Its control NISSAN TEANA 2014 Service Manual

COMPONENT PARTSTM-19
< SYSTEM DESCRIPTION > [CVT: RE0F10D]
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• When pressure is applied to the metal diaphragm in the secondary pressure sensor, the metal diaphragm is deformed, resulting in voltage change. TCM evaluates the secondary pressure from its voltage change. Volt-
age is increased along with pressure increase.
CVT CONTROL SYSTEM : Primar y Pressure Solenoid ValveINFOID:0000000009463971
• The primary pressure solenoid valve is installed to control valve.
• The primary pressure solenoid valve controls the pr imary reducing valve. For information about the primary
reducing valve, refer to TM-27, "TRANSAXLE : Component Description"
.
• The primary pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type].
NOTE:
• The principle of the linear solenoid valve utilizes the fa ct that the force pressing on the valve spool installed
inside the coil increases nearly in proportion to the current . This allows it to produce a fluid pressure that is
proportional to this pressing force.
• The N/H (normal high) produces hydraulic control when the coil is not energized.
CVT CONTROL SYSTEM : Secondar y Pressure Solenoid ValveINFOID:0000000009463972
• The secondary pressure solenoid valve is installed to control valve.
• The secondary pressure solenoid valve controls the secondary reducing valve. For information about the
secondary reducing valve, refer to TM-27, "TRANSAXLE : Component Description"
.
• The secondary pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type].
NOTE:
• The principle of the linear solenoid valve utilizes the fa ct that the force pressing on the valve spool installed
inside the coil increases nearly in proportion to the current . This allows it to produce a fluid pressure that is
proportional to this pressing force.
• The N/H (normal high) produces hydraulic control when the coil is not energized.
CVT CONTROL SYSTEM : Se lect Solenoid ValveINFOID:0000000009463973
• The select solenoid valve is installed to control valve.
• The select solenoid valve adjusts the tightening pressure of the forward clutch and reverse brake. For infor- mation about the forward clutch and reverse brake, refer to TM-27, "TRANSAXLE : Component Description"
.
• The select solenoid valve uses the linear solenoid valve [N/H (normal high) type].
NOTE:
• The principle of the linear solenoid valve utilizes the fa ct that the force pressing on the valve spool installed
inside the coil increases nearly in proportion to the current . This allows it to produce a fluid pressure that is
proportional to this pressing force.
• The N/H (normal high) type produces hydraulic control when the coil is not energized.
CVT CONTROL SYSTEM : Torque Converter Clutch Solenoid ValveINFOID:0000000009463974
• The torque converter clutch solenoid valve is installed to control valve.
• The torque converter clutch solenoid valve controls the torque converter clutch control valve. For information
about the torque converter clutch control valve, refer to TM-27, "TRANSAXLE : Component Description"
.
• The torque converter clutch solenoid valve utilizes a linear solenoid valve [N/L (normal low) type].
NOTE:
JSDIA1831GB
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TM-20
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
COMPONENT PARTS
• The principle of the linear solenoid valve utilizes the fa
ct that the force pressing on the valve spool installed
inside the coil increases nearly in proportion to the current . This allows it to produce a fluid pressure that is
proportional to this pressing force.
• The N/L (normal low) type does not produce hydr aulic control when the coil is not energized.
CVT CONTROL SYSTEM : Line Pressure Solenoid ValveINFOID:0000000009463975
• The line pressure solenoid valve is installed to control valve.
• The line pressure solenoid valve controls the pressure regulator valve. For information about the pressure
regulator valve, refer to TM-27, "TRANSAXLE : Component Description"
.
• The line pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type]. NOTE:
• The principle of the linear solenoid valve utilizes the fa ct that the force pressing on the valve spool installed
inside the coil increases nearly in proportion to the current . This allows it to produce a fluid pressure that is
proportional to this pressing force.
• The N/H (normal high) produces hydraulic control when the coil is not energized.
CVT CONTROL SYSTEM : Overdrive Control SwitchINFOID:0000000009463976
• The overdrive control switch is inst alled to the selector lever knob.
