can NISSAN TEANA 2003 User Guide

AT-24
A/T CONTROL SYSTEM

“D4 ” Position

High clutch

Brake band

Forward clutch (Does not affect power
transmission)Input power is transmitted to front carrier through high clutch.
This front carrier turns around the sun gear which is fixed by brake band and makes
front internal gear (output) turn faster.
Engine brakeAt D
4 position, there is no one-way clutch in the power transmission line and engine
brake can be obtained when decelerating.
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A/T CONTROL SYSTEM
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“R” Position

Reverse clutch

Low & reverse brakeFront planetary carrier is stationary because of the operation of low and reverse brake.
Input power is transmitted to front sun gear through reverse clutch, which drives front
internal gear in the opposite direction.
Engine brakeAs there is no one-way clutch in the power transmission line, engine brake can be
obtained when decelerating.
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AT-26
A/T CONTROL SYSTEM

TCM FunctionBCS000ZP
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
SWITCHES & SENSORS

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
Turbine revolution sensor (power
train revolution sensor)
Vehicle speed signal
3rd position switch signal
Stop lamp switch signalShift control
Line pressure control
Lock-up control
Overrun clutch control
Timing control
Fail-safe control
Self-diagnosis
CONSULT-II communication line
control
CAN systemShift solenoid valve A
Shift solenoid valve B
Overrun clutch solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
A/T CHECK indicator lamp
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A/T CONTROL SYSTEM
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CAN CommunicationBCS000ZQ
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 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-49,
"CAN System Specification Chart" .
Input/Output Signal of TCMBCS000ZR
*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.Control itemLine
pressure
controlVehicle
speed
controlShift
controlLock-up
controlEngine
brake
controlFail-safe
functionSelf-diag-
nostics
function
InputAccelerator pedal position signal
(*5)XXXXX(*3) XX
Vehicle speed sensor A/T
(Revolution sensor)XXXXX(*3) XX
Vehicle speed sensor MTR
(*1)XXXX X
Closed throttle position signal
(*5)(*2) X(*2) XXX(*4) X
Wide open throttle position signal
(*5)(*2) X (*2) X (*4) X
Turbine revolution sensor (Power
train revolution sensor)XX X XX
Engine speed signal X X X X
PNP switch XXXXX(*3) X(*4) X
Stop lamp switch signal
(*5)XX (*4) X
A/T fluid temperature sensors X X X X X X
3rd position switch signal
(*5)XXXX (*4) X
TCM power supply voltage signal X X X X
Out-
putShift solenoid valve A/B X (*3) X X
Line pressure solenoid X (*3) X X
Torque converter clutch solenoid
valveX(*3) XX
Overrun clutch solenoid valve X X (*3) X X
A/T CHECK indicator lamp
(*6)X

AT-34
TROUBLE DIAGNOSIS

TROUBLE DIAGNOSISPFP:00004
DTC Inspection Priority ChartBCS000ZX
If some DTCs are displayed at the same time, perform inspections one by one based on the following priority
chart.
NOTE:
If DTC “CAN COMM CIRCUIT” is displayed with other DTCs, first perform the trouble diagnosis for
“CAN COMMUNICATION LINE”. Refer to AT- 1 3 3
.
Fail-safeBCS000ZY
The TCM has an electronic Fail-safe mode. This allows the vehicle to be driven even if a major electrical input/
output device circuit is damaged.
Under Fail-safe, the vehicle always runs in third gear, even with a shift lever position of “1”, “2”, “3” or “D”. The
customer may complain of sluggish or poor acceleration.
Always follow the AT- 3 7 , "
WORK FLOW" .
The SELF-DIAGNOSIS results will be as follows:

The first SELF-DIAGNOSIS will indicate damage to the vehicle speed sensor or the revolution sensor.

