NISSAN MOTOR CO., LTD.

3.

ATDR301

3. Automatic Transmission
Malfunctions and Causes

3/99
 TABLE OF CONTENTS
3-1. PROCEDURE OF TROUBLE DIAGNOSIS ........................... 1
1) VERIFYING THE CONTENTS OF COMPLAINT................... 2
2) UNDERSTANDING TROUBLE SYMPTOMS ........................ 3

3-2. MAIN TROUBLE AND CAUSE .............................................. 4

1) SLIP AND ACCELERATION TROUBLE................................ 4
2) EXCESSIVE SHOCK ............................................................. 7
3) SHIFT TROUBLE................................................................... 9
4) FAIL-SAFE FUNCTION ....................................................... 11
3-1. PROCEDURE OF TROUBLE DIAGNOSIS
Many automatic transmission troubles appear as complicated symptoms caused
by connecting troubles of some parts such as power train, frictional elements,
hydraulic system and electronic system. Therefore, perform a trouble diagnosis
according to the following procedure. At first, reproduce the trouble and have a
good grasp of it. Next, estimate and inspect suspected portions, then determine
the trouble portion. Using your knowledge and experience, make an effort to per-
form a more proper and effective trouble diagnosis. It is to be desired to collect
some examples for difficult troubles in order to utilize them when other troubles
occur. In this text book, we will explain RE4R01A Automatic Transmission as an
example.

DIAGNOSTIC PROCEDURE

1 Verifying the contents of customer’s complaint

↓
2 Understanding the trouble symptoms

↓
3 Estimating the trouble portion (Narrow-down)

↓
4 Inspecting the trouble portion

↓
5 Determining the trouble portion

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1) VERIFYING THE CONTENTS OF COMPLAINT
When a customer bring a car which is suspected to have a trouble, it is impor-
tant to ask the customer in detail about the conditions when, where and how
the trouble occurred. It is necessary to get the fact and understand it correctly,
not to reason the contents of customer’s complaints. It is also effective to ride
the car together with the customer and check it by a road test. In order to get
correct and detailed information, ask the customer using WHAT, WHEN,
WHICH and HOW questions. It is also good to use a diagnostic worksheet as
follows:

ATDR302

DIAGNOSTIC WORKSHEET
1. Impossible to start 2. No shift 3. Failed shift point 4. Large shift shock
Symptoms 5. Shift slip 6. No acceleration 7. Failed engine brake 8. No move
9. Vibration & noise 10. Oil leakage
Select lever position P R N D 2 1
Shift condition R, D 1 → D2 — D3 ↔ D4 , 2 2 — 21 , 12 → 11
Vehicle speed
(km/h) 10 50 100 150

Trottle opening
0 2/8 4/8 6/8 8/8
1. At stopping 2. At starting 3. At accelerating 4. At cruising 5. At decelerating
Driving condition
6. At climbing 7. At coasting 8. At low-speed 9. At high-speed 10. At reversing
Engine condition 1. Cold 2. During warm-up 3. After warm-up
Incident occurrence 1. Just after delivery 2. Since ( ) days before 3. After running ( ) km
& frequency 4. After maintenance 5. Sometimes 6. All time 7. Under certiain condition
Others

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2) UNDERSTANDING TROUBLE SYMPTOMS
At a trouble diagnosis, it is important to verify the suspected causes of the
trouble symptom. The larger amount of information concerning the symptom,
the easier the probable cause can be narrowed down, and the less portions
should be checked. Therefore, perform tests such as a road test how the trou-
ble occurs and collect effective data.

Only one information Many information

Suspected Probable causes
causes which can be
narrowed down

ATDR303

(Example) Complaint : Impossible to shift to fourth speed during driving in D

range

What How
1. Automatic fluid Normal amount, No stain
2. Pilot lamp for changing range of select lever Light on correctly
3. OD SW ON in D range Impossible to shift to D4
4. In D range Correctly shift between D1 and D2 ,
and between D2 and D3
5. In 2 range Correctly shift from 21 to 22
6. From D3 to 2 Engine brake at 22 works correctly
7. Oil temperature of AT Normal (driving more than 10 minutes)