• If the overdrive control switch is pressed when the O/D OFF indicator lamp on the combination meter is not
lit, the status changes to overdrive OFF and the O/D OFF indicator lamp illuminates.
• If the overdrive control switch is pressed when the O/ D OFF indicator lamp on the combination meter is lit,
the overdrive OFF status is canceled and the O/D OFF indicator lamp turns off.
CVT CONTROL SYSTEM : O/D OFF Indicator LampINFOID:0000000009463977
• O/D OFF indicator lamp is positioned on the combination meter.
• The O/D OFF indicator lamp illuminates when the overdrive function is deactivated (O/D OFF).
• For checking the bulb, this lamp turns on for a cert ain period of time when the ignition switch turns ON,
andthen turns off.
CVT CONTROL SYSTEM : Sh ift Position IndicatorINFOID:0000000009463978
TCM transmits shift position signal to combination meter via CAN communication. The actual shift position is
displayed on combination meter according to the signal.
SHIFT LOCK SYSTEM
Condition (status) O/D OFF indicator lamp
Ignition switch OFF. OFF
Ignition switch ON. ON (Approx. 2 seconds)
Overdrive control switch is pressed when the selector lever is in
the D position and the O/D OFF indicator lamp is OFF (when sys-
tem is normal). ON
Overdrive control switch is pressed when the selector lever is in
the D position and the O/D OFF indicator lamp is ON. OFF
Selector lever is shifted from the D position to another position-
when the O/D OFF indicator lamp is ON. OFF
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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.
JSDIA2428GB
JSDIA2431ZZ
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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-34
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
SYSTEM
CVT CONTROL SYSTEM : Protection Control
INFOID:0000000009463989
The TCM becomes the protection control status temporar ily to protect the safety when the safety of TCM and
transmission is lost. It automatically returns to the normal status if the safety is secured.
The TCM has the following protection control.
CONTROL FOR WHEEL SPIN
TORQUE IS REDUCED WHEN DRIVING WITH THE REVERSE GEAR
CONTROL WHEN FLUID TEMPERATURE IS HIGH
P2813 • Selector shock is large
•Start is slow
• Acceleration is slow
• Vehicle speed is not increased When a malfunction occurs on the low oil pressure side
• Selector shock is large When a malfunction occurs on the high oil pressure side
P2814 • Selector shock is large —
P2815 • Selector shock is large —
U0073 • Selector shock is large
•Start is slow
• Acceleration is slow
• Lock-up is not performed —
U0100 • Selector shock is large
•Start is slow
• Acceleration is slow
• Lock-up is not performed —
U0140 • Not changed from normal driving —
U0141 • Not changed from normal driving —
U0155 • Not changed from normal driving —
U0300 • Selector shock is large
•Start is slow
• Acceleration is slow
• Lock-up is not performed —
U1000 • Not changed from normal driving — U1117 • Not changed from normal driving — DTC Vehicle behavior Conditions of vehicle
Control
When a wheel spin is detected, the engine output and gear ratio are limited and the line pressure is increased.
Limits engine output when a wheel spin occurs in any of right and left drive wheels.
Vehicle behavior in
control If the accelerator is kept depressing during wheel spin, the engine revolution and vehicle speed are limited to
a certain degree.
Normal retu rn condi-
tion Wheel spin convergence returns the control to the normal control.
Control Engine output is controlled according to a vehicle speed while reversing the vehicle.
Vehicle behavior in
control Power performance may be lowered while reversing the vehicle.
Normal retu rn condi-
tion Torque returns to normal by positioning the selector lever in a range other than “R” position.
Control
When the CVT fluid temperature is high, the gear shift permission maximum revolution and the maximum
torque are reduced than usual to prevent increase of the oil temperature.
Vehicle behavior in
control Power performance may be lowered, compared to normal control.
Normal retu rn condi-
tion The control returns to the normal control when CVT fluid temperature is lowered.
