ECO DATSUN PICK-UP 1977 Manual PDF

space
from
the
throttle

pressure
16

to

the
drain

17
decreases

and
the

space
from
the
line

pressure
7
to

Ihe

throttle

pressure
16
increases

Consequently
the
throttle

pressure

16
increases

and
the

valve
is

bal

anced

Contrarily
when
the

engine

torque
lowers
and
the

negative
pr

sure
in

the
intake
line

lowers

tending

toward
vacuum
the
force
of
the

rod

depressing
the
valve
decreases

and
the

throttle

pressure
16
also
decreases

When

pressure
regulated

by
the
throt

tle

back
p
valve
described
in
the

subsequent
paragraph
is
led
to
circuit

17
a

high
pressure
is

applied
through

the

space
from

the
circuit
17
to
the

throttle

pressure

16
Consequently

the
VTV
is
unbalanced
the

throttle

pressure
16
becomes

equal
to
the

back

up
pressure
17
and
the

valve
is

locked

upward

I

16

III
AT100

Fig
AT
15

Vacuum

throttle
valIN

Throttle

back

up
valve

TBY

Usually
this

valve
is

depressed

downward

by
the

spring
force

and

circuit

17
is

drained

upward

As

soon
as
the
lever
is

shifted
either

to
2

or
I

range
line

pressure
is

led
from

circuit
4

the
line

pressure
is

applied
to
the
area
difference

of
the

valve
the

valve
is
forced

upward
the

space
from

circuit
4
to
circuit

17
is

closed

and
with
the

space
from
circuit
Automatic
Transmission

17
to
Ihe

upper
drain
about
to

open

the
back

up
pressure
17
which
is

lower
than
the

line

pressure
4

by
the

pressure
loss
due
to
the

space
from

circuit
4
to

circuit

17
is
balanced

with

the

spring
force

Further
when

gear
is

shifted
from

2nd

to
Low

at
the

range
I
line

pressure
is

led
from
circuit

12
and

the
line

pressure
is

applied

pward
to

the
bottom
of
the

valve

through
the

valve
hole

Consequently
the
valve
is

forced

upward
and
locked
As
a

result
the

space
from
the
line

pressure

4
to

the
back

up
pressure
17
is

closed

completely
and
the
back

up

pressure
17
is

drained

upward

AT101

Fig
AT

16
Throttle
back

up
lJ
Jlve

Solenoid

downshift
valve

SDY

This
valve

is
a
transfer
valve
which

leads
the
line

pressure
7

to
13

and

transmits
the
same
to
the
FSV
and

SSV
when
a
kickdown

signal
is
re

ceived
from

the
downshift
solenoid

Usually
the
solenoid

push
rod
and

valve
are
locked

upward
by
the

spring

in
the
lower
end
and
the
circuit
from

line

pressure
4
to
line

pressure
13
is

opened

When
kickdown
is

performed
the

push
rod

operates
Ihe
valve
is
de

pressed
downward
and
the

circuit

from
line

pressure
7
to

line

pressure

13

opens
Line

pressure
13

opposes

the

governor
pressure
15
at

Ihe
SSV

and
FSV
thus

accomplishing
the

downshift

operation

AT
10
r

AT102

Fig
AT
17

Solenoid

dow
hift
valve

Second

lock

valve
SLY

This
valve
is
a
transfer

valve
which

assists
the
shift

valve
in

determining

the
fixed

2nd

speed
at

the
2

range

In

the
D

range
the

sum
of
the

spring
force

and
line

pressure
3

APplied

upward
xce
ds
the

linepres

sure
2
which
is

applied
to

the
valve

area
difference

as
a
downward
force

As
a
result

the
valve
is

locked

upward

and
the
circuit
from
line

pressure
8

to
line

pressure
9
is

