2003 NISSAN TEANA throttle

AT-2 Diagnostic Procedure ............................................. 97
Component Inspection ............................................ 99
OVERRUN CLUTCH SOLENOID VALVE ...............100
Description ............................................................100
CONSULT-II Reference Value ..............................100
On Board Diagnosis Logic ....................................100
Possible Cause .....................................................100
DTC Confirmation Procedure ...............................100
Wiring Diagram — AT — OVRCSV ......................101
Diagnostic Procedure ...........................................102
Component Inspection ..........................................104
TORQUE CONVERTER CLUTCH SOLENOID
VALVE .....................................................................105
Description ............................................................105
CONSULT-II Reference Value ..............................105
On Board Diagnosis Logic ....................................105
Possible Cause .....................................................105
DTC Confirmation Procedure ...............................105
Wiring Diagram — AT — TCV ..............................106
Diagnostic Procedure ...........................................107
Component Inspection ..........................................109
BATT/FLUID TEMP SEN (A/T FLUID TEMP SEN-
SOR CIRCUIT AND TCM POWER SOURCE) ........110
Description ............................................................110
CONSULT-II Reference Value ..............................110
On Board Diagnosis Logic ....................................110
Possible Cause .....................................................110
DTC Confirmation Procedure ...............................110
Wiring Diagram — AT — BA/FTS ..........................111
Diagnostic Procedure ...........................................112
Component Inspection ..........................................115
ENGINE SPEED SIGNAL .......................................116
Description ............................................................116
CONSULT-II Reference Value ..............................116
On Board Diagnosis Logic ....................................116
Possible Cause .....................................................116
DTC Confirmation Procedure ...............................116
Wiring Diagram — AT — ENGSS .........................117
Diagnostic Procedure ...........................................118
TURBINE REVOLUTION SENSOR ........................120
Description ............................................................120
CONSULT-II Reference Value ..............................120
On Board Diagnosis Logic ....................................120
Possible Cause .....................................................120
DTC Confirmation Procedure ...............................120
Wiring Diagram — AT — PT/SEN ........................121
Diagnostic Procedure ...........................................122
LINE PRESSURE SOLENOID VALVE ...................126
Description ............................................................126
CONSULT-II Reference Valve ..............................126
On Board Diagnosis Logic ....................................126
Possible Cause .....................................................126
DTC Confirmation Procedure ...............................126
Wiring Diagram — AT — LPSV ............................127
Diagnostic Procedure ...........................................129
Component Inspection ..........................................132
CAN COMMUNICATION LINE ................................133
Description ............................................................133
On Board Diagnosis Logic ....................................133Possible Cause .....................................................133
DTC Confirmation Procedure ................................133
Wiring Diagram — AT — CAN ..............................134
Diagnostic Procedure ............................................135
A/T 1ST GEAR FUNCTION .....................................136
Description ............................................................136
On Board Diagnosis Logic ....................................136
Possible Cause .....................................................136
DTC Confirmation Procedure ................................137
Diagnostic Procedure ............................................138
A/T 2ND GEAR FUNCTION ....................................140
Description ............................................................140
On Board Diagnosis Logic ....................................140
Possible Cause .....................................................140
DTC Confirmation Procedure ................................141
Diagnostic Procedure ............................................142
A/T 3RD GEAR FUNCTION ....................................143
Description ............................................................143
On Board Diagnosis Logic ....................................143
Possible Cause .....................................................143
DTC Confirmation Procedure ................................144
Diagnostic Procedure ............................................145
A/T 4TH GEAR FUNCTION ....................................146
Description ............................................................146
CONSULT-II Reference Value ...............................146
On Board Diagnosis Logic ....................................146
Possible Cause .....................................................146
DTC Confirmation Procedure ................................147
Diagnostic Procedure ............................................147
A/T TCC S/V FUNCTION (LOCK-UP) .....................151
Description ............................................................151
CONSULT-II Reference Value ...............................151
On Board Diagnosis Logic ....................................151
Possible Cause .....................................................151
DTC Confirmation Procedure ................................152
Diagnostic Procedure ............................................152
CONTROL UNIT (RAM) ..........................................156
Description ............................................................156
On Board Diagnosis Logic ....................................156
Possible Cause .....................................................156
DTC Confirmation Procedure ................................156
Diagnostic Procedure ............................................156
CONTROL UNIT (ROM) ..........................................157
Description ............................................................157
On Board Diagnosis Logic ....................................157
Possible Cause .....................................................157
DTC Confirmation Procedure ................................157
Diagnostic Procedure ............................................157
MAIN POWER SUPPLY AND GROUND CIRCUIT .158
Wiring Diagram — AT — MAIN .............................158
Diagnostic Procedure ............................................159
PNP, 3RD POSITION SWITCH AND CLOSED
THROTTLE, WIDE OPEN THROTTLE POSITION
SIGNAL ...................................................................161
CONSULT-II Reference Value ...............................161
TCM Terminals and Reference Value ...................161
Diagnostic Procedure ............................................162
Component Inspection ..........................................166
BRAKE SIGNAL CIRCUIT ......................................167

AT-18
A/T CONTROL SYSTEM

CLUTCH AND BAND CHART

*1: Oil pressure is applied to both 2nd “apply” side and 3rd “release” side of band servo piston. However, brake band does not con-
tract because oil pressure area on the “release” side is greater than that on the “apply” side.

*2: Oil pressure is applied to 4th “apply” side in condition *1 above, and brake band contracts.

: Operates.

A: Operates when throttle opening is less than 3/16, activating engine brake.

B: Operates during “progressive” acceleration.