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TM-40
< SYSTEM DESCRIPTION >[CVT: RE0F10D]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOST
IC (OBD) SYSTEM
DescriptionINFOID:0000000009463994
This is an on board diagnosis system which records diagnosis information related to the exhaust gases. It
detects malfunctions related to sensors and actuators. The malfunctions are indicated by means of the mal-
function indicator lamp (MIL) and are stored as DTC in the ECU memory. The diagnosis information can be
checked using a diagnosis tool (GST: Generic Scan Tool).
Function of OBDINFOID:0000000009463995
The GST is connected to the diagnosis connector on t he vehicle and communicates with the on-board control
units to perform diagnosis. The diagnosis connector is the same as for CONSULT. Refer to GI-51, "Descrip-
tion".
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TCM
TM-59
< ECU DIAGNOSIS INFORMATION > [CVT: RE0F10D]
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Protection Control INFOID:0000000009464003
The TCM becomes the protection control status temporar ily to protect the safety when the safety of TCM and
transmission is lost. It automatically returns to the normal status if the safety is secured.
The TCM has the following protection control.
CONTROL FOR WHEEL SPIN
TORQUE IS REDUCED WHEN DRIVING WITH THE REVERSE GEAR
CONTROL WHEN FLUID TEMPERATURE IS HIGH
REVERSE PROHIBIT CONTROL
DTC Inspection Priority ChartINFOID:0000000009464004
If multiple malfunction codes are detected at the same time, check each code according to the DTC check pri-
ority list below.
Control When a wheel spin is detected, the engine output and gear ratio are limited and the line pressure is increased.
Limits engine output when a wheel spin occurs in any of right and left drive wheels.
Vehicle behavior in
control If the accelerator is kept depressing during wheel spin, the engine revolution and vehicle speed are limited to
a certain degree.
Normal return condi-
tion Wheel spin convergence returns the control to the normal control.
Control Engine output is controlled according to a vehicle speed while reversing the vehicle.
Vehicle behavior in
control Power performance may be lowered while reversing the vehicle.
Normal return condi-
tion Torque returns to normal by positioning the sele
ctor lever in a range other than “R” position.
Control When the CVT fluid temperature is high, the gear shift permission maximum revolution and the maximum
torque are reduced than usual to prevent increase of the oil temperature.
Vehicle behavior in
control Power performance may be lowered, compared to normal control.
Normal return condi-
tion The control returns to the normal control when CVT fluid temperature is lowered.
ControlThe reverse brake is controlled to avoid becoming engaged when the selector lever is set in “R” position while
driving in forward direction at more than the specified speed.
Vehicle behavior in
control If the selector lever is put at “R” position when driving with the forward gear, the gear becomes neutral, not
reverse.
Normal return condi-
tion The control returns to normal control when the vehicle is driven at low speeds. (The reverse brake becomes
engaged.)
Priority DTC (Diagnostic Trouble Code) Reference
1 P0863 CONTROL UNIT (CAN)
TM-143, "DTC Logic"
U0073 COMM BUS A OFF TM-88, "DTC Logic"
U0100 LOST COMM (ECM A)TM-89, "DTC Logic"
U0140 LOST COMM (BCM)TM-90, "DTC Logic"
U0141 LOST COMM (BCM A)TM-91, "DTC Logic"
U0155 LOST COMM (IPC)TM-92, "DTC Logic"
U0300 CAN COMM DATA TM-93, "DTC Logic"
U1000 CAN COMM CIRCTM-94, "DTC Logic"
U1117 LOST COMM (ABS)TM-95, "DTC Logic"
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U0300 CAN COMMUNICATION DATATM-93
< DTC/CIRCUIT DIAGNOSIS > [CVT: RE0F10D]
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U0300 CAN COMMUNICATION DATA
DTC LogicINFOID:0000000009464029
DTC DETECTION LOGIC
DTC CONFIRMATION PROCEDURE
1.PREPARATION BEFORE WORK
If another “DTC CONFIRMATION PROC EDURE” occurs just before, turn ignition switch OFF and wait for at
least 10 seconds, then perform the next test.
>> GO TO 2.
2.CHECK DTC DETECTION
With CONSULT
1. Start the engine and wait for 5 seconds or more.
2. Check the DTC.
Is
“U0300” detected?