opened

Consequently
the
FSV

becomes

the
2nd

speed
condition
and
line

pressure
is

led
to

the
band

servo

engaging
circuit
9

only
when
line

pressure

1
is
released

to
line

pressure

8

In
the
2

range
the

upward
force

is

retained

only
on
the

spring
and
the

downward
line

pressure
2

exceeds

the

upward
force

As
a
result
Ihe
valve
is

locked

downward
line

pressure
2
is

released

to

9

regardless
of
the

operating

condition
of
the
FSV
and
the

band

servo

is

engaged

J

2

8

ATl03

3

Fig
AT
18
Second
lock
lJ
Jlve

Automatic
Transmission

d

n
ern

I

lLU
I
J

A1
094

1

Pressure

regulating
valve
PRV

2
Manual

val
MNV

31st
2nd
shift

val
fSV

4

2nd
3rd
shift

val
SSV

5

Pressure
modifier
valve
PMV
6
Vacuum
throttle
valve
VfV

7

Throttle
back

up
valve
TBV

8
Solenoid
down

shift
valve
SDV

9
Second
lock
valve
SL
V

10
2
3

timing
val
TMV

Fig
AT
20
Controloolve

AT
12

Automatic
Transmission

P

RANGE
PARK

The

operation
of
clutches
and

band

are
functionally
the
same
as
in

Neu

tral

In

parking
however
when
the

parking
pawl
meshes
in

a

gear
which
is

splined
to

the

output
shaft
the

output

shaft
is

mechanically
locked
from

rotating
Free
Lock

AT086

Fig
AT

24

Parlling
mechanum

The
oil

discharged
from
the
oil

Low
Band
ervo
On

pump
is

fed
to
each

part
in
a

similar
Gw
Clutch

Parkin

Range

atia
Il

Yer5e

r

pawl

manner
to
that
of
the
N

range
The
Fron
Rear
brakt

Operation
Release
clutch

oil

having
the
line

pressure
7
which

Park
on

has
been
introduced
into

the
manual

valve

Il
reaches
the
I

st
2nd
shift
Re
er
2
132
on
on
on

valve

CID
through
the
line

pressure

circuit

5
As
the
1st
2nd
shift
Neutral

valve
s
force
to
th

right
hand
ide
PI
L
w
2
3
on

by
the

spring
the
line

pressure
5
and

Drive
P2
Second
14S3
on
on

12
actuates
the
low
and
reverse

brake

through
the
groove
Also
Ihe
03

Top
1
000
on
on

parking
pawl
engages
with
the
outer

2
Second
1
458

teeth
of
the
oil
distributor

by
means

of
the

manual
lever
mechanically
12
Second
1458
on
on

locking
the

output
shaft

II
Low
2
453
on

AT
14

R
RANGE
REVERSE

In
R

range
the

front
clutch
and

the
low
and
reverse
brake
are

applied

The

power
flow
is

through
the

input

shaft
front
clutch
and

connecting

shell
to
the

sun

gear
Clockwise
rota

tion
of
the
sun

gear
causes
counter

clockwise
rotation
of
the

rear

planeta

ry
gears
With
the

connecting
drum

held

stationary
by
the
low
and

reverse

brake
the
rear

planetary
gears
rotate

the
rear
internal

gear
and
drive
the

flange
counterclockwise
The

rear

drive

flange
splined
to
the

output
shaft

rotates
the

output
shaft
counterclock

wise
at
a

reduced

speed
with
an

increase
in

torque
for
reverse

gear
Automatic
Transmission

R

Fig
AT

26
Power

tranamis
ion

during
R

range

m
i

1

A
TOBS

Fig
A
T
21

Optrationof
each
mechanism

during
R

range

When
the
manual
valve

V
is

posi

Clutch
Low

Band
servo
One

tioned
at

R

range
the
oil

having
the
Gear

Partina

Ranae
re
ne

way

line

pressure
7
is

directed
to
line
ralio

Front
Rear

brake
Openlion
Relulie

clutch
plwl

pressure
circuits
5

and
6
The

pressure
in
the
circuit
5
actuates
