TCM NISSAN TIIDA 2007 Service User Guide

AT-34
A/T CONTROL SYSTEM
Revision: June 20062007 Versa
CONTROL OF SHIFT VALVES A AND B
Pilot pressure generated by the operation of shift solenoid valves A and B is applied to the end face of shift
valves A and B.
The figure above shows the operation of shift valve B. When the shift solenoid valve is “ON”, pilot pressure
applied to the end face of the shift valve overcomes spring force, moving the valve upward.
Lock-up ControlUCS005MH
The torque converter clutch piston in the torque converter is locked to eliminate torque converter slip and to
increase power transmission efficiency. The solenoid valve is controlled by an ON-OFF duty signal sent from
the TCM. The signal is converted to an oil pressure signal which controls the torque converter clutch piston.
CONDITIONS FOR LOCK-UP OPERATION
When vehicle is driven in 3rd and 4th gear positions, vehicle speed and throttle opening are detected. If the
detected values fall within the lock-up zone memorized in the TCM, lock-up is performed.
TORQUE CONVERTER CLUTCH SOLENOID VALVE CONTROL
Lock-up Control System Diagram
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OD ON OFF
Selector lever “D” position
Gear position D
4D3
Vehicle speed sensor More than set value
Accelerator pedal position signal Less than set opening
Closed throttle position signal OFF
A/T fluid temperature sensor More than 40°C (104°F)
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A/T CONTROL SYSTEM
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Lock-up Released
In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by drain-
ing the torque converter clutch piston applying pressure and the torque converter clutch piston release pres-
sure is generated.
In this way, the torque converter clutch piston is not coupled.
Lock-up Applied
In the lock-up applied state, the torque converter clutch control valve is set into the locked state by generating
the torque converter clutch piston applying pressure and the torque converter clutch piston release pressure is
drained.
In this way, the torque converter clutch piston is pressed and coupled.
SMOOTH LOCK-UP CONTROL
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 steadily increase the
torque converter clutch solenoid pressure.
In this way, the lock-up applying pressure gradually rises and while the torque converter clutch piston is put
into half-clutched status, the torque converter clutch piston applying pressure is increased and the coupling is
completed smoothly.
Engine Brake Control (Overrun Clutch Control)UCS005M I
Forward one-way clutch is used to reduce shifting shocks in downshifting operations. This clutch transmits
engine torque to the wheels. However, drive force from the wheels is not transmitted to the engine because
the one-way clutch rotates idle. This means the engine brake is not effective.
The overrun clutch operates when the engine brake is needed.
OVERRUN CLUTCH OPERATING CONDITIONS
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AT-36
A/T CONTROL SYSTEM
Revision: June 20062007 Versa
OVERRUN CLUTCH SOLENOID VALVE CONTROL
The overrun clutch solenoid valve is operated by an ON-OFF signal
transmitted by the TCM to provide overrun clutch control (engine
brake control).
When this solenoid valve is “ON”, the pilot pressure drain port
closes. When it is “OFF”, the drain port opens.
During the solenoid valve “ON” pilot pressure is applied to the end
face of the overrun clutch control valve.
OVERRUN CLUTCH CONTROL VALVE OPERATION
When the solenoid valve is “ON”, pilot pressure is applied to the
overrun clutch control valve. This pushes up the overrun clutch con-
trol valve. The line pressure is then shut off so that the clutch does
not engage. Only in “1” position, however, 1 range pressure is
applied to overrun clutch control valve, resulting in valve moving
downward and clutch engaged.
When the solenoid valve is “OFF”, pilot pressure is not generated. At
this point, the overrun clutch control valve moves downward by
spring force. As a result, overrun clutch operation pressure is pro-
vided by the overrun clutch reducing valve. At overrun clutch reduc-
ing valve in “D” position, the hydraulic pressure is reduced to a level
that balances the spring force. This is sent to overrun clutch control
valve and becomes the operating pressure of overrun clutch which is
engaged at all times. In “2” position and “1” position, overrun clutch
reducing valve is pushed down by 2 range pressure. Line pressure is
directly sent to overrun clutch control valve and becomes the operat-
ing pressure of overrun clutch which is engaged at all times.
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SCIA7172E