YES >> Go to TM-93, "Diagnosis Procedure".
NO >> INSPECTION END
Diagnosis ProcedureINFOID:0000000009464030
1.CONTROL UNIT CHECK
Check the number of control units replaced before “U0300” is detected.
Is one control unit replaced?
YES >> The specification of the control unit replac ed may be incorrect. Check the part number and the
specification.
NO >> GO TO 2.
2.CONTROL UNIT CHECK
With CONSULT
1. Remove one of the control unit replaced.
2. Assemble the old control unit before replacement.
3. Turn ignition switch ON, and wait for 2 seconds or more.
4. Select “Self Diagnostic Results” in “TRANSMISSION”.
Is
“U0300”detected?
YES >> Turn OFF the ignition switch and check other control units in the same manner.
NO >> The specification of the control unit remov ed may be incorrect. Check the part number and the
specification.
DTC CONSULT screen terms
(Trouble diagnosis content) DTC detection condition Possible causes
U0300 CAN COMM DATA
(Internal Control Module Soft-
ware Incompatibility) When the ignition switch is ON, the data length
transmitted from each control unit is shorter
than the specified length and the status contin-
ues for 2 seconds or more. Control unit other than TCM
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TM-94
< DTC/CIRCUIT DIAGNOSIS >[CVT: RE0F10D]
U1000 CAN COMM CIRCUIT
U1000 CAN COMM CIRCUIT
DescriptionINFOID:0000000009464031
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 malfunction detection ability.
Many electronic control units are equipped onto a vehi cle, and each control unit shares information and links
with other control units during operation (not independently ). In CAN communication, control units are con-
nected with 2 communication lines (CAN-H line, CAN-L li ne) allowing a high rate of information transmission
with less wiring. Each control unit transmits/recei ves data but selectively reads required data only.
DTC LogicINFOID:0000000009464032
DTC DETECTION LOGIC
DTC CONFIRMATION PROCEDURE
1.PREPARATION BEFORE WORK
If another “DTC CONFIRMATION PROCEDURE” occurs just before, turn ignition switch OFF and wait for at
least 10 seconds, then perform the next test.
>> GO TO 2.
2.CHECK DTC DETECTION
With CONSULT
1. Start the engine and wait for at least 5 seconds.
2. Check the DTC.
Is
“U1000” detected?
YES >> Go to TM-94, "Diagnosis Procedure".
NO >> INSPECTION END
Diagnosis ProcedureINFOID:0000000009464033
For the diagnosis procedure, refer to LAN-18, "Trouble Diagnosis Flow Chart".
DTCCONSULT screen terms
(Trouble diagnosis content) DTC detection condition Possible causes
U1000 CAN COMM CIRCUIT
(CAN Communication Line) When the ignition switch is ON, TCM cannot
send the CAN communication signal continu-
ously for 2 seconds or more. Harness or connector
(CAN communication line is open or
shorted)
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CONTROL CABLETM-181
< REMOVAL AND INSTALLATION > [CVT: RE0F10D]
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CONTROL CABLE
Exploded ViewINFOID:0000000009464123
Removal and InstallationINFOID:0000000009464124
CAUTION:
Always apply the parking brake before pe rforming removal and installation.
REMOVAL
1. Apply the parking brake.
CAUTION:
Make sure the vehicle cannot move with the parking brake applied.
2. Remove the front air duct and air cleaner case assembly. Refer to EM-29, "Removal and Installation"
.
3. Remove the control cable nut ( ), using suitable tool.
4. Remove control cable (2) from manual lever (A).
5. Remove the lock plate (3) from control cable (2).
6. Remove control cable (2) from bracket (1).
7. Remove center console. Refer to IP-18, "Removal and Installation"
.
8. Disconnect the ITS control unit harness connectors and remove the ITS control unit (if equipped). Refer to
AV-436, "Removal and Installation"
.
1. Lock plate 2. Transaxle assembly 3. Bracket
4. Control cable 5. CVT shift selector assembly A. Manual lever
B. Retainer grommet
ALDIA0351GB
ALDIA0357ZZ
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