the
Park
on
on

low
and
reverse

brake
after

being
Ruene
2
182
on
on
on

introduced

into
line

pressure
circuit

Neutral

12

through
the
I

st
2nd
shift
valve

ID
The

pressure
in

the
circuit

op
DI
Low
2
458
on
on

erates
the
release
side
of
the
band

servo
and
the
front
c1u
tch
after

being
Driowe
D2
Second
1
458
on
on

led
to
line

pressure
circuit
0
D3

Top
1
000
on
on
on

through
the
2nd
3rd
shift
valve

@

2
Second
1
458

The
throttle

pressure
I
6
and
the
line
on
on

pressure
6
which

vary
with
the

12
Second
S8
on
on

degree
of
accelerator

pedal
depression

II
Low
2
458

both
act
the

pressure
regulator
on

on

on

valve

CD
and

press

against
its
valve

CD

increasing
line

pressure
7
In
Rn

range
the

governor

pressure
is
absent

making
all

such
valves
as
the
1st
2nd

shift
valve

ID
lnd
3rd
shift

valvc

@
and

pressurc
modifier
valve

inoperative

AT16

N
RANGE

NEUTRAL

In

N

range
none
of

the
clutches

and
band
are

applied
thus
no

power
is

transmitted
to

the

output
shaft

The

pressure
of
oil

discharged
from

the
oil

pump
is

regulated
by
the

pressure
regulator
valve

Dto
maintain

the
line

pressure
7

and
the
oil
is

led

to
the
manual
valve

@
vacuum
throt

tie
valve

@
and
solenoid
down
shift

valve

@
The
oil
is
further
introduced

into

the

torque
converter
at
its

op

erating

pressure
14
and
a

portion
of

this
oil

is
distributed
to
each

part
as

the
front
lubricant
The
oil
which
has

been

discharged
from
the

torque
con

verter
is

also
distributed
to
eacn

part

as
the

rear
lubricant

As
the
oil

pump
rotates
at
the
same

speed
as
the

engine
the
oil

pump

discharge
increases
with

engine

speed

But
the

surplus
oil
is
returned
to
the

oil

pan
by
the

pressure
regula
tor
valve

D
Automatic
Transmission

Geu
Clutch
Low
4

Band
crvo
One

Pultin

R

atio
WI

pawl

Front
Rear

brake
Operation
Release

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

Dt
Low
2
458
on

on

Drive
D2
Second
1
458
on
on

m

Top
1
000
on
on

on
on

2
Second
1
458
on

on

12
Sec
ond
1
458
on
on

II
Low
2
458
on
on

AT
la

Automatic
Transmission

P

range
Park

Front

Cluteh
1
1

Brllk

ar

Bond

Torqu
Con

u

o

ID
VK

Th
o

I

V
II
IftY

all
Coo

II

I

Front

Lubrk
It
n

Orltlc

Check

V
A

L
b
k

tlon

1

e

O
ln

I

ThrOttle

D
ln

V

21

j
r

tUI
lor
V
h

@

V
hI

N01
M
rked
X
r
D
ln
5

I

I

I
X

Line
pr

Go
nor
t
d
pr

L
J

Q
RO
p

c
J

Torq
co
p
f

Th
ottl

p
Iecond
y

Ocw
no
V

Gover
V

Fig
A
T
25
Oil

pressure
circuit

diagram
P

range
Park

AT

IS

Automatic
Transmission

R
RANGE
REVERSE

R

In
R

range
the

front
dutch
and

the
low
and

reverse
brake
are

applied

The

power
flow
is

through
the

input

shaft
front
clutch
and

connecting

shell
to

the
sun

gear
Clockwise
rota

tion

of
the

sun

gear
causes
counter

clockwise
rotation
of
the
rear

planeta

ry

gears
With
the

connecting
drum

held

Slationary
by
the
low
and
reverse

brake
the
rear

planetary
gears
rotate

the
rear
internal

gear
and
drive
the

flange
counterclockwise
The
rear

drive

flange
splined
to
the

output
shaft

rotates
the

output
shaft
counterclock

wise
at

a
reduced

speed
with
an

increase
in

torque
