NISSAN TIIDA 2007 Service Repair Manual

A/T CONTROL SYSTEM
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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 ControlINFOID:0000000001694427
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
Gear position 1 2 3 4
Shift solenoid valve A ON (Closed) OFF (Open) OFF (Open) ON (Closed)
Shift solenoid valve B ON (Closed) ON (Closed) OFF (Open) OFF (Open)
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OD ON OFF
Selector lever “D” position
Gear position D
4D3
Vehicle speed sensor More than set value
Throttle position sensor Less than set opening
Closed throttle position switch OFF
A/T fluid temperature sensor More than 40°C (104°F)

TM-26
< FUNCTION DIAGNOSIS >[TYPE 1 (4AT: RE4F03B)]
A/T CONTROL SYSTEM
Lock-up Control System Diagram
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)INFOID:0000000001694428
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.
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A/T CONTROL SYSTEM
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OVERRUN CLUTCH OPERATING CONDITIONS
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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TM-28
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A/T CONTROL SYSTEM
Control Valve
INFOID:0000000001694429
FUNCTION OF CONTROL VALVES
Centrifugal Cancel MechanismINFOID:0000000001694419
FUNCTION
The centrifugal cancel mechanism is a mechanism to cancel the centrifugal hydraulic pressure instead of the
conventional check balls. It cancels the centrifugal hydraulic pressure which is generated as high clutch drum
rotates, and it allows for preventing high clutch from dragging and for providing stable high clutch piston press-
ing force in all revolution speeds.
STRUCTURE/OPERATION
Valve name Function
Pressure regulator valve, plug and sleeve
plugRegulates oil discharged from the oil pump to provide optimum line pressure for all driving
conditions.
Pressure modifier valve and sleeve Used as a signal supplementary valve to the pressure regulator valve. Regulates pres-
sure-modifier pressure (signal pressure) which controls optimum line pressure for all driv-
ing conditions.
Pilot valve Regulates line pressure to maintain a constant pilot pressure level which controls lock-up
mechanism, overrun clutch, shift timing.
Accumulator control valve Regulates accumulator back-pressure to pressure suited to driving conditions.
Manual valve Directs line pressure to oil circuits corresponding to select positions.
Hydraulic pressure drains when the shift lever is in Neutral.
Shift valve A Simultaneously switches three oil circuits using output pressure of shift solenoid valve A
to meet driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and upshifting (1st → 2nd → 3rd → 4th gears/4th → 3rd
→ 2nd → 1st gears) in combination with shift valve B.
Shift valve B Simultaneously switches two oil circuits using output pressure of shift solenoid valve B in
relation to driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and upshifting (1st → 2nd → 3rd → 4th gears/4th → 3rd
→ 2nd → 1st gears) in combination with shift valve A.
Overrun clutch control valve Switches hydraulic circuits to prevent engagement of the overrun clutch simultaneously
with application of the brake band in D
4. (Interlocking occurs if the overrun clutch engages
during D
4.)
1st reducing valve Reduces low & reverse brake pressure to dampen engine-brake shock when downshift-
ing from the 1st position 1
2 to 11.
Overrun clutch reducing valve Reduces oil pressure directed to the overrun clutch and prevents engine-brake shock.
In the 1st and 2nd positions, line pressure acts on the overrun clutch reducing valve to
increase the pressure-regulating point, with resultant engine brake capability.
Torque converter relief valve Prevents an excessive rise in torque converter pressure.
Torque converter clutch control valve, plug
and sleeveActivates or inactivates the lock-up function.
Also provides smooth lock-up through transient application and release of the lock-up
system.
1-2 accumulator valve and piston Lessens the shock find when the 2nd gear band servo contracts, and provides smooth
shifting.
3-2 timing valve Switches the pace that oil pressure is released depending on vehicle speed; maximizes
the high clutch release timing, and allows for soft downshifting.
Shuttle valve Determines if the overrun clutch solenoid valve should control the 3-2 timing valve or the
overrun clutch control valve and switches between the two.
Cooler check valve At low speeds and with a small load when a little heat is generated, saves the volume of
cooler flow, and stores the oil pressure for lock-up.

