engine INFINITI QX56 2007 Factory Owner's Guide

AT-34
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
• This line pressure solenoid controls the pressure regulator valve as the signal pressure and adjusts the pres-
sure of the operating oil discharged from the oil pump to the line pressure most appropriate to the driving
state.
LINE PRESSURE CONTROL IS BASED ON THE TCM LINE PRESSURE CHARACTERISTIC PAT-
TERN
• The TCM has stored in memory a number of patterns for the optimum line pressure characteristic for the
driving state.
• In order to obtain the most appropriate line pressure characteristic to meet the current driving state, the TCM
controls the line pressure solenoid current value and thus controls the line pressure.
Normal Control
Each clutch is adjusted to the necessary pressure to match the
engine drive force.
Back-up Control (Engine Brake)
When the select operation is performed during driving and the trans-
mission is shifted down, the line pressure is set according to the
vehicle speed.
During Shift Change
PCIA0007E
PCIA0008E
PCIA0009E

A/T CONTROL SYSTEM
AT-35
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
The necessary and adequate line pressure for shift change is set.
For this reason, line pressure pattern setting corresponds to input
torque and gearshift selection. Also, line pressure characteristic is
set according to engine speed, during engine brake operation.
At Low Fluid Temperature
When the A/T fluid temperature drops below the prescribed tempera-
ture, in order to speed up the action of each friction element, the line
pressure is set higher than the normal line pressure characteristic.
Shift ControlINFOID:0000000003532234
The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus, the
clutch pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes
possible to finely control the clutch hydraulic pressure with high precision and a smoother shift change charac-
teristic is attained.
SHIFT CHANGE
The clutch is controlled with the optimum timing and oil pressure by the engine speed, engine torque informa-
tion, etc.
Shift Change System Diagram
PCIA0010E
PCIA0011E
PCIA0012E

A/T CONTROL SYSTEM
AT-37
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
When shifting from the lock-up released state to the lock-up applied state, the current output to the torque con-
verter 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 gradually increase the
torque converter clutch solenoid pressure.
In this way, the lock-up apply pressure gradually rises and while the torque converter clutch piston is put into
half-clutched status, the torque converter clutch piston operating pressure is increased and the coupling is
completed smoothly.
Slip Lock-up Control
• In the slip region, the torque converter clutch solenoid current is controlled with the TCM to put it into the
half-clutched state. This absorbs the engine torque fluctuation and lock-up operates from low speed.
This raises the fuel efficiency for 4th and 5th gears at both low speed and when the accelerator has a low
degree of opening.
Engine Brake ControlINFOID:0000000003532236
• The forward one-way clutch transmits the drive force from the engine to the rear wheels. But the reverse
drive from the rear wheels is not transmitted to the engine because the one-way clutch is idling.
Therefore, the low coast brake solenoid is operated to prevent the forward one-way clutch from idling and
the engine brake is operated in the same manner as conventionally.
• The operation of the low coast brake solenoid switches the low coast brake switching valve and controls the
coupling and releasing of the low coast brake.
The low coast brake reducing valve controls the low coast brake coupling force.
Control ValveINFOID:0000000003532237
FUNCTION OF CONTROL VALVE
SCIA1520E
Name Function
Torque converter regulator valveIn order to prevent the pressure supplied to the torque converter from being excessive,
the line pressure is adjusted to the optimum pressure (torque converter operating pres-
sure).
Pressure regulator valve
Pressure regulator plug
Pressure regulator sleeveAdjusts the oil discharged from the oil pump to the optimum pressure (line pressure) for
the driving state.
Front brake control valveWhen the front brake is coupled, adjusts the line pressure to the optimum pressure (front
brake pressure) and supplies it to the front brake. (In 1st, 2nd, 3rd, and 5th gears, adjusts
the clutch pressure.)
Accumulator control valveAdjusts the pressure (accumulator control pressure) acting on the accumulator piston
and low coast reducing valve to the pressure appropriate to the driving state.

