transmission INFINITI FX35 2008 User Guide
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Page 93 of 3924

AT-20
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
CLUTCH AND BAND CHART
POWER TRANSMISSION
“N” Position
Since both the forward brake and the reverse brake are released, torque from the input shaft drive is not trans-
mitted to the output shaft.
“P” Position
SCIA6962E
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A/T CONTROL SYSTEMAT-29
< SERVICE INFORMATION >
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TCM FunctionINFOID:0000000001327135
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 condi tions through various sensors or signals. It always
controls the optimum shift position and reduces shifting and lock-up shocks.
1. Front brake 2. Input clutch 3. Direct clutch
4. High and low reverse clutch 5. Reverse brake 6. Forward brake
7. Low coast brake 8. 1st one-way clutch 9. Forward one-way clutch
10. 3rd one-way clutch 11. Front sun gear 12. Input shaft
13. Mid internal gear 14. Front internal gear 15. Rear carrier
16. Rear sun gear 17. Mid sun gear 18. Front carrier
19. Mid carrier 20. Rear internal gear 21. Output shaft
22. Parking gear 23. Parking pawl
SCIA1519E
SENSORS (or SIGNALS)
⇒TCM
⇒ACTUATORS
PNP switch
Accelerator pedal position signal
Closed throttle position signal
Wide open throttle position signal
Engine speed signal
A/T fluid temperature sensor
Revolution sensor
Vehicle speed signal
Manual mode switch signal
Stop lamp switch signal
Turbine revolution sensor
ATF pressure switch Shift control
Line pressure control
Lock-up control
Engine brake control
Timing control
Fail-safe control
Self-diagnosis
CONSULT-III co
mmunication
line
Duet-EA control
CAN system Input clutch solenoid valve
Direct clutch solenoid valve
Front brake solenoid valve
High and low reverse clutch sole-
noid valve
Low coast brake solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
A/T CHECK indicator lamp
Starter relay
Back-up lamp relay
:
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AT-30
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
CONTROL SYSTEM DIAGRAM
CAN CommunicationINFOID:0000000001327136
SYSTEM DESCRIPTION
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. For details, refer to LAN-43,
"CAN System Specification Chart".
JPDIA0484GB
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AT-34
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
*1: Full phase real-time feedback control monitors movement of gear ratio at gear change, and controls oil
pressure at real-time to achieve the best gear ratio.
BLIPPING CONTROL
This system makes transmission clutch engage readily by controlling (synchronizing) engine revolution
according to the (calculation of) engine revolution after shifting down.
“BLIPPING CONTROL” functions.
- When downshifting by accelerator pedal depression at “D” position.
- When downshifting under the manual mode.
TCM selects “BLIPPING CONTROL” or “NORMAL SHIFT CONTROL” according to the gear position, the
select lever position, the engine torque and the speed when accelerating by accelerator pedal depression.
Revolution control demand signal is transmitted from TCM to ECM under “BLIPPING CONTROL”.
TCM synchronizes engine revolution according to the revolution control demand signal.
Shift Change System Diagram
Lock-up ControlINFOID:0000000001327140
The torque converter clutch piston in the torque conv erter is engaged to eliminate torque converter slip to
increase power transmission efficiency.
The torque converter clutch control valve operation is c ontrolled by the torque converter clutch solenoid valve,
which is controlled by a signal from TCM, and the to rque converter clutch control valve engages or releases
the torque converter clutch piston.
PCIA0013E
SCIA6483E
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AT-38
< SERVICE INFORMATION >
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOSTIC (OBD) SYSTEM
IntroductionINFOID:0000000001327143
The A/T system has two self-diagnostic systems.
The first is the emission-related on board diagnostic syst em (OBD-II) performed by the TCM in combination
with the ECM. The malfunction is indicated by the MI L (malfunction indicator lamp) and is stored as a DTC in
the ECM memory but not the TCM memory.
The second is the TCM original self-diagnosis indicat ed by the A/T CHECK indicator lamp. The malfunction is
stored in the TCM memory. The detected items are ov erlapped with OBD-II self-diagnostic items. For detail,
refer to AT-84, "
CONSULT-III Function (TRANSMISSION)".
