ACC NISSAN TIIDA 2011 Service User Guide

A/T FLUIDAT-19
< SERVICE INFORMATION >
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13. Flush each steel line from the cooler side back toward the A/T by spraying Transmission Cooler Cleaner in a continuous stream for 5 seconds.
14. Blow compressed air regulated to 5 - 9 kg/cm
2 (490 - 883 kPa, 71 - 128 psi) through each steel line from
the cooler side back toward the A/T for 10 seconds to force out any remaining A/T fluid.
15. Ensure all debris is removed from the steel cooler lines.
16. Ensure all debris is removed from the banjo bolts and fittings.
17. Perform "A/T FLUID COOL ER DIAGNOSIS PROCEDURE".
A/T FLUID COOLER DIAGNOSIS PROCEDURE
NOTE:
Insufficient cleaning of the cooler inlet hose exte rior may lead to inaccurate debris identification.
1. Position an oil pan under the A/T inlet and outlet cooler hoses.
2. Clean the exterior and tip of the cooler inlet hose.
3. Insert the extension adapter hose of a can of Transmission Cooler Cleaner (Nissan P/N 999MP-AM006) into the cooler out-
let hose.
CAUTION:
• Wear safety glasses and rubber gloves when spraying the
Transmission Cooler Cleaner.
• Spray Transmission Cooler Cleaner only with adequate
ventilation.
• Avoid contact with eyes and skin.
• Do not breathe vapors or spray mist.
4. Hold the hose and can as high as possible and spray Transmis- sion Cooler Cleaner in a continuous stream into the cooler outlet
hose until A/T fluid flows out of t he cooler inlet hose for 5 seconds.
5. Tie a common white, basket-type coffee filter to the end of the cooler inlet hose.
6. Insert the tip of an air gun into the end of the cooler outlet hose.
7. Wrap a shop rag around the air gun tip and end of cooler outlet hose.
8. Blow compressed air regulated to 5 - 9 kg/cm
2 (490 - 883 kPa,
71 - 128 psi) through the cooler outlet hose to force any remain-
ing A/T fluid into the coffee filter.
9. Remove the coffee filter from the end of the cooler inlet hose.
10. Perform "A/T FLUID COOL ER INSPECTION PROCEDURE".
A/T FLUID COOLER INSPECTION PROCEDURE
SCIA5629E
SCIA5631E
SCIA5632E
Revision: May 2010 2011 Versa

AT-24
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
• *1: Operates when OD OFF. (OD OFF indicator lamp is on.)
• *2: Oil pressure is applied to both 2nd “apply” side and 3rd “release” side of band servo piston. However, brake band does not contract
because oil pressure area on the “release” side is greater than that on the “apply” side.
• *3: Oil pressure is applied to 4th “apply” side on condition *2 above, and brake band contracts.
• *4: A/T will not shift to 4th when OD OFF. (OD OFF indicator lamp is on.)
• : Operates.
• A: Operates when throttle opening is less than specification**, activating engine brake.
• B: Operates during “pro gressive” acceleration.
• C: Operates but does not affect power transmission.
• D: Operates when throttle opening is less than specification**, but does not affect engine brake.
- **: Overrun clutch remains in engaged condition when throttle opening is less than 1/16.
POWER TRANSMISSION
“N” and “P” Positions
• “N” position Power from the input shaft is not transmitted to the output shaft because the clutches do not operate.
• “P” position
Similar to the “N” position, the clutches do not operate. The parking pawl engages with the parking gear to
mechanically hold the output shaft so that the power train is locked.
“11” Position
2nd *1A BAutomatic
shift
3rd *1A *2C C B
*11
⇔ 2 ⇔ 3
⇔ 4
4th C*3C C
2 1st
BB
Automatic
shift
1 ⇔ 2 ⇐ 3
2nd
B
3rd *2C CB
1 1st
BB
Locks (held
stationary)
in 1st speed 1 ⇐ 2 ⇐ 3
2nd
B
3rd *2C CB
Shift posi-
tion R/C
5 H/C
6 F/C
15 O/C
17 Band servo
F/O.C
16 L/O.C
18 L&R/B
19 Lock-
up Remarks
2nd
apply 3rd re-
lease 4th ap-
ply
SAT991I
Revision: May 2010 2011 Versa