ON BOARD DIAGNOSTIC (OBD) SYSTEM
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ON BOARD DIAGNOSTIC (OBD) SYSTEMPFP:00028
IntroductionUCS005N3
A/T system has two self-diagnostic systems.
The first is 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 OD OFF 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- 8 2 , "
SELF-DIAGNOSTIC RESULT MODE" .
OBD-II Function for A/T SystemUCS005N4
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-IIUCS005N5
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)UCS005N6
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 recom-
mended.
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.
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
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1st trip freeze frame data

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. Perform “TCM SELF-DIAGNOSTIC PROCEDURE (No Tools)”. Refer to AT- 9 0 , "
Diagnostic Procedure
Without CONSULT-II" . (The engine warm-up step can be skipped when performing the diagnosis only to
erase the DTC.)
3. Select Mode 4 with Generic Scan Tool (GST). For details, refer to EC-126, "
Generic Scan Tool (GST)
Function" .
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AT-42
ON BOARD DIAGNOSTIC (OBD) SYSTEM
Revision: June 20062007 Versa
HOW TO ERASE DTC (NO TOOLS)
The OD OFF indicator lamp is located on the combination meter.
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. Perform “TCM SELF-DIAGNOSTIC PROCEDURE (No Tools)”. Refer to AT-90, "
Diagnostic Procedure
Without CONSULT-II" . (The engine warm-up step can be skipped when performing the diagnosis only to
erase the DTC.)
3. Perform “OBD-II SELF-DIAGNOSTIC PROCEDURE (No tools)”. Refer to EC-60, "
How to Erase DTC" .
Malfunction Indicator Lamp (MIL)UCS005N7
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 DI-24, "WARNING
LAMPS" , or see EC-592, "MIL AND DATA LINK CONNEC-
TOR" .
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.
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TROUBLE DIAGNOSIS
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TROUBLE DIAGNOSISPFP:00004
DTC Inspection Priority ChartUCS005ML
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
DTC “CAN COMM CIRCUIT”. Refer to AT- 9 4
.
Fail-safeUCS005MM
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” or “D”. The cus-
tomer may complain of sluggish or poor acceleration.
Always follow the “AT - 4 6 , "
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.
FAI L-S AFE FUN CT ION
The following fail-safe functions allow vehicles to be driven even when sensor, switch or solenoid malfunction
occurs.
Vehicle Speed Sensor·A/T (Revolution Sensor)
Vehicle speed sensor·MTR signal is input from combination meter.
Accelerator Pedal Position Signal and Throttle Position Signal
TCM controls the throttle opening angle to a predetermined fixed position to enable driving if a malfunctioning
signal is input to TCM.
PNP Switch
When the multiple PNP switch signals are input to TCM, the priority of selector lever position becomes “D”,
“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” “D” position and other position signals D
1 ⇔D2 ⇔D3 ⇔D4
“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-44
TROUBLE DIAGNOSIS
Revision: June 20062007 Versa
Shift Solenoid Valve A and B
If non-standard solenoid signal is sent to TCM, use of certain gears is limited. Refer to chart shown below.

: Solenoid ON
×: Solenoid OFF
–: Non-standard condition
Line Pressure Solenoid Valve
If non-standard solenoid signal is sent to TCM, line pressure solenoid valve is turned OFF to achieve maxi-
mum oil pressure.
Torque Converter Clutch Solenoid Valve
If non-standard solenoid signal is sent to TCM, torque converter clutch solenoid valve is turned OFF to release
lock-up.
Overrun Clutch Solenoid Valve
If non-standard solenoid signal is sent to TCM, overrun clutch solenoid valve is turned OFF to engage overrun
clutch. This will result in more effective engine brake during deceleration.
Shift positionNormalMalfunction in solenoid
valve AMalfunction in solenoid
valve BMalfunction in solenoid
valves A and B
A B Gear A B Gear A B Gear A B Gear
“D” position