AT-38
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
FUNCTION OF PRESSURE SWITCH
Pilot valve AAdjusts the line pressure and produces the constant pressure (pilot pressure) required
for line pressure control, shift change control, and lock-up control.
Pilot valve BAdjusts the line pressure and produces the constant pressure (pilot pressure) required
for shift change control.
Low coast brake switching valve During engine braking, supplies the line pressure to the low coast brake reducing valve.
Low coast brake reducing valveWhen the low coast brake is coupled, adjusts the line pressure to the optimum pressure
(low coast brake pressure) and supplies it to the low coast brake.
N-R accumulator Produces the stabilizing pressure for when N-R is selected.
Direct clutch piston switching valve Operates in 4th gear and switches the direct clutch coupling capacity.
High and low reverse clutch control valveWhen the high and low reverse clutch is coupled, adjusts the line pressure to the opti-
mum pressure (high and low reverse clutch pressure) and supplies it to the high and low
reverse clutch. (In 1st, 3rd, 4th and 5th gears, adjusts the clutch pressure.)
Input clutch control valveWhen the input clutch is coupled, adjusts the line pressure to the optimum pressure (in-
put clutch pressure) and supplies it to the input clutch. (In 4th and 5th gears, adjusts the
clutch pressure.)
Direct clutch control valveWhen the direct clutch is coupled, adjusts the line pressure to the optimum pressure (di-
rect clutch pressure) and supplies it to the direct clutch. (In 2nd, 3rd, and 4th gears, ad-
justs the clutch pressure.)
TCC control valve
TCC control plug
TCC control sleeveSwitches the lock-up to operating or released. Also, by performing the lock-up operation
transiently, lock-up smoothly.
Torque converter lubrication valveOperates during lock-up to switch the torque converter, cooling, and lubrication system
oil path.
Cool bypass valve Allows excess oil to bypass cooler circuit without being fed into it.
Line pressure relief valve Discharges excess oil from line pressure circuit.
N-D accumulator Produces the stabilizing pressure for when N-D is selected.
Manual valveSends line pressure to each circuit according to the select position. The circuits to which
the line pressure is not sent drain. Name Function
Name Function
Pressure switch 1 (FR/B)Detects any malfunction in the front brake hydraulic pressure. When it detects any mal-
function, it puts the system into fail-safe mode.
Pressure switch 2 (LC/B)Detects any malfunction in the low coast brake hydraulic pressure. When it detects any
malfunction, it puts the system into fail-safe mode.
Pressure switch 3 (I/C)Detects any malfunction in the input clutch hydraulic pressure. When it detects any mal-
function, it puts the system into fail-safe mode.
Pressure switch 5 (D/C)Detects any malfunction in the direct clutch hydraulic pressure. When it detects any mal-
function, it puts the system into fail-safe mode.
Pressure switch 6 (HLR/C)Detects any malfunction in the high and low reverse clutch hydraulic pressure. When it
detects any malfunction, it puts the system into fail-safe mode.

ON BOARD DIAGNOSTIC (OBD) SYSTEM
AT-39
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
ON BOARD DIAGNOSTIC (OBD) SYSTEM
IntroductionINFOID:0000000003532238
The A/T system has two self-diagnostic systems.
The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination
with the ECM. The malfunction is indicated by the MIL (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 indicated by the A/T CHECK indicator lamp. The malfunction is
stored in the TCM memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail,
refer to AT-83, "
CONSULT-II Function (A/T)".
OBD-II Function for A/T SystemINFOID:0000000003532239
The ECM provides emission-related on board diagnostic (OBD-II) functions for the A/T system. One function
is to receive a signal from the TCM used with OBD-related 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 indicator 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 relation
to A/T system parts.
One or Two Trip Detection Logic of OBD-IIINFOID:0000000003532240
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 first 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:0000000003532241
HOW TO READ DTC AND 1ST TRIP DTC
DTC and 1st trip DTC can be read by the following methods.
( with CONSULT-II or GST) CONSULT-II or GST (Generic Scan Tool) Examples: P0705, P0720 etc.
These DTC are prescribed by SAE J2012.
(CONSULT-II also displays the malfunctioning component or system.)
•1st trip DTC No. is the same as DTC No.
•Output of the diagnostic trouble 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-II can identify them as shown below, therefore, CONSULT-II (if available) is recommended.
A sample of CONSULT-II display for DTC and 1st trip DTC is shown
on the next page. DTC or 1st trip DTC of a malfunction is displayed
in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with CON-
SULT-II. Time data indicates how many times the vehicle was driven
after the last detection of a DTC.
BCIA0030E