AT-26
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
“D2”, “22” and “12” Positions
*: Overrun clutch remains in engaged condition when throttle opening is less than 1/16.
SAT377J
•Forward clutch
• Forward one-way
clutch
• Brake band Rear sun gear drives rear planetary carrier and combined front internal gear. Front internal gear now rotates
around front sun gear accompanying front planetary carrier.
As front planetary carrier transfers the power to rear internal gear through forward clutch and forward one-
way clutch, this rotation of rear internal gear increases the speed of rear planetary carrier compared with
that of the 1st speed.
Overrun clutch
engagement conditions D
2: OD OFF (OD OFF indicator lamp is on) and throttle opening is less than specification*
2
2 and 12: Always engaged
Revision: May 2010 2011 Versa

A/T CONTROL SYSTEMAT-27
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“D
3”, “23” and “13” Positions
*: Overrun clutch remains in engaged condition when throttle opening is less than 1/16.
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•
High clutch
• Forward clutch
• Forward one-way
clutch Input power is transmitted to front planetary carrier through high clutch. And front planetary carrier is con-
nected to rear internal gear by operation of forward clutch and forward one-way clutch.
This rear internal gear rotation and another input (the rear sun gear) accompany rear planetary carrier to
turn at the same speed.
Overrun clutch
engagement conditions D
3: OD OFF (OD OFF indicator lamp is on) and throttle opening is less than specification*
2
3 and 13: Always engaged
Revision: May 2010 2011 Versa

AT-30
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
TCM Function
INFOID:0000000005928075
The function of the TCM is to:
• Receive input signals sent from various switches and sensors.
• Determine required line pressure, shifting poi nt, lock-up operation, and engine brake operation.
• Send required output signals to the respective solenoids.
CONTROL SYSTEM OUTLINE
The automatic transaxle senses vehicle operating conditions through various sensors or signals. It always
controls the optimum shift position and reduces shifting and lock-up shocks.
SAT381J
SWITCHES & SENSORS
⇒TCM
⇒ACTUATORS
Transmission range switch
Accelerator pedal position signal
Closed throttle position signal
Wide open throttle position signal
Engine speed signal
A/T fluid temperature sensor
Output speed sensor
Input speed sensor
Vehicle speed signal
Overdrive control switch signal
Stop lamp switch signal Shift control
Line pressure control
Lock-up control
Overrun clutch control
Fail-safe control
Self-diagnosis
CONSULT-III communication
line control
Shift solenoid valve A
Shift solenoid valve B
Overrun clutch solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
OD OFF indicator lamp
Revision: May 2010
2011 Versa

A/T CONTROL SYSTEMAT-31
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CONTROL SYSTEM DIAGRAM
CAN CommunicationINFOID:0000000005928076
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-7,
"System Description".
Input/Output Signal of TCMINFOID:0000000005928077
JSDIA1518GB
Control itemLine
pressure control Veh icl e
speed
control Shift
control Lock-up
control Engine
brake
control Fail-safe
function Self-diag-
nostics
function
Input Accelerator pedal position signal
(*5)XXXXX(*3) XX
Output speed sensor X X X X X (*3) X X
Vehicle speed signal (*1) X (*1) X (*1) X (*1) X X
Closed throttle position signal
(*5)(*2) X (*2) X X X(*4) X
Wide open throttle position signal
(*5)(*2) X (*2) X (*4) X
Input speed sensor X XXX X
Engine speed signal XXX X
Transmission range sw itch XXXXX(*3) X(*4) X
Stop lamp switch signal
(*5)XX ( *4 ) X
A/T fluid temperature sensors
(*5)XXXX XX
Overdrive control switch signal
(*5)XXXX (*4) X
TCM power supply voltage signal X XX X
Revision: May 2010 2011 Versa

