Nissan Murano Z50 (2004 year). Manual — part 50
CVT SYSTEM
CVT-19
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CVT
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Control System
ACS0029J
SCIA6883E
CVT-20
CVT SYSTEM
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Hydraulic Control System
ACS002IN
SCIA1807E
CVT SYSTEM
CVT-21
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TCM Function
ACS0020H
The function of the TCM is to:
●
Receive input signals sent from various switches and sensors.
●
Determine required line pressure, shifting point, and lock-up operation.
●
Send required output signals to the step motor and the respective solenoids.
CONTROL SYSTEM OUTLINE
The CVT senses vehicle operating conditions through various sensors. It always controls the optimum shift
position and reduces shifting and lock-up shocks.
*: Without manual mode.
CONTROL SYSTEM DIAGRAM
SENSORS (or SIGNAL)
Þ
TCM
Þ
ACTUATORS
PNP switch
Accelerator pedal position signal
Closed throttle position signal
Engine speed signal
CVT fluid temperature sensor
Vehicle speed signal
Manual mode signal
Second position signal
Stop lamp switch signal
Primary speed sensor
Secondary speed sensor
Primary pressure sensor
Secondary pressure sensor
Shift control
Line pressure control
Primary pressure control
Secondary pressure control
Lock-up control
Engine brake control
Vehicle speed control
Fail-safe control
Self-diagnosis
CONSULT-II communication line
Duet-EA control
CAN system
On board diagnosis
Step motor
Torque converter clutch solenoid
valve
Lock-up select solenoid valve
Line pressure solenoid valve
Secondary pressure solenoid
valve
Manual mode indicator
Second position indicator*
CVT position indicator
CVT indicator lamp
SCIA4266E
CVT-22
CVT SYSTEM
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2004 Murano
CAN Communication
ACS003L3
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
.
Input/Output Signal of TCM
ACS0020J
*1: Input by CAN communications.
*2: If these input and output signals are different, the TCM triggers the fail-safe function.
Control item
Fluid
pressure
control
Select
control
Shift con-
trol
Lock-up
control
CAN com-
munication
control
Fail-safe
function
(*2)
Input
PNP switch
X
X
X
X
X
X
Accelerator pedal position signal
(*1)
X
X
X
X
X
X
Closed throttle position signal
(*1)
X
X
X
X
Engine speed signal
(*1)
X
X
X
X
X
CVT fluid temperature sensor
X
X
X
X
X
Manual mode signal
(*1)
X
X
X
X
X
Second position signal
(*1)
X
X
X
Stop lamp switch signal
(*1)
X
X
X
X
Primary speed sensor
X
X
X
X
X
Secondary speed sensor
X
X
X
X
X
X
Primary pressure sensor
X
X
Secondary pressure sensor
X
X
X
TCM power supply voltage signal
X
X
X
X
X
X
Out-
put
Step motor
X
X
TCC solenoid valve
X
X
X
Lock-up select solenoid valve
X
X
X
Line pressure solenoid valve
X
X
X
X
Secondary pressure solenoid valve
X
X
X
CVT SYSTEM
CVT-23
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Line Pressure and Secondary Pressure Control
ACS0020K
●
When an input torque signal equivalent to the engine drive force is sent from the ECM to the TCM, the
TCM controls the line pressure solenoid valve and secondary pressure solenoid valve.
●
This line pressure solenoid controls the pressure regulator valve as the signal pressure and adjusts the
pressure of the operating oil discharged from the oil pump to the line pressure most appropriate to the
driving state. Secondary pressure is made by line pressure decreasing.
NORMAL CONTROL
Optimize the line pressure and secondary pressure, depending on driving conditions, on the basis of the throt-
tle position, the engine speed, the primary pulley (input) revolution speed, the secondary pulley (output) revo-
lution 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
When controlling the normal fluid pressure or the selected fluid pressure, the secondary pressure can be set
more accurately by using the fluid pressure sensor to detect the secondary pressure and controlling the feed-
back.
Shift Control
ACS0020L
In order to select the gear ratio which can obtain the driving force in accordance with driver's intention and the
vehicle condition, monitor the driving conditions, such as the vehicle speed and the throttle position, select the
appropriate gear ratio, and determine how to change the gear before reaching it in the TCM. Then send the
command to the step motor, and control the flow-in/flow-out of line pressure from the primary pulley to deter-
mine the position of the moving-pulley and control the gear ratio.
SCIA1846E
SCIA4581E
CVT-24
CVT SYSTEM
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NOTE:
The gear ratio is set for every position separately.
“D” POSITION
Shifting over all the ranges of gear ratios from the lowest to the high-
est.
