Nissan Juke F15. Manual — part 1248
TM-182
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
• The lock-up applied gear range was expanded by locking up the
torque converter at a lower vehicle speed than conventional A/T
models.
• If the CVT fluid temperature is low or the vehicle is in fail-safe
mode due to malfunction, lock-up control is prohibited.
TORQUE CONVERTER CLUTCH AND SELECT CONTROL VALVE CONTROL
Lock-up Released
In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the
torque converter clutch solenoid valve and the lock-up apply pressure is drained.
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 the torque
converter clutch solenoid valve and lock-up apply pressure is generated.
In this way, the torque converter clutch piston is pressed and coupled.
Select Control
When shifting between “N” (“P”)
⇒“D” (“R”), optimize the operating pressure on the basis of the throttle posi-
tion, the engine speed, and the secondary pulley (output) revolution speed to lessen the shift shock.
SHIFT CONTROL SYSTEM
SHIFT CONTROL SYSTEM : System Diagram
INFOID:0000000012200891
NOTE:
The gear ratio is set for each position separately.
SHIFT CONTROL SYSTEM : System Description
INFOID:0000000012200892
• To select the gear ratio that can give the driving force to meet driver's intent or vehicle situation, the vehicle
driving condition such as vehicle speed or accelerator pedal position is detected and the most appropriate
gear ratio is selected and the shifting method before reaching the speed is determined. The information is
JPDIA0312GB
JSDIA5167GB
SYSTEM
TM-183
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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output to the primary pressure solenoid valve to control the line pressure input/output to the primary pulley,
to determine the primary pulley (movable pulley) position and to control the gear position.
• The gear ratio is set for each position separately.
“D” POSITION
Gear shifting is performed in all shifting ranges from the lowest to the
highest gear ratio.
“M” POSITION
When the selector lever or paddle shifter is put in the manual shift
gate side, the fixed changing gear line is set. By moving the selector
lever to + side or - side, the manual mode switch is changed over,
and shift change like M/T becomes possible following the changing
gear set line step by step.
Manual Mode Information
The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the tran-
saxle from the driving status of vehicle when the selector lever shifts to “UP (+ side)” or “DOWN (
− side)” side.
The combination meter blinks shift position indicator on the combination meter and sounds the buzzer to indi-
cate the driver that the shifting is not performed when receiving this signal. However, the TCM does not trans-
mit the manual mode shift refusal signal in the conditions as per the following.
• When the selector lever or the paddle shifter shifts to “DOWN (
− side)” side while driving in M1.
• When the selector lever or the paddle shifter shifts to “UP (+ side)” side while driving in M8.
BLIPPING CONTROL
Using engine torque, the blipping control enables a faster and more responsive gear shifting by compensating
inertia torque generated from the rotational change during gear shifting in real time.
Operation
• The blipping control is activated when the driver shifts up/down the transaxle in manual mode or when the
transaxle is shifted up/down in “D” position SPORT mode.
NOTE:
The blipping control is not activated when the vehicle is in the following conditions:
• When CAN communication is abnormal.
• During the retard inhibit signal transmission from ECM within the engine-CVT integrated control.
• Engine coolant temperature is less than 20
°C (68°F).
• CVT fluid temperature is more than 120
°C (248°F).
JSDIA2456GB
SCIA1953E
JSDIA5168GB
TM-184
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
SYSTEM
• Vehicle speed is less than 20 km/h (12 MPH).
• When ABS, TCS or VDC is active.
• During wheel spin.
• ECM selects blipping control or normal shift control according to the gear position, the selector lever posi-
tion, etc.
• The blipping control is activated when ECM judges it controllable after receiving a control permit signal from
TCM.
• ECM controls engine torque, based on generated inertia torque.
HILL CLIMBING AND DESCENDING CONTROL
If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the
engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected,
the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the
high side.
NOTE:
For engine brake control on a downhill, the control can be stopped with CONSULT.
CONTROL IN ACCELERATION
From change of the vehicle speed or accelerator pedal position, the acceleration request level of the driver or
driving scene is evaluated. In start or acceleration during driving, the gear shift characteristics with linearity of
revolution increase and vehicle speed increase are gained to improve the acceleration feel.
INTEGRATED CONTROL SYSTEM
JSDIA2841GB
JSDIA2060GB
SYSTEM
TM-185
< SYSTEM DESCRIPTION >
[CVT: RE0F10B]
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INTEGRATED CONTROL SYSTEM : System Diagram
INFOID:0000000012200893
INTEGRATED CONTROL SYSTEM : System Description
INFOID:0000000012200894
• TCM receives the NORMAL mode signal, ECO mode signal or SPORT mode signal from the multi display
unit through CAN communication.
• TCM sends the recognized control mode to ECM through CAN communication (drive mode select signal).
• With operation on the multi display unit, the mode is changed on the display, but the mode is actually not
changed due to CAN communication malfunction.
• When the selector lever is in any position other than D position, the gear shift line is not changed according
to changes in the control mode.
CONTROL DETAILS OF EACH MODE
JSDIA2410GB
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