OBD-II Function for A/T SystemINFOID:0000000001327144
The ECM provides emission-related on board diagnostic (O BD-II) functions for the A/T system. One function
is to receive a signal from the TCM used with OBD-relat ed parts of the A/T system. The signal is sent to the
ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a
diagnostic result by means of the MIL (malfunction indi cator lamp) on the instrument panel. Sensors, switches
and solenoid valves are used as sensing elements.
The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-
tion to A/T system parts.
One or Two Trip Detection Logic of OBD-IIINFOID:0000000001327145
ONE TRIP DETECTION LOGIC
If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in
the ECM memory as a DTC. The TCM is not provided with such a memory function.
TWO TRIP DETECTION LOGIC
When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC
(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip
If the same malfunction as that experienced during the fi rst test drive is sensed during the second test drive,
the MIL will illuminate. — 2nd trip
The “Trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation.
OBD-II Diagnostic Trouble Code (DTC)INFOID:0000000001327146
HOW TO READ DTC AND 1ST TRIP DTC
DTC and 1st trip DTC can be read by the following methods.
( with CONSULT-III or GST) CONSULT-III or GST (Generic Scan Tool) Examples: P0705, P0720 etc.
These DTC are prescribed by SAE J2012.
(CONSULT-III also displays the malfunctioning component or system.)
1st trip DTC No. is the same as DTC No.
Output of the diagnostic troubl e code indicates that the indicated circuit has a malfunction. How-
ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or
occurred in the past and returned to normal.
CONSULT-III can identify them as shown below, therefore, CONSULT-III (if available) is recom-
mended.
- DTC or 1st trip DTC of malfunction is displayed in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with
CONSULT-III. Time data indicates how many times the vehicle was driven after the last detection of a DTC.
- If the DTC is being detected currently, the time data will be “0”.
- If a 1st trip DTC is stored in t he ECM, the time data will be “1t”.
Freeze Frame Data and 1st Trip Freeze Frame Data
The ECM has a memory function, which stores the driv ing condition such as fuel system status, calculated
load value, engine coolant temperature, short term f uel trim, long term fuel trim, engine speed and vehicle
speed at the moment the ECM detects a malfunction.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data,
and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-III
or GST. The 1st trip freeze frame data can only be disp layed on the CONSULT-III screen, not on the GST. For
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TROUBLE DIAGNOSISAT-41
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TROUBLE DIAGNOSIS
DTC Inspection Priority ChartINFOID:0000000001327148
If some DTCs are displayed at the same time, per form inspections one by one based on the following priority
chart.
NOTE:
If “DTC U1000” is displayed with other DTCs, fi rst perform the trouble diagnosis for “DTC U1000 CAN
COMMUNICATION”. Refer to AT- 9 4
.
Fail-SafeINFOID:0000000001327149
The TCM has an electrical fail-safe mode. This mode make s it possible to operate even if there is an error in a
main electronic control input/output signal circuit.
In fail-safe mode, even if the selector lever is “D” or “M” mode, the transmission is fixed in 2nd, 4th or 5th
(depending on the breakdown position), so the customer should feel “slipping” or “poor acceleration”.
Even when the electronic circuits are normal, under s pecial conditions (for example, when slamming on the
brake with the wheels spinning drastically and stopping the ti re rotation), the transmission can go into fail-safe
mode. If this happens, switch OFF the ignition switch for 10 seconds, then switch it ON again to return to the
normal shift pattern. Therefore, t he customer's vehicle has returned to normal, so handle according to the
“WORK FLOW” (Refer to AT- 4 2
).
FAIL-SAFE FUNCTION
If any malfunction occurs in a sensor or solenoid, th is function controls the A/T to mark driving possible.
Vehicle Speed Sensor
Signals are input from two systems - from vehicle speed sensor A/T (revolution sensor) installed on the trans-
mission and from combination meter so normal driving is possible even if there is a malfunction in one of the
systems. And if vehicle speed sens or A/T (revolution sensor) has unus ual cases, 5th gear and manual mode
are prohibited.
Accelerator Pedal Position Sensor
If there is a malfunction in one of the systems, the accelerator opening angle is controlled by ECM according
to a pre-determined accelerator angle to make driving po ssible. And if there are malfunctions in tow systems,
the engine speed is fixed by ECM to a pre-determined engine speed to make driving possible.