“S” POSITION
Use this position for the improved engine braking.
“L” POSITION
By limiting the gear range to the lowest position, the strong driving
force and the engine brake can be secured.
“M” POSITION
When the selector lever is put in the manual shift gate side, the fixed
changing gear line is set. Move the selector lever to + side or - side
and switch the manual mode switch, it changes the speed gradually,
and changing the speed like the M/T models becomes possible on
the set changing gear line.
DOWNHILL ENGINE BRAKE CONTROL (AUTO ENGINE BRAKE CONTROL)
When downhill is detected with the accelerator pedal released, the engine brake will be strengthened up by
downshifting so as not to accelerate the vehicle more than necessary.
ACCELATION CONTROL
According to vehicle speed and a change of accelerator pedal angle, driver's request for acceleration and driv-
ing scene are judged. This function assists improvement in acceleration feeling by making the engine speed
proportionate to the vehicle speed. And a shift map which can gain a larger driving force is available for com-
patibility of fuel mileage with drivability.
SCIA1953E
SCIA1955E
SCIA4582E
CVT SYSTEM
CVT-25
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Lock-up and Select Control
ACS002S9
●
The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to
increase power transmission efficiency.
●
The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid
valve, which is controlled by a signal from TCM. The torque converter clutch control valve engages or
releases the torque converter clutch piston.
●
When shifting between “N” (“P”)
⇔
“D” (“R”), torque converter clutch solenoid controls engagement power
of forward clutch and reverse brake.
●
The lock-up applied gear range was expanded by locking up the
torque converter at a lower vehicle speed than conventional
CVT models.
TORQUE CONVERTER CLUTCH AND SELECT CONTROL VALVE CONTROL
Lock-up and Select 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 the
torque converter clutch solenoid 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 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
position, the engine speed, and the secondary pulley (output) revolution speed to lessen the shift shock.
SCIA1958E
SCIA2374E
CVT-26
CVT SYSTEM
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Control Valve
ACS002S8
FUNCTION OF CONTROL VALVE
Name
Function
Torque converter regulator valve
Optimize the supply pressure for the torque converter depending on driving conditions.
Pressure regulator valve
Optimize the discharge pressure from the oil pump depending on driving conditions.
TCC control valve
●
Activate or deactivate the lock-up.
●
Lock-up smoothly by opening lock-up operation excessively.
TCC solenoid valve
Controls the TCC control valve or select control valve.
Shift control valve
Controls flow-in/out of line pressure from the primary pulley depending on the stroke dif-
ference between the stepping motor and the primary pulley.
Secondary valve
Controls the line pressure from the secondary pulley depending on operating condi-
tions.
Clutch regulator valve
Adjust the clutch operating pressure depending on operating conditions.
Secondary pressure solenoid valve
Controls the secondary valve.
Line pressure solenoid valve
Controls the line pressure control valve.
Step motor
Controls the pulley ratio.
Manual valve
Transmit the clutch operating pressure to each circuit in accordance with the selected
position.
Select control valve
Engage forward clutch, reverse brake smoothly depending on select operation.
Select switch valve
Switch torque converter clutch solenoid valve control pressure use to torque converter
clutch control valve or select control valve.
Lock-up select solenoid valve
Controls the select switch valve.
ON BOARD DIAGNOSTIC (OBD) SYSTEM
CVT-27
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
PFP:00028
Introduction
ACS001SS
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. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in
the ECM memory, and the TCM memory.
The second is the TCM original self-diagnosis performed by the TCM. The malfunction is stored in the TCM
memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail, refer to
.
OBD-II Function for CVT System
ACS001ST
The ECM provides emission-related on board diagnostic (OBD-II) functions for the CVT system. One function
is to receive a signal from the TCM used with OBD-related parts of the CVT 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
diagnostic 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 CVT system parts.
One or Two Trip Detection Logic of OBD-II
ACS001SU
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-II Diagnostic Trouble Code (DTC)
ACS001SV
HOW TO READ DTC AND 1ST TRIP DTC
DTC and 1st trip DTC can be read by the following methods.
(
with CONSULT-II or
GST) CONSULT-II or GST (Generic Scan Tool) Examples: P0705, P0720 etc.
These DTC are prescribed by SAE J2012.
(CONSULT-II 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-II can identify them as shown below, therefore, CONSULT-II (if available) is recom-
mended.
A sample of CONSULT-II display for DTC and 1st trip DTC is shown
on the next page. DTC or 1st trip DTC of a malfunction is displayed
in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with CON-
SULT-II. Time data indicates how many times the vehicle was driven
after the last detection of a DTC.