During the next SELF-DIAGNOSIS, performed after checking the sensor, no damages will be indicated.
FAIL-SAFE FUNCTION
The following fail-safe functions allow vehicles to be driven even when sensor, switch or solenoid malfunction
occurs.
Vehicle Speed Sensor 1 (Revolution Sensor)
Vehicle speed sensor 2 signal is input from combination meter.
Accelerator Pedal Position Sensor Signal
TCM controls the throttle opening angle to a predetermined fixed position to enable driving if a malfunctioning
signal is input to TCM.
Park/Neutral Position (PNP) Switch
When the multiple PNP switch signals are input to TCM, the priority of selector lever position becomes “D”·“3”,
“N”, “R”, “2” and “1” in order by internal TCM determination.
The use of 4th gear is inhibited until normal operation resumes. Because the hydraulic circuit of the control
valve is switched by manual valve according to the selector lever position, however, actual operating condition
of vehicle becomes as follows.
Priority Detected items
1 CAN communication line
2 Except above
Actual lever position PNP switch input signal Running status
“P” “P” position and other position signals P
“R” “R” position and other position signals R
“N” “N” position and other position signals N
“D”·“3” “D” position and other position signals D
1 ⇔D2 ⇔D3
“2”“2” position and other position signals (Except “1” position) 21 ⇔22 ⇔23
“2” position and “1” position signals 21 ⇔22
“1”“1” position and other position signals (Except “2” position) 11 ⇔12 ⇔13
“1” position and “2” position signals 11 ⇔12

AT-36
TROUBLE DIAGNOSIS

How to Perform Trouble Diagnoses for Quick and Accurate RepairBCS000ZZ
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor, accelera-
tor pedal position sensor or PNP switch and provides shift control or
lock-up control via A/T solenoid valves.
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 malfunction that occurs inter-
mittently rather than continuously. Most intermittent malfunctions are
caused by poor electric connections or improper wiring. In this case,
careful checking of suspected circuits may help prevent the replace-
ment of good parts.
A visual check only, may not find the cause of the malfunctions. A
road test with CONSULT-II or a circuit tester connected should be
performed. Follow the AT- 3 7 , "
WORK FLOW" .
Before undertaking actual checks, take a few minutes to talk with a
customer who approaches with a drivability complaint. The customer
can supply good information about such malfunctions, especially
intermittent ones. Find out what symptoms are present and under
what conditions they occur. A “DIAGNOSTIC WORKSHEET” like the
example (AT- 3 8 , "
DIAGNOSTIC WORKSHEET" ) should be used.
Start your diagnosis by looking for “conventional” malfunctions first.
This will help troubleshoot drivability malfunctions on an electroni-
cally controlled engine vehicle.
Also check related Service bulletins for information.
SAT631IA
SAT632I
SEF234G