C: Operates but does not affect power transmission.

D: Operates when throttle opening is less than 3/16, but does not affect engine brake. Shift posi-
tionR/C
5H/C
6F/C
15O/C
17Band servo
F/O.C
16L/O.C
18L&R/B
19Lock-
upRemarks
2nd
apply3rd
release4th
apply
PPA R K
POSITION
RREVERSE
POSITION
NNEUTRAL
POSITION
1st D B B
D2nd A BAutomatic
shift
3rd A *1C C B1 ⇔ 2 ⇔ 3
⇔ 4
4th C *2C C
31st D B B
Automatic
shift
1 ⇔ 2 ⇔ 3 2nd A B
3rd A *1C C B
21stBB
Automatic
shift
1 ⇔ 2 ⇐ 3 2ndB
3rd *1C C B
11stBB
Locks (held
stationary)
in 1st speed
1 ⇐ 2 ⇐ 3 2ndB
3rd *1C C B

A/T CONTROL SYSTEM
AT-21
D
E
F
G
H
I
J
K
L
MA
B
AT

“D1 ”, “31 ” and “21 ” Positions

Forward one-way clutch

Forward clutch

Low one-way clutchRear internal gear is locked to rotate counterclockwise because of the functioning of
these three clutches.
Overrun clutch
engagement conditions
(Engine brake)D
1 and 31 : Throttle opening is less than 3/16
2
1 : Always engaged
At D
1 , 31 and 21 positions, engine brake is not activated due to free turning of low
one- way clutch.
SCIA7864E

AT-22
A/T CONTROL SYSTEM

“D2 ”, “32 ”, “22 ” and “12 ” Positions

Forward clutch

Forward one-way
clutch

Brake bandRear 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 conditionsD
2 and 32 : Throttle opening is less than 3/16
2
2 and 12 : Always engaged
SCIA7865E

A/T CONTROL SYSTEM
AT-23
D
E
F
G
H
I
J
K
L
MA
B
AT

“D3 ”, “33 ”, “23 ” and “13 ” Positions

High clutch

Forward clutch

Forward one-way
clutchInput 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 conditionsD
3 and 33 : Throttle opening is less than 3/16
2
3 and 13 : Always engaged
SCIA7866E

AT-26
A/T CONTROL SYSTEM

TCM FunctionBCS000ZP
The function of the TCM is to:

Receive input signals sent from various switches and sensors.

Determine required line pressure, shifting point, lock-up operation, and engine brake operation.

Send required output signals to the respective solenoids.
CONTROL SYSTEM OUTLINE
The automatic transmission senses vehicle operating conditions through various sensors or signals. It always
controls the optimum shift position and reduces shifting and lock-up shocks.
CONTROL SYSTEM DIAGRAM
SWITCHES & SENSORS

TCM

ACTUATORS
PNP switch
Accelerator pedal position signal
Closed throttle position signal
Wide open throttle position signal
Engine speed signal
A/T fluid temperature sensor
Revolution sensor
Turbine revolution sensor (power
train revolution sensor)
Vehicle speed signal
3rd position switch signal
Stop lamp switch signalShift control
Line pressure control
Lock-up control
Overrun clutch control
Timing control
Fail-safe control
Self-diagnosis
CONSULT-II communication line
control
CAN systemShift solenoid valve A
Shift solenoid valve B
Overrun clutch solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
A/T CHECK indicator lamp
SCIA7869E

A/T CONTROL SYSTEM
AT-27
D
E
F
G
H
I
J
K
L
MA
B
AT

CAN CommunicationBCS000ZQ
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-49,
"CAN System Specification Chart" .
Input/Output Signal of TCMBCS000ZR
*1: Spare for vehicle speed sensor·A/T (revolution 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-diagnostics are not started, it is judged that there is some kind of error.
*5: Input by CAN communications.
*6: Output by CAN communications.Control itemLine
pressure
controlVehicle
speed
controlShift
controlLock-up
controlEngine
brake
controlFail-safe
functionSelf-diag-
nostics
function
InputAccelerator pedal position signal
(*5)XXXXX(*3) XX
Vehicle speed sensor A/T
(Revolution sensor)XXXXX(*3) XX
Vehicle speed sensor MTR
(*1)XXXX X
Closed throttle position signal
(*5)(*2) X(*2) XXX(*4) X
Wide open throttle position signal
(*5)(*2) X (*2) X (*4) X
Turbine revolution sensor (Power
train revolution sensor)XX X XX
Engine speed signal X X X X
PNP switch XXXXX(*3) X(*4) X
Stop lamp switch signal
(*5)XX (*4) X
A/T fluid temperature sensors X X X X X X
3rd position switch signal
(*5)XXXX (*4) X
TCM power supply voltage signal X X X X
Out-
putShift solenoid valve A/B X (*3) X X
Line pressure solenoid X (*3) X X
Torque converter clutch solenoid
valveX(*3) XX
Overrun clutch solenoid valve X X (*3) X X
A/T CHECK indicator lamp
(*6)X

AT-28
A/T CONTROL SYSTEM

Line Pressure ControlBCS000ZS

TCM has various line pressure control characteristics to match the driving conditions.

An ON-OFF duty signal is sent to the line pressure 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 characteristics of line pressure to throttle opening.
BACK-UP CONTROL (ENGINE BRAKE)
If the selector lever is shifted to “2” position while driving in D4 , D3
or 33 , great driving force is applied to the clutch inside the transmis-
sion. Clutch operating pressure (line pressure) must be increased to
deal with this driving force.
DURING SHIFT CHANGE
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.
SCIA4826E
SCIA4827E
SCIA4828E