for
reverse

gear

f

When
Ihe
manual
valve

CV
is

posi

tioned
at
R

range
Ihe
oil

having
Ihe

line

pressure
7
is

directed
to

line

pressure
circuits
5
and

6
The

pressure
in

the
circuit
5
actuates
the

low
and
reverse
brake
after

being

introduced
into
line

pressure
circuit

12

through
the
I
st

2nd
shift
valve

@
The

pressure
in
Ihe

circuit

op

erates
the
release
side
of
the
band

servo
and

the
front
clutch
after

being

led
to

line

pressure
circuit

10

through
the
2nd
3rd
shift
valve

@

The
throtlle

pressure
16
and
the
line

pressure
6

which

vary
with
the

degree
of
acceJerator

pedal
depression

both
act

on
the

prcssure
regulator

valve

CD
and

press

against
its
valve

CD

increasing
line

pressure
7
In
R

range
the

governor

pressure
is
absent

making
all
slldl

valves
as
the
J
SI

2nd

shift
valve

@
2nd
3rd
shift
valvc

@
and

pressure
modifier
valve

j

inoperative
C

Fig
AT

26
Power

transmi
ion

during
R

range

A
TOS5

Fig
AT
27

Operation
attach
mechanism

during
R

range

G
Clutch
Low
A

Band
servo
One

Parkin

Ran
no
wa

plwl
ratio

Front
Rear

brake

Operllioo
Rdr
ue

clutch

k
on
on

Revctte
1
181
on
on
on

Neutnl

DI
Low
1
418
on
on

Driw
D2
Second
1
458
on
on

DJ

Top
1
000
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

I

II
Low
2
458
on
on

AT
16

R

range
Reverse
Automatic
Transmission

TOl
QuaConverter

o

IIi
0

ou

14

Q

FI
Lu

IUt
O

Front

Lub
lc

O
lnV
ly

R
MO
V
l
Front

Clutdt
LowaoA

B
k

e
k

B

Clutch

ID
VK

n

V
lv
@
ftV
1

I

j

Throttle

O
in

V
Otlflce

Check

V
III

@lnd
3rdShih

V

zz

@
2nd
rd
TIm

If

V
Iy

Second
Lock
V

3
I

Zl

Not

M
k
d
X
er
0
1

LI
p
O
nOf
f

P

G
preau

I
J

Torqu
0
0
pr

Throttl

p
1
s
co

O
V
0

O
V

Fig
A
T
28

AT
17
Oil

pressure
circuit

diagram
n
II

range
Reverse

N
RANGE
NEUTRAL
Automatic
Transmission

In
N

range
none
of
the
clutches

and
band
are

applied
thus

no

power
is

transmitted
to
the

output
shaft

The

pressure
of

oil

discharged
from

the
oil

pump
is

regulated
by
the

pressure
regulator
valve

CD
to
maintain

the
line

pressure
7
and
the
oil
is
led

to
the
manual
valve

V
vacuum
throt

tle
valve

@
and
solenoid
down
shift

valve

@
The
oil
is

further
introduced

into
the

torque
converter
at
its

op

erating
pressure
14
and
a

portion
of

this
oil
is
distributed

to
each

part
as

the
front
lubricant
The
oil
which
has

been

discharged
from

the

torque
con

verter
is
also
distributed

to
eacn

part

as
the
rear
lubricant

As

the
oil

pump
rotates
at
the
same

speed
as
the

engine
the
oil

pump

discharge
increases
with

engine
speed

But
the

surplus
oil

is
returned
to
the

oil

pan
by
the

pressure
regulator
valve

CD
G
Clutch
Low

Band
servo
One

Pukiq

R
w

pawl
ntlo

Front
Rur

br
ke
Optruion
Release

clutch

PIlIi
on
on

Reverse
2
182
on
on
on

Neut
1

01
Low
2
458
on
on

Drive
02
Second
t
458
on
on

03

Top
1
000
on
on
on
on

2
Setond
1
458
on
on

12
Second
1
4
58
on
on

1

II
Low
2
458
on
on

AT

18

D
RANGE
LOW
GEAR
Automatic

Transmission

The
low

gear
in
D

range
is

somewhat
different

from
that
in
I

range

The
rear

c1utdl
is

applied
as
III

I

range
but

the
one

way
clutch