Throttle Position Sensor
If there is a malfunction in one of the systems, the accelerator opening angle is controlled by ECM according
to a pre-determined accelerator angle to make driving po ssible. And if there are malfunctions in tow systems,
the accelerator opening angle is controlled by the idle signal sent from the ECM which is based on input indi-
cating either idle condition or off-idle condition (pre- determined accelerator opening) in order to make driving
possible.
PNP Switch
In the unlikely event that a malfunction signal enters t he TCM, the position indicator is switched OFF, the
starter relay is switched OFF (starter starting is di sabled), the back-up lamp relay switched OFF (back-up lamp
is OFF) and the position is fixed to the “D” position to make driving possible.
Starter Relay
The starter relay is switched OFF. (Starter starting is disabled.)
A/T Interlock
If there is an A/T interlock judgment malfunction, t he A/T is fixed in 2nd gear to make driving possible.
NOTE:
When the vehicle is driven fixed in 2nd gear, a turbine revolution sensor malfunction is displayed,
but this is not a turbine r evolution sensor malfunction.
When the coupling pattern below is detected, the fail- safe action corresponding to the pattern is performed.
A/T 1st Engine Braking
Priority Detected items (DTC)
1 U1000 CAN communication line
2 Except above
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AT-42
< SERVICE INFORMATION >
TROUBLE DIAGNOSIS
When there is an A/T first gear engine brake judgment malfunction, the low coast brake solenoid is switched
OFF to avoid the engine brake operation.
Line Pressure Solenoid
The solenoid is switched OFF and the line pressure is set to the maximum hydraulic pressure to make driving
possible.
Torque Converter Clutch Solenoid
The solenoid is switched OFF to release the lock-up.
Low Coast Brake Solenoid
When a malfunction (electrical or functional) occurs, in or der to make driving possible, if the solenoid is ON,
the transmission is held in 2nd gear; if the solenoid is OFF, the A/T is held in 4th gear. (Engine brake is not
applied in 1st and 2nd gear.)
Input Clutch Solenoid
If a malfunction (electrical or functi onal) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Direct Clutch Solenoid
If a malfunction (electrical or functi onal) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Front Brake Solenoid
If a malfunction (electrical or functi onal) occurs with the solenoid ON, in order to make driving possible, the A/
T is held in 5th gear; if the solenoid is OFF, 4th gear.
High and Low Reverse Clutch Solenoid
If a malfunction (electrical or functi onal) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Turbine Revolution Sensor 1 or 2
The control is the same as if there were no turbi ne revolution sensors, 5th gear and manual mode are prohib-
ited.
How to Perform Trouble Diagnosis for Quick and Accurate RepairINFOID:0000000001327150
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor , accelerator pedal position sensor (throttle position
sensor) or PNP switch and provides shift cont rol or lock-up control via A/T solenoid valves.
The TCM also communicates with the ECM by means of a signal
sent from sensing elements used with the OBD-related parts of the
A/T system for malfunction-diagnos tic purposes. The TCM is capa-
ble of diagnosing malfunctioning parts while the ECM can store mal-
functions in its memory.
Input and output signals must always be correct and stable in the
operation of the A/T system. The A/T system must be in good oper-
ating condition and be free of valve seizure, solenoid valve malfunc-
tion, etc.
It is much more difficult to diagnose a error that occurs intermittently
rather than continuously. Most inte rmittent errors are caused by poor
electric connections or improper wiring. In this case, careful check-
ing of suspected circuits may help prevent the replacement of good
parts.
A visual check only may not find the cause of the errors. A road test
with CONSULT-III (or GST) or a circuit tester connected should be
performed. Follow the "WORK FLOW".
SAT631IB
SAT632I
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AT-54
< SERVICE INFORMATION >
TROUBLE DIAGNOSIS
2.CHECK STARTING THE ENGINE
1. Turn ignition switch ON. (Do not start engine.)
2. Move selector lever to “D”, “M” or “R” position.
3. Start engine.
Does the engine start in either position?
YES >> Stop the road test and go to AT-170, "Engine Cannot Be Started in "P" or "N" Position".
NO >> GO TO 3.
3.CHECK “P” POSITION FUNCTIONS
1. Move selector lever to “P” position.
2. Turn ignition switch OFF.
3. Disengage the parking brake.
4. Push the vehicle forward or backward.
5. Engage the parking brake.
When you push the vehicle with disengaging the parking brake, does it move?
