CVT NISSAN TEANA 2014 Service Manual

TM-22
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
STRUCTURE AND OPERATION
STRUCTURE AND OPERATION
TRANSAXLE
TRANSAXLE : Cross-Sectional ViewINFOID:0000000009463980
Converter housing Oil pump Planetary gear
Control valve Oil pan Steel belt
Primary pulley Secondary pulley Side cover
Transaxle case Differential case Final gear
Reduction gear Idler gear Output gear
Drive sprocket Torque converter Driven sprocket
Oil pump chain
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STRUCTURE AND OPERATIONTM-23
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TRANSAXLE : Operation StatusINFOID:0000000009463981
× : Engaged or applied.
TRANSAXLE : Transaxle MechanismINFOID:0000000009463982
TORQUE CONVERTER (WITH LOCK-UP FUNCTION)
In the same way as a conventional A/T, the torque c onverter is a system that increases the engine torque and
transmits the torque to the transaxle. A symmetr ical 3-element, 1-stage, 2-phase type is used here.
OIL PUMP
Utilizes a vane-type oil pump that is driven by the engi ne through the oil pump drive chain in order to increase
efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume in high-speed
zone. Discharged oil from oil pump is transmitted to contro l valve. It is used as the oil of primary and second-
ary pulley operation, the oil of clutch operation, and the lubricant for each part.
PLANETARY GEAR
• A planetary gear type of forward/reverse selector me chanism is installed between the torque converter and
primary pulley.
• The power from the torque converter is input via the i nput shaft, operating a wet multi-plate clutch by means
of hydraulic pressure to switch between forward and reverse driving.
Operation of Planetary gear
BELT & PULLEY
It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt
(the steel plates are placed conti nuously and the belt is guided with the multilayer steel rings on both sides).
Selector lever
position Parking mech-
anism Forward
clutch Reverse brake Primary pulley Secondary
pulley Steel belt Final drive
P ×
R ×××××
N
D × ××××
DS × ××××
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TM-24
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
STRUCTURE AND OPERATION
The groove width changes according to wrapping radius of
steel belt and pulley from low status to overdrive
status continuously with non-step. It is controlled wit h the oil pressures of primary pulley and secondary pulley.
Steel Belt
It is composed of multiple steel plates (A) and two steel rings (B)
stacked to a several number. The feature of this steel belt transmits
power with compression of the steel plate in contrast with transmis-
sion of power in pulling with a rubber belt. Friction force is required
with the pulley slope to transmit power from the steel plate. The force
is generated with the following mechanism:
Oil pressure applies to the secondary pulley to nip the plate. ⇒The
plate is pushed and extended outward. ⇒The steel ring shows with-
stands. ⇒Pulling force is generated on the steel ring. ⇒The plate of
the primary pulley is nipped between the pulley. ⇒Friction force is
generated between the steel belt and the pulley.
Therefore, responsibilities are divi ded by the steel plate that trans-
mits the power with compression and the steel ring that main tains necessary friction force. In this way, the
tension of the steel ring is distributed on the entire su rface and stress variation is limited, resulting in good
durability.
Pulley
The primary pulley (input shaft side) and the secondary pulley (output shaft side) have the shaft with slope
(fixed cone surface), movable sheave (movable cone surface that can move in the axial direction) and oil pres-
sure chamber at the back of the movable sheave.
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STRUCTURE AND OPERATIONTM-25
< SYSTEM DESCRIPTION > [CVT: RE0F10D]
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The movable sheave slides on the shaft to change the gr oove width of the pulley. Input signals of engine load
(accelerator pedal opening), primary pulley speed and secondary pulley speed change the operation pres-
sures of the primary pulley and the secondary pulley, and controls the pulley groove width.
FINAL DRIVE AND DIFFERENTIAL
The deceleration gears are composed of 2 stages: primar y deceleration (output gear, idler gear pair) and sec-
ondary deceleration (reduction gear, final gear pa ir). All of these gears are helical gears.
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TM-26
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
STRUCTURE AND OPERATION
The lubrication oil is the same as the CVT
fluid which lubricates the entire transaxle.
TRANSAXLE : Oil Pressure System INFOID:0000000009463983
Oil pressure required for operation of the transaxle transmission mechanism is generated by oil pump, oil
pressure control valve, solenoid valve, etc.
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STRUCTURE AND OPERATIONTM-27
< SYSTEM DESCRIPTION > [CVT: RE0F10D]
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TRANSAXLE : Component DescriptionINFOID:0000000009463984
FLUID COOLER & FLUID WARMER SYSTEM
Part name Function
Torque converter Increases engine torque and transmits it to the transaxle.