SCIA4823E
CVT-28
ON BOARD DIAGNOSTIC (OBD) SYSTEM
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2004 Murano
If the DTC is being detected currently, the time data will be “0”.
If a 1st trip DTC is stored in the ECM, the time data will be “1t”.
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-II
or GST. The 1st trip freeze frame data can only be displayed on the CONSULT-II screen, not on the GST. For
details, refer to
.
Only one set of freeze frame data (either 1st trip freeze frame data or 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
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-II, GST or ECM DIAGNOSTIC TEST MODE as
described following.
●
If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.
●
When you erase the DTC, using CONSULT-II 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-II. For details, refer to
EC-48, "Emission-Related Diagnostic Information"
●
Diagnostic trouble codes (DTC)
●
1st trip diagnostic trouble codes (1st trip DTC)
●
Freeze frame data
SAT015K
SAT016K
Priority
Items
1
Freeze frame data
Misfire — DTC: P0300 - P0306
Fuel Injection System Function — DTC: P0171, P0172, P0174, P0175
2
Except the above items (Includes CVT related items)
3
1st trip freeze frame data
ON BOARD DIAGNOSTIC (OBD) SYSTEM
CVT-29
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●
1st trip freeze frame data
●
System readiness test (SRT) codes
●
Test values
HOW TO ERASE DTC (WITH CONSULT-II)
●
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-II “ON” and touch “TRANSMISSION”.
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.
Select Mode 4 with Generic Scan Tool (GST). For details, refer to
EC-118, "Generic Scan Tool (GST)
SCIA5442E
CVT-30
ON BOARD DIAGNOSTIC (OBD) SYSTEM
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2004 Murano
Malfunction Indicator Lamp (MIL)
ACS001SW
DESCRIPTION
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
EC-649, "MIL AND DATA LINK CONNEC-
.
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.
SEF217U
TROUBLE DIAGNOSIS
CVT-31
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TROUBLE DIAGNOSIS
PFP:00004
DTC Inspection Priority Chart
ACS001SX
If some DTCs are displayed at the same time, perform inspections one by one based on the following priority
chart.
NOTE:
If DTC U1000 is displayed with other DTCs, first perform the trouble diagnosis for DTC U1000. Refer to
.
Fail-safe
ACS001SY
The TCM has an electrical fail-safe mode. This mode makes it possible to operate even if there is an error in a
main electronic control input/output signal circuit.
FAIL-SAFE FUNCTION
If any malfunction occurs in a sensor or solenoid, this function controls the CVT to make driving possible.
Output Speed Sensor (Secondary Speed Sensor)
●
The shift pattern is changed in accordance with throttle position when an unexpected signal is sent from
the output speed sensor (secondary speed sensor) to the TCM. The manual mode position and second
position is inhibited, and the transaxle is put in “D”.
Input Speed Sensor (Primary Speed Sensor)
●
The shift pattern is changed in accordance with throttle position and secondary speed (vehicle speed)
when an unexpected signal is sent from the input speed sensor (primary speed sensor) to the TCM. The
manual mode position and second position is inhibited and the transaxle is put in “D”.
PNP Switch
●
If an unexpected signal is sent from the PNP switch to the TCM, the transaxle is put in “D”.
Manual Mode Switch
●
If an unexpected signal is sent from the manual mode switch to the TCM, the transaxle is put in “D”.
CVT Fluid Temperature Sensor
●
If an unexpected signal is sent from the CVT fluid temperature sensor to the TCM, the gear ratio in use
before receiving the unexpected signal is maintained or the gear ratio is controlled to keep engine speed
under 5000 rpm.
Transmission Fluid Pressure Sensor A (Secondary Pressure Sensor)
●
If an unexpected signal is sent from the transmission fluid pressure sensor A (secondary pressure sensor)
to the TCM, the secondary pressure feedback control is stopped and the offset value obtained before the
non-standard condition occurs is used to control line pressure.
●
If transmission fluid pressure sensor A (secondary pressure sensor) error signal is input to TCM, second-
ary pressure feedback control stops, but line pressure is controlled normally.
Pressure Control Solenoid A (Line Pressure Solenoid)
●
If an unexpected signal is sent from the solenoid to the TCM, the pressure control solenoid A (line pres-
sure solenoid) is turned “OFF” to achieve the maximum fluid pressure.
Pressure Control Solenoid B (Secondary Pressure Solenoid)
●
If an unexpected signal is sent from the solenoid to the TCM, the pressure control solenoid B (secondary
pressure solenoid) is turned “OFF” to achieve the maximum fluid pressure.