YES >> Enter a check mark at AT-171, "In "P" Position, Vehicle Moves When Pushed" on the “Diagnostic
Worksheet Chart”, then continue the road test.
NO >> GO TO 4.
4.CHECK “N” POSITION FUNCTIONS
1. Start engine.
2. Move selector lever to “N” position.
3. Disengage the parking brake.
Does vehicle move forward or backward?
YES >> Enter a check mark at AT-172, "In "N" Position, Vehicle Moves" on the “Diagnostic Worksheet
Chart”, then continue the road test.
NO >> GO TO 5.
5.CHECK SHIFT SHOCK
1. Engage the brake.
2. Move selector lever to “D” position.
When the transmission is shifted from
“N” to “D”, is there an excessive shock?
YES >> Enter a check mark at AT-173, "Large Shock ("N" to "D" Position)"on the “Diagnostic Worksheet
Chart”, then continue the road test.
NO >> GO TO 6.
6.CHECK “R” POSITION FUNCTIONS
1. Engage the brake.
2. Move selector lever to “R” position.
3. Disengage the brake for 4 to 5 seconds.
Does the vehicle creep backward?
YES >> GO TO 7.
NO >> Enter a check mark at AT-175, "
Vehicle Does Not Creep Backward in "R" Position" on the “Diag-
nostic Worksheet Chart”, then continue the road test.
7.CHECK “D” POSITION FUNCTIONS
Inspect whether the vehicle creep forward when the A/T is put into the “D” position.
Does the vehicle creep forward in the
“D” position?
YES >> Go to AT-53, "Road Test".
NO >> Enter a check mark at AT-178, "
Vehicle Does Not Creep Forward in "D" Position"on the “Diagnos-
tic Worksheet Chart”, then continue the road test.
CRUISE TEST - PART 1
1.CHECK STARTING OUT FROM D1
1. Drive the vehicle for about 10 minutes to warm up the engine oil and ATF. Appropriate temperature for the ATF: 50 to 80 °C (122 to 176 °F)
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TROUBLE DIAGNOSISAT-55
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2. Park the vehicle on a level surface.
3. Move selector lever to “P” position.
4. Start the engine.
5. Move selector lever to “D” position.
6. Press the accelerator pedal about half-way down to accelerate the vehicle. With CONSULT-III
Read the gear positions. Refer to AT-84, "
CONSULT-III Function (TRANSMISSION)".
Starts from D
1?
YES >> GO TO 2.
NO >> Enter a check mark at AT-180, "
Vehicle Cannot Be Started from D1" on the “Diagnostic Worksheet
Chart”, then continue the road test.
2.CHECK SHIFT-UP D1 → D2
Press down the accelerator pedal about half-way and inspect if the vehicle shifts up (D1 → D2) at the appropri-
ate speed. Refer to AT-58, "
Vehicle Speed at Which Gear Shifting Occurs".
With CONSULT-III
Read the gear position, throttle degree of opening, and vehicle speed. Refer to AT-84, "
CONSULT-III Function
(TRANSMISSION)".
Does the A/T shift-up D
1 → D2 at the correct speed?
YES >> GO TO 3.
NO >> Enter a check mark at AT-182, "
A/T Does Not Shift: D1→ D2" on the “Diagnostic Worksheet
Chart”, then continue the road test.
3.CHECK SHIFT-UP D2 → D3
Press down the accelerator pedal about half-way and inspect if the vehicle shifts up (D2 → D3) at the appropri-
ate speed. Refer to AT-58, "
Vehicle Speed at Which Gear Shifting Occurs".
With CONSULT-III
Read the gear position, throttle degree of opening, and vehicle speed. Refer to AT-84, "
CONSULT-III Function
(TRANSMISSION)".
Does the A/T shift-up D
2 → D3 at the correct speed?
YES >> GO TO 4.
NO >> Enter a check mark at AT-184, "
A/T Does Not Shift: D2→ D3" on the “Diagnostic Worksheet
Chart”, then continue the road test.
4.CHECK SHIFT-UP D3 → D4
Press down the accelerator pedal about half-way and inspect if the vehicle shifts up (D3 → D4) at the appropri-
ate speed. Refer to AT-58, "
Vehicle Speed at Which Gear Shifting Occurs".