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3-2. MAIN TROUBLE AND CAUSE
1) SLIP AND ACCELERATION TROUBLE
These trouble cause the following symptoms :
• Slip at starting
• Slip and mis-revving up motor at accelerating
• Acceleration trouble during driving
• Inoperative engine brake

POINT

Slip and acceleration trouble occurs when frictional elements are not locked
correctly. The following causes are suspected :
a. Lack of oil
b. Low oil pressure
c. Weakening and wear of clutch and band
These causes are also suspected for the inoperative engine brake and mis-
revving up motor. Mis-revving up motor which temporarily occurs at shifting
is probable to be caused by wrong timing of changing frictional elements.
The trouble under neutral condition is probable to be caused by a slip of fric-
tional elements. A slip of one-way clutch in torque converter causes an
acceleration trouble. In case that it is seized, a vehicle does not speed up
more than about 80 km/h. A seizing and trailing of each clutch or brake may
cause an acceleration trouble. In this case, a resistance like braking is felt at
shifting.

ST2505S001

Lack of oil Low oil pressure

Weakening and wear of band

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FRICTIONAL ELEMENTS AND MAIN TROUBLE
• Forward clutch
Forward clutch is engaged in all driving positions at driving forth except in R
range. In case of mis-operation or slip, driving in D range and 2 range is
impossible or it causes an acceleration trouble. In case of seizing, starting in
N range and driving in R range are impossible.

• Brake band
Brake band works at 2nd speed and 4th speed. In case of mis-operation or slip,
a vehicle speed shifts from 1st speed to 3rd speed in D range, but it is impossi-
ble to shift up to 4th speed in 4th speed range.
Selecting 2 or 1 range from D range, the engine brake at 2nd speed does not
work. In case of seizing, it causes the following symptoms, 2nd speed starting
occurs in D or 2 range, shifting to 3rd speed or R speed is impossible, and driv-
ing is impossible.

• High clutch
High clutch works at 3rd and 4th speed. In case of mis-operation or slip, it is
possible to shift between 1st and 2nd speed in D range, but it is impossible to
shift to 3rd or 4th speed, and some symptoms such as mis-revving up motor
occur at 3rd speed. In case of seizing, it is probable to cause the following
symptoms, 3rd speed starting occurs in D or 2 range, and driving in 1 or R
range is impossible.

• Reverse clutch
Reverse clutch works only in R range. In case of mis-operation or slip, driving
in R range is impossible and slip occurs at reversing.

• Low & reverse clutch

Low & reverse clutch works in R range, 1 range and at 1st speed. In case of
mis-operation or slip, driving in R range is impossible, and 1st speed engine
brake does not work in 1 range. In case of seizing, it is probable to cause that
driving at 2nd , 3rd and 4th speed is impossible.

• Overrunning clutch
Overrunning clutch works when engine brake is working. In case of mis-oper-
ation or slip, engine brake does not work in D, 2 and 1 range. In case of seiz-
ing, driving in R range is impossible and it is afraid that a resistance like
braking is felt at shifting from 3rd to 4th speed in D range or shifting is impossi-
ble at 4th speed.

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• Low one-way clutch
Low one-way clutch works at 1st speed in D or 2 range. In case of mis-opera-
tion or slip, starting at 1st speed in D or 2 range is impossible. At 1st speed in
1 range, it is possible to start a vehicle normally. In case of seizing, a resis-
tance like braking is felt at shifting from 1st speed to 2nd speed as same symp-
tom of the low & reverse brake.

• Forward one-way clutch

As same as the forward clutch, forward one-way clutch works in D and 2 range
automatically except at 4th speed in R and D range. In case of mis-operation
or slip, driving in D and 2 range is impossible. In case of seizing, the same
symptom when the overrunning clutch always works occurs.

A seizing of frictional element or planetary gear may cause the inside of

mission to be damaged.

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2) EXCESSIVE SHOCK
A excessive shock mainly occurs at selecting (N → R, D, P → R, D) or shifting.
It is probable that an abnormality of engine, brake system or suspension may
cause the shock at cruising, accelerating, decelerating and braking. It is
important to understand the sypmtoms.