holds

the

connecting
drum
The

power

now
is

the
same
as
in
1

J
range
That

is

the

power
now
takes

place

through

Ihe

input
shaft
and
into

the
rear

clutch
The

input
shaft
is

splined
to

the

rear
clutch

drum
and
drives
it

Rotation
of
Ihe

rear
clutch
drives
the

rear
clutch
hub

and
front
internal

gear

The
front
internal

gear
rotales
the

front

planetary
gears
clockwise

to

cause
the
sun

gear
to
rotate
counter

clockwise

Counterclockwise

rotation

of
the

sun

gear
turns
the

rear

planetary

gears
clockwise

With
the

rear

plane

tary
carrier

held

stationary
by
the

one

way
clutch
the
clockwise

rotation

of

the
rear

planetary
gears
rotates
the

rear
internal

gear
and
drives

the

flange

clockwise
The

internal
drive

flange
is

splined
to
the

outpul
shaft
and
rotates

the

output
shaft
clockwise

When

the
manual
valve
is

posi

tioned
at
D

the
line

pressure
7

introduced

into
the
manual

valve
is

led

to
the
line

pressure
circuits

l
2

and
3

The

pressure
in

the
circuit
I

acluates
the
rear

clutch
and
the

gover

nor
and
al
the

same
time

operates
the

1st

2nd
shift

valve

CID
to

change
the

speed
The

circuit
2

leads
to

the

second
lock

valve

@
The

circuit
3

actuates

the
2nd
3rd
shift

valve

@

for

the
2nd
3rd

speed

change
and

at
the
same

lime
locks
the

second

lock
valve

@

The

throttle

pressure
16
which

changes
with
the

degree
of
accelerator

pedal

depression

presses
Ihe

pressure

regulator
valve

CD
and

increases
the

line

pressure
7

When

Ihe

speed
of

the

vehicle
has

increased
the

governor

pressure
15

introduced
from

the
line

pressure
circuit
I

actuates
the

I

SI
2nd

shift
valve

CID
2nd
3rd

shift

valve

@
and

pressure
modifier

valve

ID
When
the

governor

pressure

is

high
the

pressure
modifier
valve

ID

acls
in

such
a

direction
as

to

compress

the

spring
and

the

throttle

pressure
is

led
to
the

throttle

pressure
18
This
ATOSO

Fig
AT
30
Power

transmission

during
D

J

range

liIIl

I
IW
L

AT08l

Fig
AT
31

Operation
of
each
mechanism

during
VJ

range

Clutch
low
Band
servo
On

Parking
Cur

Ran
Rllelle

way

pawl
ratio

Front
Rur

brake
Operation
Rekase

ch
lch

Park
on

on

RellerK
2
t82
on
on
on

Neutral

01
low
2
S8
on
on

Orivt
02
Second

1
458
on
on

OJ

Top
1000
on

on
on
on

2
Second
1
458
on
00

t2
Second
1
458
on
on

t

tt
low
2
458
on
on

pressure
acts

against
the
force

of
the

spring
of

the

pressure

regulator
valve

CD
and

also

against
the

throttle

pres

sure

16
thus

lowering
the
line

pres

sure
7

The

governor

pressure
also
increases

with
the

speed
of
Ihe

vehicle

exerting

a

pressure
on

one
side
of

the

lst
2nd
shift
valve

and
counter

acts

the
Ihrottle

pressure
19

line

pressure

AT
20
l
and
the

spring
which

are

exerting

against

t
1e
governor

pressure
There

fore
when

the

governor

pressure
ex

ceeds

Ihis

pressure
the

speed
is

shifted

from

the
I
st

gear
to

the
2nd

gear

The
further
the

accelerator

pedal
is

depressed
the

higher
becomes

the

throttle

pressure
19

increasing
the

governor
pressure
and

shifting
the

speed
change
point
to

the

higher
side