Automatic Transmission: Overview Nissan Rogue I

System Description

Transmits the power from the engine to the drive wheel.

Component Description

COMPONENTS DESCRIPTION CHART

Hydraulic Control System Diagram. Scheme 1

The hydraulic control mechanism consists of the oil pump directly driven by the engine, the hydraulic control valve that controls line pressure and transmission, and the input signal line.

Scheme 2

1. When an input torque signal equivalent to the engine driving force is transmitted from the ECM to the TCM, the TCM controls the line pressure solenoid valve and secondary pressure solenoid valve.
2. Line pressure solenoid valve activates pressure regulator valve, and line pressure from oil pump is adjusted for the optimum driving condition. Secondary pressure is controlled by lowering line pressure. (Scheme 2): Line Pressure And Secondary Pressure Control System Diagram

Normal Control

Optimize the line pressure and secondary pressure, depending on driving conditions, on the basis of the throttle position, the engine speed, the primary pulley (input) revolution speed, the secondary pulley (output) revolution speed, the brake signal, the PNP switch signal, the lock-up signal, the voltage, the target gear ratio, the fluid temperature, and the fluid pressure.

Feedback Control

For the normal fluid control and the select fluid control, secondary pressure is detected for feedback control by using a secondary pressure sensor to set a high-precision secondary pressure.

The CVT senses vehicle operating conditions through various sensors. It always controls the optimum shift position and reduces shifting and lock-up shocks.

In order to select the gear ratio that can obtain the driving force in accordance with driver's intention and the vehicle condition, TCM monitors the driving conditions, such as the vehicle speed and the throttle position, selects the optimum gear ratio, and determines the gear change steps to the gear ratio. Then TCM sends the command to the step motor, controls the inflow/outflow of line pressure from the primary pulley to determine the position of the moving-pulley and controls the gear ratio.

The shift lever cannot be shifted from the P position unless the brake pedal is depressed while the ignition switch is set to ON. The shift lock is unlocked by turning the shift lock solenoid ON when the ignition switch is set to ON, the park switch is turned ON (selector lever is in P position), and the stop lamp switch is turned ON (brake pedal is depressed) as shown in the operation chart in the figure. Therefore, the shift lock solenoid receives no ON signal and the shift lock remains locked if all of the above conditions are not fulfilled. (However, selector operation is allowed if the shift lock release button is pressed.)

Identifying Stop Lamp Switch Blinking Pattern. Scheme 3

SHIFT LOCK OPERATION at P POSITION

When Brake Pedal Is Not Depressed (No Selector Operation Allowed) The shift lock solenoid (1) is turned OFF (not energized) and the solenoid rod (A) is extended with the spring when the brake pedal is not depressed (no selector operation allowed) with the ignition switch ON.

The connecting lock lever (B) is located at the position shown in the figure when the solenoid rod is extended. It prevents the movement of the detent rod (C). The selector lever cannot be shifted from the P position for this reason.

Identifying Shift Lock Solenoid, Solenoid Rod And Connecting Lock Lever. Scheme 4

When Brake Pedal Is Depressed (Shift Operation Allowed)

The shift lock solenoid (1) is turned ON (energized) when the brake pedal is depressed with the ignition switch ON. The solenoid rod (A) is compressed by the electromagnetic force. The connecting lock lever (B) rotates when the solenoid is activated. Therefore, the detent rod (C) can be moved. The selector lever can be shifted to other positions for this reason.

Shift Lock Operation Diagram At P Position. Scheme 5

DESCRIPTION

The CVT system has two self-diagnostic systems.

The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination with the ECM. A malfunction is indicated by the MIL (Malfunction Indicator Lamp) and is stored as a DTC in the ECM memory and in the TCM memory.

The second is the TCM original self-diagnosis performed by the TCM. A malfunction history is stored in the TCM memory. The detected items are overlapped with OBD-II self-diagnostic items. For details, refer to " DTC INDEX ".

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 and CAN-L) allowing a high rate of information transmission with less wiring. Each control unit transmits/receives data but selectively reads required data only.

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 and CAN-L) allowing a high rate of information transmission with less wiring. Each control unit transmits/receives data but selectively reads required data only.

BCM detects ON/OFF state of the stop lamp switch and transmits the data to the TCM via CAN communication by converting the data to a signal.

1. The PNP switch assembly includes a transaxle range switch.
2. The transaxle range switch detects the selector lever position and sends a signal to the TCM.

The CVT fluid temperature sensor detects the CVT fluid temperature and sends a signal to the TCM.

The input speed sensor (primary speed sensor) detects the primary pulley revolution speed and sends a signal to the TCM.

The vehicle speed sensor CVT [output speed sensor (secondary speed sensor)] detects the revolution of the CVT output shaft and emits a pulse signal. The pulse signal is transmitted to the TCM, which converts it into vehicle speed.

The engine speed signal is transmitted from ECM to TCM via CAN communication line.

TCM selects the gear ratio using the engine load (throttle position), the primary pulley revolution speed, and the secondary pulley revolution speed as input signals. Then it changes the operating pressure of the primary pulley and the secondary pulley and changes the groove width of the pulley.