A/T CONTROL SYSTEM
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A centrifugal cancel housing is provided to cancel the clutch housing pressure. The centrifugal cancel housing
is always filled with ATF from the dedicated fluid passage of oil pump.
When Clutch Pressure Is Not Applied
As high clutch drum rotates, a centrifugal force applies to the remaining ATF in clutch housing to push high
clutch piston. However, on the other hand, the centrifugal force also applies to ATF filled in centrifugal cancel
housing, resulting in a force that pushes high clutch piston back. Consequently the high clutch piston does not
move because both forces cancel each other, and thus high clutch is prevented from dragging.
When Clutch Pressure Is Applied
Clutch pressure that applies to clutch housing overcomes the fluid pressure and spring force of the opposing
centrifugal housing to push high clutch piston, and high clutch is engaged. At this time, the centrifugal force
caused by the revolution speed of high clutch drum has no impact any more since the centrifugal force that
applies to the clutch pressure of clutch housing is canceled by the centrifugal force that applies to centrifugal
cancel housing. As a result, high clutch piston pressing force is always stable in all revolution speeds, and
thus smooth shifting characteristics are achieved.
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SCIA6833E

TM-30
< FUNCTION DIAGNOSIS >[TYPE 1 (4AT: RE4F03B)]
A/T CONTROL SYSTEM
Component Parts Location
INFOID:0000000001694446
1. OD OFF indicator lamp 2. Shift position indicator 3. Accelerator pedal position (APP)
4. Turbine revolution sensor (Power
train revolution sensor)5. PNP switch 6. Terminal body (Terminal cord assem-
bly connector)
7. Revolution sensor 8. Dropping resistor 9. TCM (LHD)
10. TCM (RHD) 11. Overdrive control switch
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A/T SHIFT LOCK SYSTEM
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A/T SHIFT LOCK SYSTEM
System DescriptionINFOID:0000000001694430
 The mechanical key interlock mechanism also operates as a shift lock:
With the ignition switch turned to ON, selector lever cannot be shifted from “P” position to any other position
unless brake pedal is depressed.
With the key removed, selector lever cannot be shifted from “P” position to any other position.
The key cannot be removed unless selector lever is placed in “P” position.
 The shift lock and key interlock mechanisms are controlled by the ON-OFF operation of the shift lock sole-
noid and by the operation of the rotator and slider located inside key cylinder, respectively.
Component Parts LocationINFOID:0000000001694431
1. Key interlock cable 2. Key cylinder 3. Brake pedal
4. Stop lamp switch
A. Park position switch B. Shift lock solenoid C. Shift lock release button
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TM-32
< FUNCTION DIAGNOSIS >[TYPE 1 (4AT: RE4F03B)]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOSTIC (OBD) SYSTEM
IntroductionINFOID:0000000001694433
A/T system has two self-diagnostic systems.
The first is emission-related on board diagnostic system (OBD) 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 self-diagnostic items. For detail,
refer to TM-35, "
CONSULT-III Function (TRANSMISSION)".
OBD Function for A/T SystemINFOID:0000000001694434
The ECM provides emission-related on board diagnostic (OBD) 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 diagnos-
tic 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 OBDINFOID:0000000001694435
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 Diagnostic Trouble Code (DTC)INFOID:0000000001694436
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 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-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 driving condition such as fuel system status, calculated
load value, engine coolant temperature, short term fuel 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 displayed on the CONSULT-III screen, not on the GST. For
detail, refer to EC-107, "
CONSULT-III Function".
Only one set of freeze frame data (either 1st trip freeze frame data of freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory 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

ON BOARD DIAGNOSTIC (OBD) SYSTEM
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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 cleared within 24 hours.
When you erase the DTC, using CONSULT-III or GST 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. For details, refer to EC-107, "
CONSULT-III Function".
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)
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-III “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 TM-38, "
Diagnosis Procedure
without CONSULT-III". (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-114, "
DiagnosisToolFunction".
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 TM-38, "
Diagnosis Procedure
without CONSULT-III". (The engine warm-up step can be skipped when performing the diagnosis only to
erase the DTC.)
3. Perform “OBD SELF-DIAGNOSTIC PROCEDURE (No tools)”. Refer to EC-107, "
CONSULT-III Function".
Malfunction Indicator Lamp (MIL)INFOID:0000000001694437
DESCRIPTION
Priority Items
1
Freeze frame dataMisfire — 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

TM-34
< FUNCTION DIAGNOSIS >[TYPE 1 (4AT: RE4F03B)]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
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 MWI-15, "
WARNING
LAMPS/INDICATOR LAMPS : System Description", or see
EC-324, "
Description".
2. When the engine is started, the MIL should go off.
 If the MIL remains on, the on board diagnostic system has
detected anengine system malfunction.
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