Oil pump Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to
increase efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume
in high-speed zone. Discharged oil from oil pump is tr ansmitted to control valve. It is used as the oil of
primary and secondary pulley operation, the oil of clutch operation, and the lubricant for each part.
Forward clutch The forward clutch is wet and multiple plate type clutch that consists of clutch drum, piston, drive plate,
and driven plate. It is a clutch to move the vehicle forward by activating piston hydraulically, engaging
plates, and directly connecting sun gear and input shaft.
Reverse brake The reverse brake is a wet multiple-plate type brake that consists of transaxle case, piston, drive plate,
and driven plate. It is a brake to move the vehicle in reverse by activating piston hydraulically, engaging
plates, and fixing planetary gear.
Internal gear The internal gear is directly connected to forward clutch drum. It is a gear that moves the outer edge of
pinion planet of planet carrier. It transmits power to move the vehicle in reverse when the planet carrier
is fixed.
Planet carrier Composed of a carrier, pinion planet, and pinion shaft. This gear fixes and releases the planet carrier in
order to switch between forward and reverse driving.
Sun gear Sun gear is a set part with planet carrier and internal gear. It transmits transmitted force to primary fixed
sheave. It rotates in forward or reverse direction according to activation of either forward clutch or re-
verse brake.
Input shaft The input shaft is directly connected to forward clutch drum and transmits traction force from torque con-
verter. In shaft center, there are holes for hydraulic distribution to primary pulley and hydraulic distribution
for lockup ON/OFF.
Primary pulley It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt. The groove width changes according to wrapping radius of steel belt and pulley from low status to
overdrive status continuously with non-step. It is controlled with the oil pressures of primary pulley and
secondary pulley.
Secondary pulley
Steel belt
Manual shaft When the manual shaft is in the P position, the parking rod that is linked to the manual shaft rotates the
parking pole. When the parking pole rotates, it engages with the parking gear, fixing the parking gear. As
a result, the secondary pulley that is integrated with the parking gear is fixed.
Parking rod
Parking pawl
Parking gear
Output gear
The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and
secondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.
Idler gear
Reduction gear
Differential
Torque converter regulator
valve Adjusts the feed pressure to the torque converter to the optimum pressure corresponding to the driving
condition.
Pressure regulator valve Adjusts the discharge pressure from the oil pump to the optimum pressure (line pressure) corresponding
to the driving condition.
Torque converter clutch
control valve Adjusts the torque converter engage and disengage pressures.
Manual valve Distributes the clutch operation pressure to each circuit according to the selector lever position.
Secondary reducing valve Reduces line pressure and adjusts secondary pressure.
Primary reducing valve Reduces line pressure and adjusts primary pressure.
Pilot valve A Reduces line pressure and adjusts pilot pressure to the solenoid valves listed below.
• Primary pressure solenoid valve
• Secondary pressure solenoid valve
• Select solenoid valve
• Line pressure solenoid valve
Pilot valve B Reduces pilot pressure and adjusts pilot pressure to the torque converter clutch solenoid valve.
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TM-28
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
STRUCTURE AND OPERATION
FLUID COOLER & FLUID WARMER SYSTEM : System Description
INFOID:0000000009463985
CVT FLUID COOLER SCHEMATIC
COMPONENT DESCRIPTION
CVT Oil Warmer
• The CVT oil warmer (1) is installed on the front part of transaxle
assembly.
• When engine is started while engine and CVT are cold, engine coolant temperature rises more quickly than CVT fluid tempera-
ture. CVT oil warmer is provided with two circuits for CVT and
engine coolant respectively so that warmed engine coolant warms
CVT quickly. This helps shorten CVT warming up time, improving
fuel economy.
• A cooling effect is obtained when CVT fluid temperature is high.
Heater Thermostat
• The heater thermostat (1) is insta lled on the front part of transaxle
assembly.
• The heater thermostat open and close with set temperature.
SHIFT LOCK SYSTEM
SHIFT LOCK SYSTEM : System DescriptionINFOID:0000000009463986
The shift lever cannot be shifted from the “P” positi on unless the brake pedal is depressed while the ignition
switch is set to ON. The shift lock is unlocked by turn ing the shift lock solenoid ON when the ignition switch is
set to ON, the park position switch is turned ON (selec tor lever is in “P” position), and the stop lamp switch is
turned ON (brake pedal is depressed) as shown in the oper ation chart in the figure. Therefore, the shift lock
solenoid receives no ON signal and the shift lock remains locked if all of the above conditions are not fulfilled.
However, selector operation is allowed if the shift lock release button is pressed.