1. The torque converter clutch solenoid valve is activated by the TCM in response to signals sent from the vehicle speed and accelerator pedal position sensors. Lock-up piston operation will then be controlled.
2. Lock-up operation, however, is prohibited when CVT fluid temperature is too low.
3. When the accelerator pedal is depressed (less than 2.0/8) 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 torque converter clutch does not lock-up as instructed by the TCM. This is not only caused by electrical malfunctions (circuits open or shorted), but also by mechanical malfunctions such as control valve sticking, improper solenoid valve operation, etc.

The pressure control solenoid valve A (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 pressure control solenoid valve A (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 pressure control solenoid valve B (secondary pressure solenoid valve) regulates the secondary pressure to suit the driving condition in response to a signal sent from the TCM.

The pressure control solenoid valve B (secondary pressure solenoid valve) regulates the oil pump discharge pressure to suit the driving condition in response to a signal sent from the TCM.

Manual mode switch is installed in control device.

Manual mode switch transmits signals (manual mode, not manual mode, shift up and shift down) to combination meter.

Paddle shifter is included in steering wheel.

Paddle shifter transmits signals (shift up and shift down) to combination meter.

Combination meter transmits signals (manual mode, not manual mode, shift up and shift down) to TCM with CAN communication signal.

The transmission fluid pressure sensor A (secondary pressure sensor) detects secondary pressure of CVT and sends a signal to the TCM.

Using the engine load (throttle position), the primary pulley revolution speed, and the secondary pulley revolution speed as input signals, TCM changes the operating pressure of the primary pulley and the secondary pulley and changes the groove width of the pulley to control the gear ratio.

The transmission fluid pressure sensor B (primary pressure sensor) detects primary pressure of CVT and sends a signal to the TCM.

The pressure control solenoid valve B (secondary pressure solenoid valve) regulates the secondary pressure to suit the driving condition in response to a signal sent from the TCM.

When the power supply to the TCM is cut off, for example because the battery is removed, and the self-diagnosis memory function stops, a malfunction is detected.

Note. Since "P1701 TCM-POWER SUPPLY" will be indicated when replacing TCM, perform diagnosis after erasing "SELF-DIAG RESULTS".

The 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 the signal to TCM via CAN communication.

The vehicle speed signal is transmitted from ABS actuator and electric unit (control unit) to TCM via CAN communication line.

The vehicle speed sensor CVT [output speed sensor (secondary speed sensor)] detects the revolution of parking gear and generates a pulse signal. The pulse signal is sent to the TCM, which converts it into vehicle speed.

The input speed sensor (primary speed sensor) detects the primary pulley revolution speed and sends a signal to the TCM.

The 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 the signal to TCM via CAN communication.

1. The lock-up select solenoid valve controls lock-up clutch pressure or forward clutch pressure (reverse brake pressure).
2. When controlling lock-up clutch, the valve is turned OFF. When controlling forward clutch, it is turned ON.

The pressure control solenoid valve A (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 step motor changes the step by turning 4 coils ON/OFF according to the signal from TCM. As a result, the flow of line pressure to primary pulley is changed and pulley ratio is controlled

1. The step motor changes the step by turning 4 coils ON/OFF according to the signal from TCM. As a result, the flow of line pressure to primary pulley is changed and pulley ratio is controlled.
2. This diagnosis item is detected when the electrical system is OK, but the mechanical system is NG.
3. This diagnosis item is detected when the state of the changing of the speed mechanism in the unit does not operate normally.

WITHOUT MANUAL MODE : Description

1. TCM sends position indicator signals to combination meter via CAN communication line.
2. The selector lever position is indicated on the shift position indicator.

WITH MANUAL MODE : Description

1. TCM sends position indicator signals to combination meter via CAN communication line.
2. Manual mode switch position is indicated on shift position indicator.

COMPONENTS FUNCTION DESCRIPTION CHART

CVT Shift Lock System - Wiring Diagram. Scheme 6

Identifying CVT Shift Lock System Connector Terminals. Scheme 7

1. The Overdrive control switch is installed to the selector lever knob.
2. When turning ON the Overdrive control switch (OD OFF indicator lamp turns ON), the driving condition becomes Overdrive OFF. When turning OFF the Overdrive control switch (OD OFF indicator lamp turns OFF), the driving condition changes to D range.

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.

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.

1. The purpose of the test is to determine the overall performance of CVT and analyze causes of problems.
2. The road test consists of the following three parts

Scheme 8

1. "Check Before Engine Is Started" «ROAD TEST»(ref-295118-S06590842092008081400000).
2. "Check at Idle" «CHECK AT IDLE»(ref-295118-S10317316202008081400000).
3. "Cruise Test" «CRUISE TEST»(ref-295118-S31713488572008081400000). see scheme 83: Road Test Procedure Chart

Scheme 9

1. Before the road test, familiarize yourself with all test procedures and items to check.
2. Perform tests for all the check items until a malfunction phenomenon is detected. Perform diagnosis for NG items after the completion of road tests. see scheme 84: [Checking Vehicle Speed]

Replace oil pump fitting bolt and O-ring if oil leakage or exudes from oil pump fitting bolt.

Exploded View Of Oil Pump Fitting Bolt With Torque Specifications. Scheme 10

Scheme 11

1. Remove Oil pump fitting bolt (1) from transaxle assembly.
2. Remove O-ring from oil pump fitting bolt. see scheme 137: Identifying Oil Pump Fitting Bolt