Руководство по эксплуатации qr20de

C TRANSMISSION/TRANSAXLE

SECTION AT

AUTOMATIC TRANSAXLE

CONTENTS

INDEX FOR DTC

NOTE:

If DTC “U1000” is displayed with other DTC, first perform the trouble diagnosis for “DTC U1000 CAN COMMUNICATION LINE”. Refer to AT-92 .

*1: These numbers are prescribed by SAE J2012.

*2: When the fail-safe operation occurs, the MIL illuminates.

*3: The MIL illuminates when both the “Revolution sensor signal” and the “Vehicle speed sensor signal” meet the fail-safe condition at the same time.

●To avoid rendering the SRS inoperative, which could increase the risk of personal injury or death in the event of a collision which would result in air bag inflation, all maintenance must be per-

formed by an authorized NISSAN/INFINITI dealer.

●Improper maintenance, including incorrect removal and installation of the SRS, can lead to personal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air

Bag Module, see the SRS section.

●Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or

harness connectors.

Precautions for On Board Diagnostic (OBD) System of A/T and Engine ACS007QK

The ECM has an on board diagnostic system. It will light up the malfunction indicator lamp (MIL) to warn the driver of a malfunction causing emission deterioration.

CAUTION:

● Be sure to turn the ignition switch OFF and disconnect battery negative cable from battery negative terminal before any repair or inspection work. The open/short circuit of related switches, sensors, solenoid valves, etc. will cause the MIL to light up.

● Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will cause the MIL to light up due to an open circuit. (Be sure the connectors are free from water, grease, dirt, bent terminals, etc.)

● Be sure to route and secure the harnesses properly after work. Interference of the harness with a bracket, etc. may cause the MIL to light up due to a short circuit.

● Be sure to connect the rubber tubes properly after work. A misconnected or disconnected rubber tube may cause the MIL to light up due to a malfunction of the EGR system or fuel injection system, etc.

Precautions

●Before connecting or disconnecting the TCM harness connector, turn ignition switch OFF and disconnect battery negative cable from battery negative terminal. Failure to do so may damage the TCM. Because battery voltage is applied to TCM even if ignition switch is turned off.

●When connecting or disconnecting pin connectors into or from TCM, take care not to damage pin terminals (bend or break).

Make sure that there are not any bends or breaks on TCM pin terminal, when connecting pin connectors.

●Before replacing TCM, perform TCM input/output signal inspection and make sure whether TCM functions properly or not. Refer to AT-76, «TCM Terminals and Reference Value» .

●After performing each TROUBLE DIAGNOSIS, perform “DTC (Diagnostic Trouble Code) Confirmation Procedure”. The DTC should not be displayed in the “DTC Confirmation Procedure” if the repair is completed.

●Before proceeding with disassembly, thoroughly clean the outside of the transaxle. It is important to prevent the internal parts from becoming contaminated by dirt or other foreign matter.

●Disassembly should be done in a clean work area.

●Use lint-free cloth or towels for wiping parts clean. Common shop rags can leave fibers that could interfere with the operation

●Place disassembled parts in order for easier and proper assembly.

●All parts should be carefully cleaned with a general purpose, non-flammable solvent before inspection or reassembly.

●Gaskets, seals and O-rings should be replaced any time the A/T is disassembled.

●It is very important to perform functional tests whenever they are indicated.

●The valve body contains precision parts and requires extreme care when parts are removed and serviced. Place disassembled valve body parts in order for easier and proper assembly. Care will also prevent springs and small parts from becoming scattered or lost.

●Properly installed valves, sleeves, plugs, etc. will slide along bores in valve body under their own weight.

●Before assembly, apply a coat of recommended ATF to all parts. Apply petroleum jelly to protect O-rings and seals, or hold bearings and washers in place during assembly. Do not use grease.

●Extreme care should be taken to avoid damage to O-rings, seals and gaskets when assembling.

●Clean or replace ATF cooler if excessive foreign material is found in oil pan or clogging strainer. Refer to AT-9, «ATF COOLER SERVICE» .