1st –
→×
3rd
→×–
3rd ––
3rd ×
2nd –
→× ×–––
××3rd – x×–––

×4th – x
→×–––
“2” position

1st –
→×
→×–––
×
2nd –
→× ×–––
××3rd – x×–––
“1” position

1st –
→×
→×–––
×
2nd –
→× ×–––
××3rd – x×–––

TROUBLE DIAGNOSIS
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How to Perform Trouble Diagnoses for Quick and Accurate RepairUCS005M N
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.
The TCM also communicates with the ECM by means of a sig-
nalsent from sensing elements used with the OBD-related parts of
theA/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.
It is much more difficult to diagnose a malfunction that occurs intermittently 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 replacement 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-46, "
WORK FLOW" .
Before undertaking actual checks, take a few minutes to talk with a
customer who approaches with a driveability complaint. The cus-
tomer can supply good information about such malfunctions, espe-
cially intermittent ones. Find out what symptoms are present and
under what conditions they occur. A “DIAGNOSTIC WORKSHEET”
like the example (AT- 4 7 , "
DIAGNOSTIC WORKSHEET" ) should be
used.
Start your diagnosis by looking for “conventional” malfunctions first.
This will help troubleshoot driveability malfunctions on an electroni-
cally controlled engine vehicle.
Also check related Service bulletins for information.
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AT-48
TROUBLE DIAGNOSIS
Revision: June 20062007 Versa
4.❏ Perform “Road Test”.AT- 5 8
4-1. “Check Before Engine is Started”AT- 5 8
❏ AT-198, "OD OFF Indicator Lamp Does Not Come On"
❏ Perform self-diagnosis. Enter checks for detected items. AT- 8 2 , AT- 9 0 .
❏ AT- 9 4 , "
DTC U1000 CAN COMMUNICATION LINE" .
❏ AT- 9 7 , "
DTC P0705 PARK/NEUTRAL POSITION (PNP) SWITCH" .
❏ AT-102, "
DTC P0710 A/T FLUID TEMPERATURE SENSOR CIRCUIT" .
❏ AT-107, "
DTC P0720 VEHICLE SPEED SENSOR·A/T (REVOLUTION SENSOR)" .
❏ AT- 11 3 , "
DTC P0725 ENGINE SPEED SIGNAL" .
❏ AT- 11 7 , "
DTC P0731 A/T 1ST GEAR FUNCTION"
❏ AT-121, "DTC P0732 A/T 2ND GEAR FUNCTION" .
❏ AT-124, "
DTC P0733 A/T 3RD GEAR FUNCTION" .
❏ AT-128, "
DTC P0734 A/T 4TH GEAR FUNCTION" .
❏ AT-134, "
DTC P0740 TORQUE CONVERTER CLUTCH SOLENOID VALVE" .
❏ AT-139, "
DTC P0744 A/T TCC S/V FUNCTION (LOCK-UP)" .
❏ AT-145, "
DTC P0745 LINE PRESSURE SOLENOID VALVE" .
❏ AT-151, "
DTC P0750 SHIFT SOLENOID VALVE A" .
❏ AT-156, "
DTC P0755 SHIFT SOLENOID VALVE B" .
❏ AT-161, "
DTC P1760 OVERRUN CLUTCH SOLENOID VALVE" .
❏ AT-166, "
DTC VEHICLE SPEED SENSOR MTR" .
❏ AT-170, "
DTC BATT/FLUID TEMP SEN (A/T FLUID TEMP SENSOR CIRCUIT AND TCM
POWER SOURCE)" .
❏ AT-176, "
DTC TURBINE REVOLUTION SENSOR" .
❏ AT-182, "
CONTROL UNIT (RAM), CONTROL UNIT (ROM)" .
❏ AT-183, "
MAIN POWER SUPPLY AND GROUND CIRCUIT" .
4-2. “Check at Idle”AT- 5 9
❏ AT-200, "Engine Cannot Be Started in “P” and “N” Position" .
❏ AT-201, "
In “P” Position, Vehicle Moves Forward or Backward When Pushed" .
❏ AT-201, "
In “N” Position, Vehicle Moves" .
❏ AT-202, "
Large Shock “N” → “R” Position" .
❏ AT-203, "
Vehicle Does Not Creep Backward in “R” Position" .
❏ AT-205, "
Vehicle Does Not Creep Forward in “D”, “2” or “1” Position" .