TROUBLE DIAGNOSIS
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WORK FLOW
A good understanding of the malfunction conditions can make troubleshooting faster and more accurate. In
general, each customer feels differently about a malfunction. It is important to fully understand the symptoms
or conditions for a customer complaint.
Make good use of the two sheets provided, AT- 3 8 , "
Information From Customer" and AT- 3 9 , "Diagnostic
Worksheet" , to perform the best troubleshooting possible.
Work Flow Chart
*1AT- 3 8*2AT- 3 9*3AT- 3 4
*4AT- 1 4*5AT- 4 3, AT- 4 6*6AT- 4 8
*7AT- 6 9*8AT- 7 6*9AT- 8 0
*10AT-157*11AT- 1 6 8*12AT- 5 5
*13AT- 7 0*14AT- 7 9*15AT- 8 0
*16AT-157
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TROUBLE DIAGNOSIS
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Diagnostic Worksheet
1.❏ Read the Fail-safe and listen to customer complaints.AT- 3 4, AT- 3 8
2.❏ Check A/T fluidAT- 1 4❏ Leakage (Follow specified procedure)
❏ Fluid condition
❏ Fluid level
3.❏ Perform “STALL TEST” and “LINE PRESSURE TEST”.AT- 4 3
,
AT- 4 6
❏ “STALL TEST” — Mark possible damaged components/others.
❏ Torque converter one-way clutch
❏ Reverse clutch
❏ Forward clutch
❏ Overrun clutch
❏ Forward one-way clutch❏ Low & reverse brake
❏ Low one-way clutch
❏ Engine
❏ Line pressure is low
❏ Clutches and brakes except high clutch and
brake band are OK
❏ “LINE PRESSURE TEST” — Suspected parts:
4.❏ Perform “Road Test”.AT- 4 8
4-1.“Check Before Engine is Started”AT- 4 8
❏ AT-173, "A/T CHECK Indicator Lamp Does Not Come On" .
❏ Perform self-diagnostics. Enter checks for detected items. AT- 6 9
, AT- 7 6 .
❏ AT-133, "
CAN COMMUNICATION LINE" .
❏ AT-80, "
VEHICLE SPEED SENSOR·A/T (REVOLUTION SENSOR)" .
❏ AT-86, "
VEHICLE SPEED SENSOR MTR" .
❏ AT-120, "
TURBINE REVOLUTION SENSOR" .
❏ AT-90, "
SHIFT SOLENOID VALVE A" .
❏ AT-95, "
SHIFT SOLENOID VALVE B" .
❏ AT-100, "
OVERRUN CLUTCH SOLENOID VALVE" .
❏ AT-105, "
TORQUE CONVERTER CLUTCH SOLENOID VALVE" .
❏ AT-110, "
BATT/FLUID TEMP SEN (A/T FLUID TEMP SENSOR CIRCUIT AND TCM POWER
SOURCE)" .
❏ AT-116, "
ENGINE SPEED SIGNAL" .
❏ AT-136, "
A/T 1ST GEAR FUNCTION" .
❏ AT-140, "
A/T 2ND GEAR FUNCTION" .
❏ AT-143, "
A/T 3RD GEAR FUNCTION" .
❏ AT-146, "
A/T 4TH GEAR FUNCTION" .
❏ AT-151, "
A/T TCC S/V FUNCTION (LOCK-UP)" .
❏ AT-126, "
LINE PRESSURE SOLENOID VALVE" .
❏ AT-156, "
CONTROL UNIT (RAM)" .
❏ AT-157, "
CONTROL UNIT (ROM)" .
4-2.“Check at Idle”AT- 4 8
❏ AT-175, "Engine Cannot Be Started in “P” and “N” Position" .
❏ AT-176, "
In “P” Position, Vehicle Moves Forward or Backward When Pushed" .
❏ AT-176, "
In “N” Position, Vehicle Moves" .
❏ AT-177, "
Large Shock. “N” → “R” Position" .
❏ AT-179, "
Vehicle Does Not Creep Backward in “R” Position" .
❏ AT-181, "
Vehicle Does Not Creep Forward in “D”, “3”, “2” or “1” Position" .