●After overhaul, refill the A/T with new ATF.

●When the A/T drain plug is removed, only some of the fluid is drained. Old A/T fluid will remain in torque converter and ATF cooling system.

Always follow the procedures under “Changing A/T Fluid” in the AT section when changing A/T fluid. Refer to “Changing A/T Fluid”,AT-16, «A/T FLUID» .

The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.

Tool number

(Kent-Moore No.) Description Tool name

1.ST25051001 (J-34301)

Oil pressure gauge

2.ST25052000 (J-34301) Hose

3.ST25053000 (J-25695-3) Joint pipe

1.GG91030000 (J-25765-A) Torque wrench

2.HT62940000 ( — )

Socket adapter

NT115

4.Drive vehicle for approximately 5 minutes in urban areas.

5.Recheck A/T fluid level at A/T fluid temperatures of 50 to 80° C (122 to 176° F) using “HOT” range on A/T fluid level gauge.

CAUTION:

●When wiping away the A/T fluid level gauge, always use lint-free paper, not a cloth one.

●Firmly fix the A/T fluid level gauge to the A/T fluid charging pipe using a stopper attached.

6.Check A/T fluid condition.

●If ATF is very dark or smells burned, checking operation of A/ T. Flush cooling system after repair of A/T.

●If ATF contains frictional material (clutches, bands, etc.), replace radiator and flush cooler line using cleaning solvent and compressed air after repair of A/T. Refer to CO-11, «RADIATOR» , CO-14, «RADIATOR (ALUMINUM TYPE)» .

7.Install the removed A/T fluid level gauge in the A/T fluid charging pipe.

CAUTION:

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Firmly fix the A/T fluid level gauge to the A/T fluid charging pipe using a stopper attached.

A/T FLUID

5.Insert the extension adapter hose of a can of Transmission Cooler Cleaner (Nissan P/N 999MP-AM006) into the cooler outlet hose.

CAUTION:

●Wear safety glasses and rubber gloves when spraying the Transmission Cooler Cleaner.

●Spray Transmission Cooler Cleaner only with adequate ventilation.

●Avoid contact with eyes and skin.

●Do not breath vapors or spray mist.

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6.Hold the hose and can as high as possible and spray Transmis-

sion Cooler Cleaner in a continuous stream into the cooler outlet hose until ATF flows out of the cooler inlet hose for 5 seconds.

7.Insert the tip of an air gun into the end of the cooler outlet hose.

8.Wrap a shop rag around the air gun tip and of the cooler outlet hose.

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9.Blow compressed air regulated to 5 — 9 kg/cm2 (70 — 130 psi) through the cooler outlet hose for 10 seconds to force out any remaining ATF.

10.Repeat steps 5 through 9 three additional times.

11.Position an oil pan under the banjo bolts that connect the A/T fluid cooler steel lines to the A/T.

12.Remove the banjo bolts.

13.Flush each steel line from the cooler side back toward the A/T by spraying Transmission Cooler Cleaner in a continuous stream for 5 seconds.

14.Blow compressed air regulated to 5 — 9 kg/cm2 (70 — 130 psi) through each steel line from the cooler side back toward the A/T for 10 seconds to force out any remaining ATF.

15.Ensure all debris is removed from the steel cooler lines.

16.Ensure all debris is removed from the banjo bolts and fittings.

17.Perform AT-18, «A/T FLUID COOLER DIAGNOSIS PROCEDURE» .

A/T FLUID COOLER DIAGNOSIS PROCEDURE

NOTE:

Insufficient cleaning of the cooler inlet hose exterior may lead to inaccurate debris identification.

1.Position an oil pan under the A/T inlet and outlet cooler hoses.

2.Clean the exterior and tip of the cooler inlet hose.

3.Insert the extension adapter hose of a can of Transmission Cooler Cleaner (Nissan P/N 999MP-AM006) into the cooler outlet hose.

CAUTION:

●Wear safety glasses and rubber gloves when spraying the Transmission Cooler Cleaner.

