STEP 2 CHA

A/T DIAGNOSIS

ATTN0205AJ

Describe Functions of CVT

CHA0365

OBJECTIVE
PERFORMANCE: Be able to describe the construction of the CVT (Continuously Variable Transmission). Be able to describe the functions of the component parts of the CVT.

RESOURCES:

The following resources have been prepared for this module. NISSAN vehicle with CVT ESM

STEP 2 CHA SKILL CHECK

A/T DIAGNOSIS

ATTN0205AJ

Describe the construction of the CVT. Describe the the functions of the component parts of the CVT.

STEP 2 CHA

A/T DIAGNOSIS

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CONTENTS
1. FEATURES 1) Outline 2) Driving Force 3) Improvement of Fuel Consumption 2. MECHANICAL OUTLINE 1) Cross-Sectional View 2) System Configuration 3) Torque Converter 4) Forward/Reverse Gear Switching Mechanism 5) Final Drive and Differential Gear 6) Fluid 3. BELT AND PULLEY 1) Cross-Sectional View 2) Mechanism 3) Steel Belt 4) Pulley 4. ELECTRONIC CONTROL 1) Control System Outline 2) Control System Diagram 3) Circuit Diagram 4) Control Items and Input/Output Signal List 5) Line Pressure and Secondary Pressure Control 6) Shift Control 7) Lockup and Select Control 8) EEPROM Erasing 9) CVT Unit Removal and Installation

TARGET
Ability to describe the construction of the CVT

Ability to describe the functions of the component parts of the CVT

STEP 2 CHA CONTENTS

A/T DIAGNOSIS

ATTN0205AJ
TARGET

5. HYDRAULIC CONTROL SYSTEM 1) Outline 2) Function of Control Valve 3) Oil Pump

Heres what you do . . . . (1)

SKILL CHECK

If you feel confident about your knowledge and skills of these tasks, you can proceed to the next module. Ask your course instructor for guidance.

STEP 2 CHA

A/T DIAGNOSIS

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1. FEATURES 1) Outline
The CVT has achieved both high driving performance and low fuel consumption with a combination of the torque converter and the continuously variable transmission with steel belt and pulley. It automatically selects the optimum gear ratio continuously from the low gear to the overdrive gear according to the driving condition. Smooth driving without shocks during shift changing and a high response to the accelerator pedal as desired by a driver can be achieved. The CVT-M6 has the 6-speed gear ratios that provide the pleasure of driving with the manual shift feeling.

For FF models

For FR models

1992

Generation change

N-CVT

For 1.0 1.3L

1997

Hyper CVT

Hyper CVT-M6

For 1.0 2.0L Extroid CVT For 3.0 3.5L

2003

Xtronic CVT

Xtronic CVT-M6

For 1.4 3.5L

CHA0394

NISSAN introduced the continuously variable transmission as N-CVT using a magnetic clutch. To expand the CVT equipped models, Hyper CVT is equipped with a torque converter covering 2.0-liter zone engines. Currently, Xtronic CVT expands the adopted models by covering 3.5-liter zone engines. Transmitting the high torque produced by a 3.5-liter engine requires the application of greater pressure to the pulleys that squeeze the steel belt. A belt with sufficiently high durability was developed to withstand the additional pulley pressure (RE0F09A type). CAUTION: Never tow the vehicle with the driving wheels on the ground due to the potential to damage the CVT.

STEP 2 CHA

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2) Driving Force
The shift diagram on the right during wide open throttle shows that a conventional AT indicates changing steps of engine speed at a shift point while CVT increases the vehicle speed without steps. The driving force diagram on the right shows the maximum driving force during wide open throttle. The conventional A/T shows steps in the driving force because of the non-continuously variable transmission. In contrast, the CVT allows acceleration while maintaining the high engine output. The driving force varies smoothly. The CVT does not have loss of the driving force equivalent to the hatched area. Thus, smooth and shock-less driving is realized.
CVT 2nd speed 3rd speed 4th speed 1st speed

Engine speed

A/T

Full opening of accelerator throttle Vehicle speed CVT has no loss of driving force without shift shock inside the hatched area. 1st speed 2nd speed A/T 3rd speed 4th speed Vehicle speed
CHA0366

Driving force

CVT

3) Improvement of Fuel Consumption

Driving near the best fuel consumption rate has been achieved, resulting in improvement of the actual fuel consumption as shown in the diagram on the right. The lockup vehicle speed of the torque converter has been lowered (the lockup range is widened). The slippage loss has been reduced, and the fuel cut range during driving with the accelerator pedal released has been widened.