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STRUCTURE AND OPERATIONTM-29
< SYSTEM DESCRIPTION > [CVT: RE0F10D]
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SHIFT LOCK OPERATION AT “P” POSITION
When Brake Pedal Is Not Depressed (No Selector Operation Allowed)
The shift lock solenoid (A) is turned OFF (not energized) and the
solenoid rod (B) is extended with the spring when the brake pedal is
not depressed (no selector operation allowed) with the ignition
switch ON.
The connecting lock lever (C) is located at the position shown in the
figure when the solenoid rod is extended. It prevents the movement
of the detent rod (D). For these r easons, the selector lever cannot be
shifted from the “P” position.
When Brake Pedal Is Depressed (Shift Operation Allowed)
The shift lock solenoid (A) is turned ON (energized) when the brake
pedal is depressed with the ignition switch ON. The solenoid rod (B)
is compressed by the electromagnetic force. The connecting lock
lever (C) rotates when the solenoid is activated. Therefore, the
detent rod (D) can be moved. For t hese reasons, the selector lever
can be shifted to other positions.
“P” POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)
The shift lock solenoid (A) is not energized when the ignition switch
is in any position other than ON. In this condition, the shift mecha-
nism is locked and “P” position is held. The operation cannot be per-
formed from “P” position if the brake pedal is depressed with the
ignition switch ON when the operation system of shift lock solenoid is
malfunctioning. However, the lock lever (B) is forcibly rotated and the
shift lock is released when the shift lock release button (C) is
pressed from above. Then the sele ctor operation from “P” position
can be performed.
CAUTION:
Use the shift lock release button only when the selector lever canno t be operated even if the brake
pedal is depressed with the ignition switch ON.
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TM-30
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
SYSTEM
SYSTEM
CVT CONTROL SYSTEM
CVT CONTROL SYSTEM :
System DescriptionINFOID:0000000009463987
SYSTEM DIAGRAM
MAIN CONTROL CONTENTS OF TCM
SYSTEM DESCRIPTION
AWDIA1096GB
Controls Reference
Line pressure control TM-35, "LINE PRESSURE CONTROL : System Description"
Shift control TM-36, "SHIFT CONTROL : System Description"
Select control TM-38, "SELECT CONTROL : System Description"
Lock-up control TM-38, "LOCK-UP CONTROL : System Description"
Fail-safe TM-56, "Fail-safe"
Self-diagnosis functionTM-43, "CONSULT Function"
Communication function with CONSULT TM-43, "CONSULT Function"
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SYSTEMTM-31
< SYSTEM DESCRIPTION > [CVT: RE0F10D]
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• CVT detects the vehicle driving status from switc hes, sensors and signals, and controls the vehicle so that
the optimum shift position and shift timing may always be achieved. It also controls the vehicle to reduce
shift and lockup shock, etc.
• Receives input signals from switches and sensors.
• Sends the output signal necessary for operation of so lenoid valves, and evaluates the line pressure, shift
timing, lockup operation, engine brake performance, etc.
• If a malfunction occurs on the electric system, activa te the fail-safe mode only to drive the vehicle.
LIST OF CONTROL ITEMS AND INPUT/OUTPUT
*: If these input/output signals show errors, TCM activates the fail-safe function.
CVT CONTROL SYSTEM : Fail-safeINFOID:0000000009463988
TCM has a fail-safe mode. The mode functions so that operation can be continued even if the signal circuit of
the main electronically controlled input/output parts is damaged.
If the vehicle shows following behaviors including “poor acceleration”, a malfunction of the applicable system
is detected by TCM and the vehicle may be in a fail-s afe mode. At this time, check the DTC code and perform
inspection and repair according to the malfunction diagnosis procedures.
Fail-safe function
Control Item Shift control Line pressure
control Select control Lock-up con-
trol Fail-safe func-
tion*
Input Engine torque signal
(CAN communication) ×××××
Engine speed signal
(CAN communication) ×××××
Accelerator pedal position signal
(CAN communication) ××××
Closed throttle position signal
(CAN communication) ×× ×
Stop lamp switch signal
(CAN communication) ××××
Primary pressure sensor ×
Secondary pressure sensor ×× ×
CVT fluid temperature sensor ×××××
Primary speed sensor ×××××
Output speed sensor ×× ××
Input speed sensor ×××××
Transmission range switch ×××××
Overdrive control switch
(CAN communication) ×× ×
Output Line pressure solenoid valve
××× ×
Primary pressure solenoid valve ×× ×
Torque converter clutch solenoid
valve ××
Secondary pressure solenoid valve ×× ×
Select solenoid valve ×××
Shift position indicator
(CAN communication) ×
O/D OFF indicator lamp
(CAN communication) ×
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