●Spray Transmission Cooler Cleaner only with adequate ventilation.

●Avoid contact with eyes and skin.

●Do not breath vapors or spray mist.

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A/T FLUID

4.Hold the hose and can as high as possible and spray Transmission Cooler Cleaner in a continuous

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A/T CONTROL SYSTEM

A/T CONTROL SYSTEM

Cross-sectional View

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A/T CONTROL SYSTEM

CLUTCH AND BAND CHART

●*1: Operates when OD OFF. (OD OFF indicator lamp is on.)

●*2: Oil pressure is applied to both 2nd “apply” side and 3rd “release” side of band servo piston. However, brake band does notcontract because oil pressure area on the “release” side is greater than that on the “apply” side.

●*3: Oil pressure is applied to 4th “apply” side in condition *2 above, and brake band contracts.

●*4: A/T will not shift to 4th when OD OFF. (OD OFF indicator lamp is on.)

●: Operates.

●A: Operates when throttle opening is less than 3/16, activating engine brake.

●B: Operates during “progressive” acceleration.

●C: Operates but does not affect power transmission.

●D: Operates when throttle opening is less than 3/16, but does not affect engine brake.

A/T CONTROL SYSTEM

●“N” position

Power from the input shaft is not transmitted to the output shaft because the clutches do not operate.

AT

D

E

F

G

H

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I

J

K

L

M

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●Forward clutch (Does not affect power transmission)

Engine brake

At D4 position, there is no one-way clutch in the power transaxle line and engine brake can be obtained when decelerating.

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A/T CONTROL SYSTEM

The function of the TCM is to:

●Receive input signals sent from various switches and sensors.

●Determine required line pressure, shifting point, lock-up operation, and engine brake operation.

●Send required output signals to the respective solenoids.

CONTROL SYSTEM OUTLINE

The automatic transmission senses vehicle operating conditions through various sensors or signals. It always controls the optimum shift position and reduces shifting and lock-up shocks.

CONTROL SYSTEM DIAGRAM

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SYSTEM DESCRIPTION

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 error detection ability. 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 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. For details, refer to LAN-21, «CAN Communication Unit» .

*1: Spare for vehicle speed sensor·A/T (revolution sensor) *2: Spare for accelerator pedal position signal

*3: If these input and output signals are different, the TCM triggers the fail-safe function.

*4: Used as a condition for starting self-diagnostics; if self-diagnostics are not started, it is judged that there is some kind of error. *5: Input by CAN communications.

*6: Output by CAN communications.

A/T CONTROL SYSTEM

●TCM has various line pressure control characteristics to match the driving conditions.

●An ON-OFF duty signal is sent to the line pressure solenoid valve based on TCM characteristics.

●Hydraulic pressure on the clutch and brake is electronically controlled through the line pressure solenoid valve to accommodate engine torque. This results in smooth shift operation.

NORMAL CONTROL

The characteristics of line pressure to throttle opening.

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BACK-UP CONTROL (ENGINE BRAKE)

If the selector lever is shifted to “2” position while driving in D4 , D3 great driving force is applied to the clutch inside the transaxle. Clutch operating pressure (line pressure) must be increased to deal with this driving force.

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DURING SHIFT CHANGE

The line pressure is temporarily reduced corresponding to a change in engine torque when shifting gears (that is, when the shift solenoid valve is switched for clutch operation) to reduce shifting shock.

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A/T CONTROL SYSTEM

AT LOW FLUID TEMPERATURE

●A/T fluid viscosity and frictional characteristics of the clutch facing change with A/T fluid temperature. A Clutch engaging or band-contacting pressure is compensated for, according to A/T fluid temperature, to stabilize shifting quality.

●The line pressure is reduced below 60° C (140° F) to prevent shifting shock due to low viscosity of A/T fluid when temperature is low.

●Line pressure is increased to a maximum irrespective of the

throttle opening when A/T fluid temperature drops to − 10° C (14° F). This pressure rise is adopted to prevent a delay in clutch and brake operation due to extreme drop of A/T fluid viscosity at low temperature.