AT-40
< SERVICE INFORMATION >
ON BOARD DIAGNOSTIC (OBD) SYSTEM
If the DTC is being detected currently, the time data will be “0”.
If a 1st trip DTC is stored in the 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 driving condition such as fuel system status, calculated
load value, engine coolant temperature, short term fuel 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-II
or GST. The 1st trip freeze frame data can only be displayed on the CONSULT-II screen, not on the GST. For
detail, refer to AT- 3 9
.
Only one set of freeze frame data (either 1st trip freeze frame data of freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority
for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once
freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no
longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-
lowing priorities to update the data.
Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM mem-
ory is erased.
HOW TO ERASE DTC
The diagnostic trouble code can be erased by CONSULT-II, GST or ECM DIAGNOSTIC TEST MODE as
described following.
•If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.
•When you erase the DTC, using CONSULT-II or GST is easier and quicker than switching the mode
selector on the ECM.
The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC
related to OBD-II. For details, refer to EC-49, "
Emission-related Diagnostic Information".
•Diagnostic trouble codes (DTC)
•1st trip diagnostic trouble codes (1st trip DTC)
•Freeze frame data
•1st trip freeze frame data
SAT015K
SAT016K
Priority Items
1 Freeze frame data Misfire — DTC: P0300 - P0306
Fuel Injection System Function — DTC: P0171, P0172, P0174, P0175
2 Except the above items (Includes A/T related items)
3 1st trip freeze frame data

ON BOARD DIAGNOSTIC (OBD) SYSTEM
AT-41
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
•System readiness test (SRT) codes
•Test values
HOW TO ERASE DTC (WITH CONSULT-II)
•If a DTC is displayed for both ECM and TCM, it is necessary to be erased for both ECM and TCM.
1. If the ignition switch stays “ON” after repair work, be sure to turn ignition switch “OFF” once. Wait at least
10 seconds and then turn it “ON” (engine stopped) again.
2. Turn CONSULT-II “ON” and touch “A/T”.
3. Touch “SELF-DIAG RESULTS”.
4. Touch “ERASE”. (The DTC in the TCM will be erased.) Then touch “BACK” twice.
5. Touch “ENGINE”.
6. Touch “SELF-DIAG RESULTS”.
7. Touch “ERASE”. (The DTC in the ECM will be erased.)
HOW TO ERASE DTC (WITH GST)
1. If the ignition switch stays “ON” after repair work, be sure to turn ignition switch “OFF” once. Wait at least
10 seconds and then turn it “ON” (engine stopped) again.
2. Select Mode 4 with the Generic Scan Tool (GST). For details refer to EC-122, "
Generic Scan Tool (GST)
Function".
HOW TO ERASE DTC (NO TOOLS)
1. Disconnect battery for 24 hours.
2. Reconnect battery.
Malfunction Indicator Lamp (MIL)INFOID:0000000003532242
DESCRIPTION
SCIA5671E

AT-42
< SERVICE INFORMATION >
ON BOARD DIAGNOSTIC (OBD) SYSTEM
The MIL is located on the instrument panel.
1. The MIL will light up when the ignition switch is turned “ON” with-
out the engine running. This is a bulb check.
• If the MIL does not light up, refer to DI-26
.
2. When the engine is started, the MIL should go off.
If the MIL remains on, the on board diagnostic system has
detected an engine system malfunction.
SEF217U