Torque Converter Clutch Solenoid
●
If an unexpected signal is sent from the solenoid to the TCM, the torque converter clutch solenoid is
turned “OFF” to cancel the lock-up.
Priority
Detected items (DTC)
1
U1000 CAN communication line
2
Except above
CVT-32
TROUBLE DIAGNOSIS
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2004 Murano
Step Motor
●
If an unexpected signal is sent from the step motor to the TCM, the step motor coil phases “A” through “D”
are all turned “OFF” to hold the gear ratio used right before the non-standard condition occurred.
CVT Lock-up Select Solenoid
●
If an unexpected signal is sent from the solenoid to the TCM, the CVT lock-up select solenoid is turned
“OFF” to cancel the lock-up.
TCM Power Supply (Memory Back-up)
●
Transaxle assembly is protected by limiting the engine torque when the memory back-up power supply
(for controlling) from the battery is not supplied to TCM. Normal statues is restored when turning the igni-
tion switch OFF to ON after the normal power supply.
How to Perform Trouble Diagnosis for Quick and Accurate Repair
ACS001SZ
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor, PNP switch and provides shift control or lock-up
control via CVT solenoid valves.
The TCM also communicates with the ECM by means of a signal
sent from sensing elements used with the OBD-related parts of the
CVT system for malfunction-diagnostic purposes. The TCM is capa-
ble of diagnosing malfunctioning parts while the ECM can store mal-
functions in its memory.
Input and output signals must always be correct and stable in the
operation of the CVT system. The CVT system must be in good
operating condition and be free of valve seizure, solenoid valve mal-
function, etc.
It is much more difficult to diagnose an error that occurs intermit-
tently rather than continuously. Most intermittent errors are caused
by poor electric connections or improper wiring. In this case, careful
checking of suspected circuits may help prevent the replacement of
good parts.
A visual check only may not find the cause of the errors. A road test
with CONSULT-II (or GST) or a circuit tester connected should be
performed. Follow the
.
Before undertaking actual checks, take a few minutes to talk with a
customer who approaches with a driveability complaint. The cus-
tomer can supply good information about such errors, especially
intermittent ones. Find out what symptoms are present and under
what conditions they occur. A “Diagnostic Worksheet” as shown on
the example (Refer to
) should be used.
Start your diagnosis by looking for “conventional” errors first. This will
help troubleshoot driveability errors on an electronically controlled
engine vehicle.
Also check related Service bulletins.
SAT631IB
SAT632I
SEF234G
TROUBLE DIAGNOSIS
CVT-33
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WORK FLOW
A good understanding of the malfunction conditions can make troubleshooting faster and more accurate.
In general, each customer feels differently about a malfunction. It is important to fully understand the symp-
toms or conditions for a customer complaint.
Make good use of the two sheets provided, “Information From Customer” (Refer to
) and “Diagnostic
Worksheet” (Refer to
), to perform the best troubleshooting possible.
Work Flow Chart
*1.
*2.
*3.
*4.
*5.
*6.
*7.
*8.
*9.
*10.
*11.
*12.
*13.
*14.
*15.
SCIA4834E
CVT-34
TROUBLE DIAGNOSIS
Revision: 2004 November
2004 Murano
DIAGNOSTIC WORKSHEET
Information from Customer
KEY POINTS
●
WHAT. . Vehicle & CVT model
●
WHEN. . Date, Frequencies
●
WHERE. . Road conditions
●
HOW. . Operating conditions, Symptoms
Diagnostic Worksheet Chart
Customer name
MR/MS
Model & Year
VIN
Trans. Model
Engine
Mileage
Malfunction Date
Manuf. Date
In Service Date
Frequency
❏
Continuous
❏
Intermittent (
times a day)
Symptoms
❏
Vehicle does not move.
(
❏
Any position
❏
Particular position)
❏
No shift
❏
Lock-up malfunction
❏
Shift shock or slip
(
❏
N
→
D
❏
N
→
R
❏
Lock-up
❏
Any drive position)
❏
Noise or vibration
❏
No pattern select
❏
Others
(
)
Malfunction indicator lamp (MIL)
❏
Continuously lit
❏
Not lit
1
❏
Read the item on “cautions concerning fail-safe and understand the customer's complaint.
2
❏
CVT fluid inspection
❏
Leak (Repair leak location.)
❏
State
❏
Amount
3
❏
Stall test and line pressure test
❏
Stall test
❏
Torque converter one-way clutch
❏
Reverse brake
❏
Forward clutch
❏
Steel belt
❏
Engine
❏
Line pressure low
❏
Primary pulley
❏
Secondary pulley
❏
Line pressure inspection - Suspected part:
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