POINT

Some small shocks cannot be helped at changing the control operation

because of the construction and operation of A/T vehicle. Feelings against
the shock are different depending on customers. It is important to under-
stand well about A/T vehicle by riding on many kind of A/T vehicles all the
time and checking the degree of shock on each kind of vehicle, in order to
acquire the capacity of making a good decision against a customer’s com-
plaint whether it is the vehicle’s functional trouble.
Probable main causes of excessive shock are as follows :
a. High line pressure
b. Mis-operation of accumulator
c. Weakening and wear of clutch and brake
Weakening and wear of clutch and brake also causes acceleration trouble or
judder at shifting.

Accumulator Accumulator
piston A piston C
Accumulator Accumulator
piston B piston D

High line pressure Accumulator

Retaining plate Snap ring

Driven plates

Drive plates

Clutch

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MAIN CAUSE OF EXCESSIVE SHOCK
(1) Trouble of electronic system
(a) If the water temperature sensor is open circuit, A/T control unit judges the tem-
perature to be excessive low, then have the line pressure always high. That
may cause an excessive shock. at both selecting and shifting.
(b) If a trouble occurs on line pressure solenoid or dropping resistor, the solenoid
is turned off, then the line pressure comes to be always high. That may cause
an excessive shock at both selecting and shifting.
(c) If a trouble occurs on the throttle sensor, the line pressure comes to be the
maximum, then that may cause an excessive shock. However, the line pres-
sure is normal by fail-safe when the idle switch is turned ON.

(2) Trouble of hydrauric system

(a) In case that the line pressure comes to be always high by mis-operations of
pressure regulator valves, pressure modifier vavles or pilot valves, an exces-
sive shock occurs at selecting or shifting.
(b) In case of mis-operation of accumulator, an excessive shock occurs at shifting
corresponding to each accumulator.

(3) Trouble of A/T unit

It is probable that a judder or shock occurs at the specific stage of shifting in
case of a wear or weakening of the clutch and the facing of brake.

Trouble of idling
An excessive shock tends to occur at selecting (N → D, N → R) in case that
idle speed is beyond the specification because of mis-adjustment.

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3) SHIFT TROUBLE
This trouble mainly causes the following symptoms :
• It is impossible to shift or a gear position is fixed.
• Shift point is high or low.

POINT

The shift control consists of select lever position (each range), electron con-
trol which decides shift schedule, oil pressure as an operation power, and
clutch and brake as an actuator. Each function should work correctly for a
smooth operation of automatic transmission. When a trouble occurs in the
shift system, it is necessary to understand the shift control system well in
order to make a good decision which part of these function has an abnor-
mality.

Shift solenoid valve B

Throttle Revolution sensor
Line pressure Shift solenoid valve A sensor
solenoid valve (engine)
Overrun
clutch solenoid Inhibitor switch
valve

Oil temperature
sensor
Select range signal

(Control valve
upper body)
‘P’~’I’
Actuator
Shaft rpm
sensor
Control unit

Throttle signal
Torque converter clutch
solenoid valve Fluid temperature Line pressure solenoid
sensor Engine revolution signal Lock-up solenoid
Shift solenoid A
Vehicle speed sensor Shift solenoid B
Overrun clutch solenoid
Pattern select switch

Pattern
indicator lamp

(Control valve
lower body)
Electronic automatic transmission control system

ATDR317

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MAIN CAUSE OF SHIFT TROUBLE
(1) Trouble in the electronic system
The suspected causes of the electronic system trouble are as follows :
(a) Failed inhibitor switch
(b) Failed vehicle speed sensor
(c) Failed shift solenoid
(d) Failed oil temperature sensor
(e) Failed OD switch
(f) Failed A/T mode switch
The trouble of driving with fixing the specific gear is probable to be caused by
all failures of shift solenoid, vehicle speed sensor I and II. The trouble, impos-
sible to shift to 4thspeed in D range, is probable to be caused by a failure of oil
temperature sensor, OD switch or inhibitor switch.