TROUBLE DIAGNOSIS
AT-43
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
TROUBLE DIAGNOSIS
DTC Inspection Priority ChartINFOID:0000000003532243
If some DTCs are displayed at the same time, perform inspections one by one based on the following priority
chart.
NOTE:
If DTC U1000 is displayed with other DTCs, first perform the trouble diagnosis for DTC U1000. Refer to
AT- 9 1
.
Fail-SafeINFOID:0000000003532244
The TCM has an electrical fail-safe mode. This mode makes it possible to operate even if there is an error in a
main electronic control input/output signal circuit. In fail-safe 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 special conditions (for example, when slamming on the
brake with the wheels spinning drastically and stopping the tire 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, the customer's vehicle has returned to normal, so handle according to the
“diagnostics flow” (Refer to AT-44, "
How To Perform Trouble Diagnosis for Quick and Accurate Repair").
FAIL-SAFE FUNCTION
If any malfunction occurs in a sensor or solenoid, this 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
transmission and from combination meter so normal driving is possible even if there is a malfunction in one
of the systems. And if vehicle speed sensor A/T (revolution sensor) has unusual cases, 5th gear is prohib-
ited.
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 possible. And if there are malfunctions in tow sys-
tems, 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 possible. And if there are malfunctions in tow sys-
tems, the accelerator opening angle is controlled by the idle signal sent from the ECM which is based on
input indicating 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 the TCM, the position indicator is switched “OFF”, the
starter relay is switched “OFF” (starter starting is disabled), the back-up lamp relay switched “OFF” (back-up
lamp is OFF) and the position is fixed to the “D” range 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, the transmission is fixed in 2nd gear to make driving possi-
ble.
NOTE:
When the vehicle is driven fixed in 2nd gear, a turbine revolution sensor malfunction is displayed,
but this is not a turbine revolution sensor malfunction.
• When the coupling pattern below is detected, the fail-safe action corresponding to the pattern is performed.
A/T INTERLOCK COUPLING PATTERN TABLE
Priority Detected items (DTC)
1 U1000 CAN communication line
2 Except above

AT-44
< SERVICE INFORMATION >
TROUBLE DIAGNOSIS
l: NG X: OK
A/T 1st Engine Braking
• 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 driv-
ing possible.
Torque Converter Clutch Solenoid
• The solenoid is switched “OFF” to release the lock-up.
Low Coast Brake Solenoid
• When a (electrical or functional) malfunction occurs, in order to make driving possible, the engine brake is
not applied in 1st and 2nd gear.
Input Clutch Solenoid
• If a (electrical or functional) malfunction occurs with the solenoid either “ON” or “OFF”, the transmission is
held in 4th gear to make driving possible.
Direct Clutch Solenoid
• If a (electrical or functional) malfunction occurs with the solenoid either “ON” or “OFF”, the transmission is
held in 4th gear to make driving possible.
Front Brake Solenoid
• If a (electrical or functional) malfunction 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 (electrical or functional) malfunction occurs with the solenoid either “ON” or “OFF”, the transmission 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 turbine revolution sensors, 5th gear is prohibited.
How To Perform Trouble Diagnosis for Quick and Accurate RepairINFOID:0000000003532245
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor, accelerator pedal position sensor (throttle position
sensor) or PNP switch and provides shift control 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-diagnostic 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.
Gear positionATF pressure switch output
Fail-safe
functionClutch pressure output pattern after fail-safe func-
tion
SW3
(I/C)SW6
(HLR/
C)SW5
(D/C)SW1
(FR/B)SW2
(LC/B)I/C HLR/C D/C FR/B LC/B L/U
A/T interlock
coupling pat-
tern3rd – X X – lHeld in
2nd gearOFF OFF ON OFF OFF OFF
4th – X X –lHeld in
2nd gearOFF OFF ON OFF OFF OFF
5th X X – XlHeld in
2nd gearOFF OFF ON OFF OFF OFF
SAT631IB