engine INFINITI QX56 2009 Factory Service Manual

A/T CONTROL SYSTEMTM-15
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“2”, “1” Positions 2GR
 The front brake fastens the front sun gear.
 The forward brake and the forward one-way clutch
regulate reverse rotation of the mid sun gear.
 The direct clutch is coupled, and the rear carrier and rear sun gear are connected.
 The low coast brake fastens the mid sun gear.
 During deceleration, the low coast brake regulates forward rotation of the mid sun gear and the engine brake
functions.
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
SCIA1514E
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TM-20
< FUNCTION DIAGNOSIS >
A/T CONTROL SYSTEM
TCM Function
INFOID:0000000003771808
The function of the TCM is to:
 Receive input signals sent from various switches and sensors.
 Determine required line pressure, shifting poi nt, lock-up operation, and engine brake operation.
 Send required output signals to the respective solenoids.
CONTROL SYSTEM OUTLINE
The automatic transmission senses v ehicle operating conditions through vari ous 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
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A/T CONTROL SYSTEMTM-21
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CONTROL SYSTEM DIAGRAM
CAN CommunicationINFOID:0000000003771809
SYSTEM DESCRIPTION
CAN (Controller Area Network) is a serial communication li ne for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed 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 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-4,
"System Description".
SENSORS (or SIGNALS)
⇒TCM
⇒ACTUATORS
Transmission range switch
Accelerator pedal position sensor
Closed throttle position signal
Wide open throttle position signal
Engine speed signal
A/T fluid temperature sensor
Output speed sensor
Vehicle speed signal
Stop lamp switch signal
Input speed sensor
1st position switch signal
4th position switch signal
ATF pressure switch 2 signal
Tow mode switch signal 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
JSDIA1315GB
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TM-22
< FUNCTION DIAGNOSIS >
A/T CONTROL SYSTEM
Input/Output Signal of TCM
INFOID:0000000003771810
*1: Spare for output speed 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: CAN comm unications
*5: Used as a condition for starting self-diagnostics; if self-diagnostics are not started, it is judged that there is some kin d of error.
*6: A/T fluid temperature sensor 2 does not have any function.
Line Pressure ControlINFOID:0000000003771811
 When an input torque signal equivalent to the engine drive force is sent from the ECM to the TCM, the TCM controls the line pressure solenoid.
Control item Line
pres- sure
control Vehicle
speed
control S h i f t
control Lock-up
control Engine
brake
control Fail-safe
function (*3) Self-diag-
nostics
function
Input Accelerator pedal position signal
(*4)XXXXX X X
Output speed sensor X X X X X X
Vehicle speed signal
(*1) (*4)XXXX X
Closed throttle position signal
(*4)(*2) X (*2) X X (*2) X (*5) X
Wide open throttle position signal
(*4)(*2) X (*2) X (*2) X (*5) X
Input speed sensor 1 X X X X X
Input speed sensor 2
(for 4th speed only) XX X X X
Engine speed signals
(*4)XX
Transmission range switch X X X X X X X
Stop lamp switch signal
(*4)XXX (*5) X
A/T fluid temperature sensors 1, 2 (*6) X X X X X X X
ASCD Operation signal
(*4)XXXX
Overdrive cancel sig-
nal
(*4)XXX
TCM power supply voltage signal X X X X X X
Output Direct clutch solenoid X X X X
Input clutch solenoid X X X X
High and low reverse clutch solenoid X X X X
Front brake solenoid X X X X
Low coast brake solenoid (ATF pressure
switch 2)
XX X X X
Line pressure solenoid X X X X X X X
TCC solenoid X X X
Starter relay XX
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A/T CONTROL SYSTEMTM-23
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 This line pressure solenoid controls the pressure regulat or 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 TH E TCM LINE PRESSURE CHARACTERISTIC PAT-
TERN
 The TCM has stored in memory a number of patterns fo r the optimum line pressure characteristic for the
driving state.
 In order to obtain the most appropriate line pressure char acteristic 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
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TM-24
< FUNCTION DIAGNOSIS >
A/T CONTROL SYSTEM
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:0000000003771812
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 pressu re 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
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TM-26
< FUNCTION DIAGNOSIS >
A/T CONTROL SYSTEM
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 th is 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 converte r 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 pi ston 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 tor que fluctuation and lock-up operates from low speed.
This raises the fuel efficiency for 4GR and 5GR at both low speed and when the accelerator has a low
degree of opening.
Engine Brake ControlINFOID:0000000003771814
 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 contro ls the low coast brake coupling force.
Control ValveINFOID:0000000003771815
FUNCTION OF CONTROL VALVE
SCIA1520E
Name Function
Torque converter regulator valve In 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 regu lator valve
Pressure regulator plug
Pressure regu lator sleeve Adjusts the oil discharged from the oil pump to the optimum pressure (line pressure) for
the driving state.
Front brake control valve When the front brake is coupled, adjusts the line pressure to the optimum pressure (front
brake pressure) and supplies it to the front brake. (In 1GR, 2GR, 3GR, and 5GR, adjusts
the clutch pressure.)
Accumulator control valve Adjusts the pressure (accumulator control pressure) acting on the accumulator piston
and low coast reducing valve to the pressure appropriate to the driving state.
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A/T CONTROL SYSTEMTM-27
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FUNCTION OF PRESSURE SWITCH
Pilot valve A Adjusts the line pressure and produces the constant pressure (pilot pressure) required
for line pressure control, shift change control, and lock-up control.
Pilot valve B Adjusts 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 valve When 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 4GR and switches the direct clutch coupling capacity.
High and low reverse clutch control valve When 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 1GR, 3GR, 4GR and 5GR, adjusts the clutch pressure.)
Input clutch control valve When 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 4GR and 5GR, adjusts the
clutch pressure.)
Direct clutch control valve When 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 2GR, 3GR, and 4GR, adjusts
the clutch pressure.)
TCC control valve
TCC control plug
TCC control sleeve Switches the lock-up to operating or released. Also, by performing the lock-up operation
transiently, lock-up smoothly.
Torque converter lubrication valve Operates 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 valve Sends 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 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.
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TM-30
< FUNCTION DIAGNOSIS >
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOSTIC (OBD) SYSTEM
IntroductionINFOID:0000000003771819
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 TM-32, "CONSULT-III Function (TRANSMISSION)"
.
OBD-II Function for A/T SystemINFOID:0000000003771820
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 relation
to A/T system parts.
One or Two Trip Detection Logic of OBD-IIINFOID:0000000003771821
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:0000000003771822
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.
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
detail, refer to TM-30
.
Only one set of freeze frame data (either 1st trip freez e frame data of freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM me mory 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
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ON BOARD DIAGNOSTIC (OBD) SYSTEMTM-31
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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- III, 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-III or GS T 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-42, "Emission-related Diagnostic Information"
.
 Diagnostic trouble codes (DTC)
 1st trip diagnostic trouble codes (1st trip DTC)
 Freeze frame data
 1st trip freeze frame data
 System readiness test (SRT) codes
 Test values
HOW TO ERASE DTC (WITH CONSULT-III)
1. The emission related diagnostic information in the TCM and ECM can be er\
ased by selectioning "ALL
ERASE" in the "Description" of "F INAL CHECK" mode with CONSULT-III.
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-72, "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:0000000003771823
DESCRIPTION
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 EC-55, "Malfunction Indicator
Lamp (MIL)".
2. When the engine is start ed, the MIL should go off.
If the MIL remains on, the on board diagnostic system has
detected an engine system malfunction.
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
SEF217U
Revision: December 20092009 QX56