(2) Trouble of hydrauric system

The suspected causes of the hydrauric system trouble are as follows :
(a) Failed control valve
(b) Mis-operation of accunulator
(c) Abnormal oil pressure which works on clutch and brake
In case that a trouble occurs at the specific shifting, it is probable to be caused
by abnormal oil pressure which works on the frictional elements relative to the
shifting. In case that it is impossible to shift up to 2nd speed, a brake band is
not engaged because of abnormal oil pressure which works on the 2nd speed
band servo (leakage of oil pressure). Failed control valves such as seizing,
damage of spring and rough by chips may cause a shift trouble.

(3) Trouble of A/T unit

In case of a slip or seizing on each frictional element, it may cause a shift trou-
ble. The suspected causes of an abnormal shift point are as follows :
(a) Failed throttle sensor
(b) Failed vehicle speed sensor
(c) Failed A/T mode switch
Normally, a shift point is decided by vehicle speed and throttle opening. In the
electron control system, in case that there is a failure on throttle sensor or
vehicle speed sensor, the shift point is different from a shift point chart. In
case of an abnormal throttle sensor, a vehicle is driven on the shift point by
switching of the three switches, idle switch, full throttle switch and kick down
switch. In the hydraulic control system, a shift point is decided by the balance
of throttle pressure and governor pressure. When they don’t balance, the shift
point moves to the side of the higher one.

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4) FAIL-SAFE FUNCTION
The fail-safe is the function to change a part of the electron control to prevent
losing driving abilities as little as possible in case that a trouble occurs on vehi-
cle speed sensor, throttle sensor, inhibitor switch and each solenoid. It is a
key-point at trouble diagnosis.
(1) Shift solenoid
• In case of an abnormal shift solenoid, it controls the shift solenoid A and B
to be OFF in D and 2 rages, then keeps fixing the 3rd speed until the ignition
switch is turned off.
• It keeps fixing the 2nd speed in 1 range. The fail-safe is not canceled until
ignition switch is turned off.
(2) Line pressure and solenoid
• In case of an abnormal solenoid, it controls the solenoid to be OFF to have
the line pressure be maximum. When the solenoid is recovered, the fail-
safe is canceled as soon as a shifting starts to have the line pressure be
normal.
(3) Overrunning clutch solenoid
• In case of an abonormal solenoid, it controls the solenoid to be OFF and
engage the overrunning clutch in D range (1st speed to 3rd speed) and 2
range. In the hydraulic control, the overrunning clutch is always engaged in
1 range. It controls the line pressure to be maximum at 4th speed in D
range.
(4) Lock up solenoid
• In case of an abnormal solenoid, it controls the solenoid to be always OFF
to cancel the lock up. Once a trouble is judged, the fail-safe is kept until the
ignition switch is turned off.
(5) Throttle sensor
• In case of an abnormal of throttle sensor
It controls the line pressure to be maximum. However, when the idle switch
is ON, it controls the oil pressure during idling to be minimum.
• The shift point is controled by idle switch, full throttle switch and kick down
switch.

Shift point Throttle Throttle Throttle Throttle

Throttle switch opening 0/8 opening 2/8 opening 4/8 opening 8/8
Idle switch ON OFF OFF OFF
Full throttle switch OFF OFF ON ON
Kick down switch OFF OFF OFF ON

• When the throttle sensor is recovered, the fail-safe is canceled at less than
the specified vehicle speed, then the driving condition comes to be normal.

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(6) Vehicle speed sensor
• It consists of two types of sensors. If the one sensor is failed, the other one
normally works instead of the failed one.
• In case that the both vehicle speed sensors I and II are failed after an inter-
val during driving, it keeps fixing 3rd speed.
(7) Inhibitor switch
• In case that a trouble occurs on the inhibitor switch and a few signals are
input to the control unit, the signals are input in the priority order of D, N, R,
2, 1 in electrical and 4th speed is forbidden.
• It is impossible to be power mode.

Select lever position P R N D 2* 1

Driving condition P R N 1↔2↔3 1↔2↔3 1↔2 1↔2

In 2 range, it is possible to shift 21 ↔ 22 in only case that signals of 1 and 2

ranges are input.

• In case that the select position signals are not input to A/T control unit
because of a failed inhibitor switch, the previous signal has a priority. For
example, open circuit of D range signal and selecting D range from 2 range,
the signal in 2 range is prior and a speed is shifted between 1st and 2nd
speed.

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