With CONSULT-III
Read the gear position, throttle degree of opening, and vehicle speed. Refer to AT-84, "
CONSULT-III Function
(TRANSMISSION)".
Does the A/T shift-up D
3 → D4 at the correct speed?
YES >> GO TO 5.
NO >> Enter a check mark at AT-186, "
A/T Does Not Shift: D3→ D4" on the “Diagnostic Worksheet
Chart”, then continue the road test.
5.CHECK SHIFT-UP D4 → D5
Press down the accelerator pedal about half-way and inspect if the vehicle shifts up (D4 → D5) at the appropri-
ate speed. Refer to AT-58, "
Vehicle Speed at Which Gear Shifting Occurs".
With CONSULT-III
Read the gear position, throttle degree of opening, and vehicle speed. Refer to AT-84, "
CONSULT-III Function
(TRANSMISSION)".
Does the A/T shift-up D
4 → D5 at the correct speed?
YES >> GO TO 6.
NO >> Enter a check mark at AT-188, "
A/T Does Not Shift: D4→ D5" on the “Diagnostic Worksheet
Chart”, then continue the road test.
6.CHECK LOCK-UP
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AT-56
< SERVICE INFORMATION >
TROUBLE DIAGNOSIS
When releasing accelerator pedal from D5, check lock-up from D5 to L/U. Refer to AT-58, "Vehicle Speed at
Which Lock-up Occurs/Releases".
With CONSULT-III
Select “TCC SOLENOID” with the “DATA MONI TOR” mode for “TRANSMISSION”. Refer to AT-84, "
CON-
SULT-III Function (TRANSMISSION)".
Does it lock-up?
YES >> GO TO 7.
NO >> Enter a check mark at AT-190, "
A/T Does Not Lock-up" on the “Diagnostic Worksheet Chart”, then
continue the road test.
7.CHECK LOCK-UP HOLD
Check hold lock-up. With CONSULT-III
Select “TCC SOLENOID” with the “DATA MONI TOR” mode for “TRANSMISSION”. Refer to AT-84, "
CON-
SULT-III Function (TRANSMISSION)".
Does it maintain lock-up status?
YES >> GO TO 8.
NO >> Enter a check mark at AT-192, "
A/T Does Not Hold Lock-up Condition" on the “Diagnostic Work-
sheet Chart”, then continue the road test.
8.CHECK LOCK-UP RELEASE
Check lock-up cancellation by depressing brake pedal lightly to decelerate. With CONSULT-III
Select “TCC SOLENOID” with the “DATA MONI TOR” mode for “TRANSMISSION”. Refer to AT-84, "
CON-
SULT-III Function (TRANSMISSION)".
Does lock-up cancel?
YES >> GO TO 9.
NO >> Enter a check mark at AT-194, "
Lock-up Is Not Released" on the “Diagnostic Worksheet Chart”,
then continue the road test.
9.CHECK SHIFT-DOWN D5 → D4
Decelerate by pressing lightly on the brake pedal.
With CONSULT-III
Read the gear position and engine speed. Refer to AT-84, "
CONSULT-III Function (TRANSMISSION)".
When the A/T shift-down D
5 → D4, does the engine speed drop smoothly back to idle?
YES >> 1. Stop the vehicle. 2. Go to AT-53, "
Road Test".
NO >> Enter a check mark at AT-194, "
Engine Speed Does Not Return to Idle" on the “Diagnostic Work-
sheet Chart”, then continue the road test. Go to AT-53, "
Road Test".
CRUISE TEST - PART 2
1.CHECK STARTING FROM D1
1. Move selector lever into “D” position.
2. Accelerate at half throttle.
With CONSULT-III
Read the gear position. Refer to AT-84, "
CONSULT-III Function (TRANSMISSION)".
Does it start from D
1?
YES >> GO TO 2.
NO >> Enter a check mark at AT-180, "
Vehicle Cannot Be Started from D1" on the “Diagnostic Worksheet
Chart”, then continue the road test.
2.CHECK SHIFT-UP D1 → D2
Press the accelerator pedal down all the way and check whether or not the A/T shifts up (D1 → D2) at the cor-
rect speed. Refer to AT-58, "
Vehicle Speed at Which Gear Shifting Occurs".
With CONSULT-III
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