The shift is regulated entirely by electronic control to accommodate vehicle speed and varying engine operations. This is accomplished by electrical signals transmitted by the revolution sensor and the ECM (accelerator pedal position sensor). This results in improved acceleration performance and fuel economy.

CONTROL OF SHIFT SOLENOID VALVES A AND B

The TCM activates shift solenoid valves A and B according to signals from the accelerator pedal position sensor and revolution sensor to select the optimum gear position on the basis of the shift schedule memorized in the TCM.

The shift solenoid valve performs simple ON-OFF operation. When set to “ON”, the drain circuit closes and pilot pressure is applied to the shift valve.

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RELATION BETWEEN SHIFT SOLENOID VALVES A AND B AND GEAR POSITIONS

A/T CONTROL SYSTEM

CONTROL OF SHIFT VALVES A AND B

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Pilot pressure generated by the operation of shift solenoid valves A and B is applied to the end face of shift valves A and B.

The figure above shows the operation of shift valve B. When the shift solenoid valve is “ON”, pilot pressure applied to the end face of the shift valve overcomes spring force, moving the valve upward.

The torque converter clutch piston in the torque converter is locked to eliminate torque converter slip to increase power transmission efficiency. The solenoid valve is controlled by an ON-OFF duty signal sent from the TCM. The signal is converted to an oil pressure signal which controls the torque converter clutch piston.

CONDITIONS FOR LOCK-UP OPERATION

When vehicle is driven in 3rd and 4th gear positions, vehicle speed and throttle opening are detected. If the detected values fall within the lock-up zone memorized in the TCM, lock-up is performed.

TORQUE CONVERTER CLUTCH SOLENOID VALVE CONTROL

Lock-up Control System Diagram

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Lock-up Released

●In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by draining the torque converter clutch piston applying pressure and the torque converter clutch piston release pressure is generated.

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 generating the torque converter clutch piston applying pressure and the torque converter clutch piston release AT pressure is drained.

In this way, the torque converter clutch piston is pressed and coupled.

SMOOTH LOCK-UP CONTROL

When shifting from the lock-up released state to the lock-up applied state, the current output to the torque converter clutch solenoid is controlled with the TCM. In this way, when shifting to the lock-up applied state, the torque converter clutch is temporarily set to the half-clutched state to reduce the shock.

Half-clutched State

●The current output from the TCM to the torque converter clutch solenoid is varied to steadily increase the

torque converter clutch solenoid pressure.

In this way, the lock-up applying pressure gradually rises and while the torque converter clutch piston is put into half-clutched status, the torque converter clutch piston applying pressure is increased and the coupling is completed smoothly.

Forward one-way clutch is used to reduce shifting shocks in downshifting operations. This clutch transmits engine torque to the wheels. However, drive force from the wheels is not transmitted to the engine because the one-way clutch rotates idle. This means the engine brake is not effective.

The overrun clutch operates when the engine brake is needed.

OVERRUN CLUTCH OPERATING CONDITIONS

A/T CONTROL SYSTEM

OVERRUN CLUTCH SOLENOID VALVE CONTROL

The overrun clutch solenoid valve is operated by an ON-OFF signal transmitted by the TCM to provide overrun clutch control (engine brake control).

When this solenoid valve is “ON”, the pilot pressure drain port closes. When it is “OFF”, the drain port opens.

During the solenoid valve “ON” pilot pressure is applied to the end face of the overrun clutch control valve.

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OVERRUN CLUTCH CONTROL VALVE OPERATION

When the solenoid valve is “ON”, pilot pressure is applied to the overrun clutch control valve. This pushes up the overrun clutch control valve. The line pressure is then shut off so that the clutch does not engage.

When the solenoid valve is “OFF”, pilot pressure is not generated. At this point, the overrun clutch control valve moves downward by spring force. As a result, overrun clutch operation pressure is provided by the overrun clutch reducing valve. This causes the overrun clutch to engage.

In the “2” and “1” positions, the overrun clutch control valve remains pushed down so that the overrun clutch is engaged at all times.

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