AT-32
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
*1: Output speed 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-diagnosis are not started, it is judged that there is some kind of error.
*5: Input by CAN communications.
*6: Output by CAN communications.
Line Pressure ControlINFOID:0000000005928078
• TCM has various line pressure control char acteristics to match the driving conditions.
• An ON-OFF duty signal is sent to the line pres sure solenoid valve based on TCM characteristics.
• Hydraulic pressure on the clutch and brake is electronically controlled through the line pressure solenoid valve to accommodate engine torque. This results in smooth shift operation.
NORMAL CONTROL
The characteristic of the line pressure to the throttle opening is set
for suitable clutch operation.
BACK-UP CONTROL (ENGINE BRAKE)
If the selector lever is shifted to “2” position while driving in D4 or D3,
great driving force is applied to the clutch inside the transaxle. Clutch
operating pressure (line pressure) must be increased to deal with
this driving force.
DURING SHIFT CHANGE
Out-
put Shift solenoid valve A/B
X(*3) X X
Line pressure solenoid X (*3) X X
Torque converter clutch solenoid
valve X(
*3 ) X X
Overrun clutch solenoid valve XX (*3) X X
OD OFF indicator lamp
(*6)XX
Control item
Line
pressure
control Vehicle
speed
control Shift
control Lock-up
control Engine
brake
control Fail-safe
function Self-diag-
nostics
function
SAT003J
SAT004J
Revision: May 2010 2011 Versa

A/T CONTROL SYSTEMAT-33
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The line pressure is temporarily reduced corresponding to a change
in engine torque when shifting gears (that is, when the shift solenoid
valve is switched for clutch operation) to reduce shifting shock.
AT LOW FLUID TEMPERATURE
• A/T fluid viscosity and frictional characteristics of t he clutch facing change with A/T fluid temperature. Clutch
engaging or band-contacting pressure is compensated for, according to A/T fluid temperature, to stabilize
shifting quality.
• The line pressure is reduced below 60 °C (140° F) to prevent shift-
ing shock due to high viscosity of A/T fluid when temperature is
low.
• Line pressure is increased to a maximum irrespective of the throt- tle opening when A/T fluid temperature drops to −10° C (14° F). This
pressure rise is adopted to prevent a delay in clutch and brake
operation due to extreme drop of A/T fluid viscosity at low temper-
ature.
Shift ControlINFOID:0000000005928079
The shift is regulated entirely by electronic cont rol to accommodate vehicle speed and varying engine opera-
tions. This is accomplished by electrical signals trans mitted by the output speed sensor and the ECM (acceler-
ator pedal position sensor). This results in improved acceleration performance and fuel economy.
CONTROL OF SHIFT SOLENOID VALVES A AND B
The TCM activates shift solenoid valves A and B according to sig-
nals from the accelerator pedal position sensor and output speed
sensor to select the optimum gear position on the basis of the shift
schedule memorized in the TCM.
The shift solenoid valve performs simple ON-OFF operation. When
set to “ON”, the drain circuit closes and pilot pressure is applied to
the shift valve.
RELATION BETWEEN SHIFT SOLENOID VALVES A AND B AND GEAR POSITIONS
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SAT008J
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AT-34
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A/T CONTROL SYSTEM
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:0000000005928080
The torque converter clutch piston in the torque conver ter is locked to eliminate torque converter slip and to
increase power transmission efficiency. The solenoid va lve is controlled by an ON-OFF duty signal sent from
the TCM. The signal is converted to an oil pressure si gnal which controls the torque converter clutch piston.
CONDITIONS FOR LOCK-UP OPERATION
When vehicle is driven in 3GR and 4GR positions, v ehicle speed and throttle opening are detected. If the
detected values fall within the lock-up zone me morized in the TCM, lock-up is performed.
TORQUE CONVERTER CLUTCH SOLENOID VALVE CONTROL
Gear position123 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 ONOFF
Selector lever “D” position
Gear position D
4D3
Vehicle speed signal 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)
Revision: May 2010 2011 Versa

A/T CONTROL SYSTEMAT-37
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Control ValveINFOID:0000000005928082
FUNCTION OF CONTROL VALVES
Centrifugal Cancel MechanismINFOID:0000000005928083
FUNCTION
The centrifugal cancel mechanism is a mechanism to c ancel the centrifugal hydraulic pressure instead of the
conventional check balls. It cancels the centrifugal hy draulic 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
plug Regulates 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 (1GR → 2GR → 3GR → 4GR/4GR →
3GR → 2GR → 1GR) 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 (1GR → 2GR → 3GR → 4GR/4GR →
3GR → 2GR → 1GR) 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 sleeve Activates 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 2GR band servo contracts, and provides smooth shift-
ing.
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.
Revision: May 2010 2011 Versa