SAT652J
PBIA9559J
PBIA8559J
Revision: August 2015 2016 Versa Note

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COMPONENT PARTSEC-27
< SYSTEM DESCRIPTION > [HR16DE]
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Refrigerant Pressure SensorINFOID:0000000012431299
The refrigerant pressure sensor is installed at the c
ondenser of the air conditioner system. The sensor uses an
electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent
to ECM, and ECM controls cooling fan system.
Stop Lamp Switch & ASCD Brake SwitchINFOID:0000000012431300
Stop lamp switch and ASCD brake switch are installed to brake pedal bracket.
ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).
Throttle Control MotorINFOID:0000000012431301
The throttle control motor is operated by the ECM and it opens and closes the throttle valve.
The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feed-
back to the ECM to control the throttle valve in response to driving conditions via the throttle control motor.
Throttle Control Motor RelayINFOID:0000000012431302
Power supply for the throttle control motor is provided to the ECM via throttle control motor relay. The throttle
control motor relay is ON/OFF controlled by the ECM. When the ignition switch is turned ON, the ECM sends
an ON signal to throttle control motor relay and batte ry voltage is provided to the ECM. When the ignition
switch is turned OFF, the ECM sends an OFF signal to throttle control motor relay and battery voltage is not
provided to the ECM.
Throttle Position SensorINFOID:0000000012431303
Electric throttle control actuator consists of throttle control motor,
throttle position sensor, etc. The throttle position sensor responds to
the throttle valve movement.
The throttle position sensor has two sensors. These sensors are a
kind of potentiometer which transform the throttle valve position into
output voltage, and emit the voltage signals to the ECM. The ECM
judges the current opening angle of the throttle valve from these sig-
nals and controls the throttle valve in response to driving conditions
via the throttle control motor.
ASCD Steering SwitchINFOID:0000000012431304
ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation
of switch, and determines which button is operated.
PBIB2657E
Brake pedal ASCD brake switch Stop lamp switch
Released ONOFF
Depressed OFFON
PBIB0145E
Revision: August 2015 2016 Versa Note

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SYSTEMEC-33
< SYSTEM DESCRIPTION > [HR16DE]
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*1: M/T models
*2: CVT models
*3: This sensor is not used to contro
l the engine system under normal conditions.
*4: ECM determines the start signal status by the signals of engine speed and battery voltage.
*5: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
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). T he 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 and intake air) from the crankshaft position sensor, camshaft position sen-
sor and the mass air flow 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 functionActuator
Crankshaft position sensor (POS) Engine speed
*4
Piston position
Fuel injection & mixture
ratio controlFuel injector
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Intake air temperature sensor Intake air temperature
Engine coolant temperature sensor Engine coolant temperature
Air fuel ratio (A/F) sensor 1 Density of oxygen in exhaust gas
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Park/neutral position (PNP) switch
*1
PNP signal
Transmission range switch*2
Battery Battery voltage*4
Knock sensor Engine knocking condition
Heated oxygen sensor 2
*3Density of oxygen in exhaust gas
EPS control unit EPS operation signal
*5
Combination meter
Vehicle speed*5
BCMA/C ON signal*5
Blower fan signal*5
Revision: August 2015
2016 Versa Note

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EC-34
< SYSTEM DESCRIPTION >[HR16DE]
SYSTEM
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback sys
tem provides the best air-fuel mixture ra tio for drivability 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-19, "
Air Fuel Ratio 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 th ree 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 heated 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 t he mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM c ontrols the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mi xture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass ai r 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 co mpared 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.
“Long-term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation
of the “short-term fuel trim” from the central value. Such deviation will occur due to individual engine differ-
ences, wear over time and changes in the usage environment.
PBIB2793E
Revision: August 2015 2016 Versa Note

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EC-36
< SYSTEM DESCRIPTION >[HR16DE]
SYSTEM
*1: M/T models
*2: CVT models
*3: ECM determines the start signal status
by the signals of engine speed and battery voltage.
*4: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
Firing order: 1 - 3 - 4 - 2
The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM.
The ECM receives information such as the injection pulse width and camshaft position sensor signal. Comput-
ing this information, ignition signals are transmitted to the power transistor.
During the following conditions, the ignition timing is re vised by the ECM according to the other data stored in
the ECM.
• At starting
• During warm-up
• At idle
• At low battery voltage
• During acceleration
The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed
within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not
operate under normal driving conditions. If engine knocking occurs, the \
knock sensor monitors the condition.
The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition.
AIR CONDITIONING CUT CONTROL
SensorInput signal to ECM ECM function Actuator
Crankshaft position sensor (POS) Engine speed
*3
Piston position
Ignition timing control Ignition coil (with power transistor)
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Park/neutral position (PNP) switch
*1
PNP signal
Transmission range switch*2
Battery Battery voltage*3
Knock sensorEngine knocking
Combination meter Vehicle speed
*4
Revision: August 2015 2016 Versa Note

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SYSTEMEC-37
< SYSTEM DESCRIPTION > [HR16DE]
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AIR CONDITIONING CUT CONTROL : System DiagramINFOID:0000000012431313
AIR CONDITIONING CUT CONTROL : System DescriptionINFOID:0000000012431314
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.
SYSTEM DESCRIPTION
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.
• When the accelerator pedal is fully depressed.
• When cranking the engine.
• At high engine speeds.
• When the engine coolant temperature becomes excessively high.
• When operating power steering during low engine speed or low vehicle speed.
• When engine speed is excessively low.
• When refrigerant pressure is excessively low or high.
JSBIA0320GB
Sensor Input signal to ECM ECM functionActuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed
*1
Piston position
A/C compressor request
signalIPDM E/R
↓
Air conditioner relay
↓
Compressor
Engine coolant temperature sensor Engine coolant temperature
Accelerator pedal position sensor Accelerator pedal position
Battery
Battery voltage
*1
Refrigerant pressure sensor Refrigerant pressure
EPS control unit EPS operation signal
*2
Combination meterVehicle speed signal*2
BCMA/C ON signal*2
Blower fan signal*2
Revision: August 2015
2016 Versa Note

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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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