AT-40
TROUBLE DIAGNOSIS

4. 4-3.“Cruise Test”AT- 5 0
Part 1
❏ AT-182, "
Vehicle Cannot Be Started From D1" .
❏ AT-184, "
A/T Does Not Shift: D1 → D2 or Does Not Kickdown: D4 → D2" .
❏ AT-186, "
A/T Does Not Shift: D2 → D3" .
❏ AT-188, "
A/T Does Not Shift: D3 → D4" .
❏ AT-191, "
A/T Does Not Perform Lock-up" .
❏ AT-193, "
A/T Does Not Hold Lock-up Condition" .
❏ AT-195, "
Lock-up Is Not Released" .
❏ AT-195, "
Engine Speed Does Not Return To Idle (Light Braking D4 → D3 )" .
Part 2AT- 5 1
❏ AT-182, "Vehicle Cannot Be Started From D1" .
❏ AT- 1 8 4 , "
A/T Does Not Shift: D1 → D2 or Does Not Kickdown: D4 → D2" .
❏ AT-186, "
A/T Does Not Shift: D2 → D3" .
❏ AT-188, "
A/T Does Not Shift: D3 → D4" .
Part 3AT- 5 2
❏ AT-197, "A/T Does Not Shift: D4 → 33 , When A/T Selector Lever “D” → “3”" .
❏ AT-203, "
Vehicle Does Not Decelerate By Engine Brake (D4 → 33 )" .
❏ AT-198, "
A/T Does Not Shift: 33 → 22 , When Selector Lever “3” → “2” Position" .
❏ AT-205, "
Vehicle Does Not Decelerate By Engine Brake (33 → 22 )" .
❏ AT-200, "
A/T Does Not Shift: 22 → 11 , When Selector Lever “2” → “1” Position" .
❏ AT-208, "
Vehicle Does Not Decelerate By Engine Brake (22 → 11 )" .
❏ Perform self-diagnostics. Enter checks for detected items. AT- 6 9
, AT- 7 6 .
❏ AT-133, "
CAN COMMUNICATION LINE" .
❏ AT-80, "
VEHICLE SPEED SENSOR·A/T (REVOLUTION SENSOR)" .
❏ AT-86, "
VEHICLE SPEED SENSOR MTR" .
❏ AT-120, "
TURBINE REVOLUTION SENSOR" .
❏ AT-90, "
SHIFT SOLENOID VALVE A" .
❏ AT-95, "
SHIFT SOLENOID VALVE B" .
❏ AT-100, "
OVERRUN CLUTCH SOLENOID VALVE" .
❏ AT-105, "
TORQUE CONVERTER CLUTCH SOLENOID VALVE" .
❏ AT-110, "
BATT/FLUID TEMP SEN (A/T FLUID TEMP SENSOR CIRCUIT AND TCM POWER
SOURCE)" .
❏ AT-116, "
ENGINE SPEED SIGNAL" .
❏ AT-136, "
A/T 1ST GEAR FUNCTION" .
❏ AT-140, "
A/T 2ND GEAR FUNCTION" .
❏ AT-143, "
A/T 3RD GEAR FUNCTION" .
❏ AT-146, "
A/T 4TH GEAR FUNCTION" .
❏ AT-151, "
A/T TCC S/V FUNCTION (LOCK-UP)" .
❏ AT-126, "
LINE PRESSURE SOLENOID VALVE" .
❏ AT-156, "
CONTROL UNIT (RAM)" .
❏ AT-157, "
CONTROL UNIT (ROM)" .
5.❏ For self-diagnosis NG items, inspect each component. Repair or replace the damaged parts.
6.❏ Perform “Road Test”.AT- 4 8
7.❏ Perform the Diagnostic Procedures for all remaining items marked NG. Repair or replace the damaged parts.
Refer to the Symptom Chart when you perform the procedures. (The chart also shows some other possible
symptoms and the component inspection orders.)AT- 5 5
8.❏ Erase DTC from TCM and ECM memories.AT- 6 9AT- 7 9

TROUBLE DIAGNOSIS
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Inspections Before Trouble DiagnosisBCS00102
A/T FLUID CHECK
Fluid Leakage and Fluid Level Check
Inspect for A/T fluid leakage and check the A/T fluid level. Refer to AT- 1 4 , "Checking A/T Fluid" .
A/T Fluid Condition Check
Inspect the A/T fluid condition.
STALL TEST
Stall Test Procedure
1. Check ATF and engine oil levels. If necessary, add ATF and oil.
2. Drive vehicle for approximately 10 minutes or until ATF and
engine oil reach operating temperature.
3. Set parking brake and block wheels.
4. Install a tachometer where it can be seen by driver during test.

It is good practice to mark the point of specified engine
rpm on indicator.
5. Start engine, apply foot brake, and place selector lever in “D”
position.
Fluid status Conceivable Cause Required Operation
Varnished (viscous
varnish state)Clutch, brake
scorchedReplace the ATF and check the A/T
main unit and the vehicle for mal-
functions (wire harnesses, cooler
pipes, etc.)
Milky white or
cloudyWater in the ATFReplace the ATF and check for
places where water is getting in.
Large amount of
metal powder mixed
inUnusual wear of
sliding parts within
A/TReplace the ATF and check for
improper operation of the A/T.
SAT638A
ATF operating temperature: 50 - 80°C (122 - 176°F)
SAT647B
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