Automatic Transmission: Overview Nissan Armada I рестайлинг

SYSTEM DESCRIPTION

CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent error detection ability. Many electronic 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 " CAN COMMUNICATION SYSTEM : CAN SYSTEM SPECIFICATION CHART ".

DESCRIPTION

The MIL is located on the instrument panel.

Scheme 1

1. The MIL will light up when the ignition switch is turned "ON" without the engine running. This is a bulb check. If the MIL does not light up, refer to " «MALFUNCTION INDICATOR LAMP (MIL)»(ref-382156-S04779573912011011400000) ".
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.

When the ignition switch is switched "ON", the A/T CHECK indicator lamp lights up for 2 seconds. As a method for locating the suspect circuit, when the self-diagnostics start signal is input, the memory for the malfunction location is output and the A/T CHECK indicator lamp flashes to display the corresponding DTC.

CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent malfunction detection ability. Many electronic 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.

TCM prohibits cranking other than at "P" or "N" position.

The TCM consists of a microcomputer and connectors for signal input and output and for power supply. The TCM controls the A/T.

The transmission range switch detects the selector lever position and sends a signal to the TCM.

The input speed sensor detects input shaft RPM (revolutions per minute). It is located on the input side of the automatic transmission. Monitors revolution of sensor 1 and sensor 2 for non-standard conditions.

The output speed sensor detects the revolution of the idler gear parking pawl lock gear and emits a pulse signal. The pulse signal is sent to the TCM which converts it into vehicle speed.

The engine speed signal is sent from the ECM to the TCM.

This malfunction is detected when the A/T does not shift into 1GR position as instructed by TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

This malfunction is detected when the A/T does not shift into 2GR position as instructed by TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

This malfunction is detected when the A/T does not shift into 3GR position as instructed by TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

This malfunction is detected when the A/T does not shift into 4GR position as instructed by TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

This malfunction is detected when the A/T does not shift into 5GR position as instructed by TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

1. The torque converter clutch solenoid valve is activated, with the gear in D4, D5 by the TCM in response to signals sent from the vehicle speed sensor and accelerator pedal position sensor. Torque converter clutch piston operation will then be controlled.
2. Lock-up operation, however, is prohibited when A/T fluid temperature is too low.
3. When the accelerator pedal is depressed (less than 1.0/8) in lock-up condition, the engine speed should not change abruptly. If there is a big jump in engine speed, there is no lock-up.

This malfunction is detected when the A/T does not shift into 5GR position or the torque converter clutch does not lock-up as instructed by the TCM. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation, etc.

The line pressure solenoid valve regulates the oil pump discharge pressure to suit the driving condition in response to a signal sent from the TCM.

The line pressure duty cycle value is not consistent when the closed throttle position signal is "ON". To confirm the line pressure duty cycle at low pressure, the accelerator (throttle) should be open until the closed throttle position signal is "OFF" .

Electric throttle control actuator consists of throttle control motor, accelerator pedal position sensor, throttle position sensor, etc. The actuator sends a signal to the ECM, and ECM sends signals to TCM with CAN communication.

The A/T fluid temperature sensor 1 detects the A/T fluid temperature and sends a signal to the TCM.

The vehicle speed signal is transmitted from combination meter to TCM by CAN communication line. The signal functions as an auxiliary device to the output speed sensor when it is malfunctioning. The TCM will then use the vehicle speed signal.

Fail-safe function to detect interlock conditions.

Fail-safe function to prevent sudden decrease in speed by engine brake other than at "1" position.

Input clutch solenoid valve is controlled by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.

Front brake solenoid valve is controlled by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.

Direct clutch solenoid valve is controlled by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.

High and low reverse clutch solenoid valve is controlled by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.

Low coast brake solenoid valve is turned "ON" or "OFF" by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.

1. Low coast brake solenoid valve is turned "ON" or "OFF" by the TCM in response to signals sent from the transmission range switch, output speed sensor and accelerator pedal position sensor. Gears will then be shifted to the optimum position.
2. This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.

When tow mode switch is "ON", tow mode switch signals are sent to TCM from combination meter by CAN communication line. Then it's a tow mode condition.

Scheme 2

Scheme 3

1. CHECK CAN COMMUNICATION LINE Perform the self-diagnosis. Refer to " «CONSULT-III FUNCTION (TRANSMISSION)»(ref-382157-S32128550662011011400000) ". Is any malfunction in the CAN communication indicated in the results? YES: Check CAN communication line. Refer to «U1000 CAN COMM CIRCUIT»(ref-382157-S31140776712011011400000) . NO: GO TO 2 .
2. CHECK POWER SOURCE Turn ignition switch "ON". (Do not start engine.) Check the voltage between tow mode switch connector M67 terminal 1 and ground. TERMINAL VOLTAGE REFERENCE CHART Condition Tow mode switch Data (Approx.) When ignition switch is turned to "ON". ON 0V OFF Battery voltage OK or NG OK: INSPECTION END NG: GO TO 3 .
3. CHECK TOW MODE SWITCH Turn ignition switch "OFF". Disconnect tow mode switch connector. Check continuity between tow mode switch connector M67 terminals 1 and 2. TERMINAL CONTINUITY REFERENCE CHART Condition Continuity Tow mode switch "ON" Yes Tow mode switch "OFF" No OK or NG OK: GO TO 4 . NG: Repair or replace tow mode switch.
4. DETECT MALFUNCTIONING ITEM Check the following items. If any items are damaged, repair or replace damaged parts. Harness for short or open between combination meter connector terminal 35 and tow mode switch connector terminal 1 Harness for short or open between tow mode switch connector terminal 2 and ground OK or NG OK: GO TO 5 . NG: Repair or replace damaged parts.
5. CHECK COMBINATION METER Check the combination meter. Refer to " «WORK FLOW»(ref-382157-S38057927912011011400000) ". OK or NG OK: INSPECTION END NO: Repair or replace damaged parts.

Refer to " SYSTEM DESCRIPTION ".

Scheme 4

OPERATION PROCEDURE

1. Connect both battery cables. NOTE: Supply power using jumper cables if battery is discharged.
2. Use the Intelligent Key or mechanical key to turn the ignition switch to the "ACC" position. At this time, the steering lock will be released.
3. Disconnect both battery cables. The steering lock will remain released and the steering wheel can be rotated.
4. Perform the necessary repair operation.
5. When the repair work is completed, return the ignition switch to the "LOCK" position before connecting the battery cables. (At this time, the steering lock mechanism will engage.)
6. Perform a self-diagnosis check of all control units using CONSULT-III.