Best fuel consumption rate

Engine torque

Operation range of CVT Operation range of A/T

Operation range during constant driving Engine speed

CHA0367

These efforts have contributed to the improvement of fuel consumption. The features of the CVT are introduced in the video program provided here.
Watch a video

STEP 2 CHA

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2. MECHANICAL OUTLINE 1) Cross-Sectional View

RE0F09A type

AWD model Differential

1. 2. 3. 4. 5.

Converter housing Oil pump Forward clutch Reverse brake Planetary carrier

6. 7. 8. 9. 10.

Primary pulley Steel belt Sun gear Side cover Internal gear

11. 12. 13. 14. 15.

Secondary pulley Final gear Differential case Idler gear Reduction gear

16. 17. 18. 19. 20.

Taper roller bearing Output gear Parking gear Input shaft Torque converter
CHA0368

Excerpt from ESM/2006 Z50 for North America

STEP 2 CHA

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2) System Configuration
Xtronic CVT
Forward and reverse change

Transaxle

Wheel

Differential gear

Final gear

Belt and Pulley

Torque converter

Engine

Parking system Oil pressure control

Oil pump

PNP switch Secondary speed sensor

Primary speed sensor

Electrical control

Control valve

Crankshaft position sensor (POS) and Camshaft position sensor (PHASE)

Control device CAN communication Accelerator pedal position sensor Manual mode indicator (With manual mode) Second position indicator (Without manual mode) Manual mode switch (With manual mode)

ECM

TCM

Second position switch Unified meter and A/C amp

(Without manual mode)

Stop lamp switch CVT position indicator

ABS actuator and electric unit (control unit) Mechanical system Oil system Electrical system CAN communication AWD control unit

CVT indicator lamp Wheel sensor

CHA0369

Excerpt from ESM/2006 Z50 for North America

STEP 2 CHA

A/T DIAGNOSIS

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3) Torque Converter
The torque converter increases the engine torque and transmits the torque to the transaxle, which is explained in the A/T Mechanical Fundamentals ATTN0201AJ module. It includes the lockup mechanism.

4) Forward/Reverse Gear Switching Mechanism

The single planetary gear type forward/reverse switching mechanism is mounted between the torque converter and the primary pulley. The power from the torque converter is transmitted to the input shaft. The wet type multiple disc clutch is hydraulically operated to switch the forward/reverse gear.
P and N ranges
Reverse brake (release) Planet carrier Internal gear Forward clutch (release) Sun gear Input shaft

D and L ranges
Reverse brake (release) Forward clutch (engagement)

R range
Reverse brake (engagement) Internal gear (clockwise) Forward clutch (release)

Sun gear Primary pulley

Sun gear (counterclockwise)

Internal gear (clockwise) Planet carrier (idling) Sun gear (stop)

Planet carrier Internal gear (idling) (idling) Sun gear (clockwise)

Planet carrier (fixed) Sun gear (counterclockwise)

Internal gear (clockwise)

CHA0370

STEP 2 CHA

A/T DIAGNOSIS

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5) Final Drive and Differential Gear

The reduction gear consists of 2 stages: the 1st reduction area (pair with the output gear and the idler gear) and the 2nd reduction area (pair with the reduction gear and the final drive gear). Both gears use the helical gears.
Type without viscous LSD (RE0F06A type) Type with viscous LSD (RE0F06V type)

Final drive gear Output gear 1st reduction area Reduction gear Idler gear Differential case

2nd reduction area

Differential case Viscous coupling

Final drive gear

CHA0371

6) Fluid
For optimum operation and lubrication of the CVT mechanism with large engine torque capacity, NISSAN CVT fluid NS-2 is specially designed. Use only Genuine NISSAN CVT fluid NS-2. Do not mix with other fluid. Using CVT fluid other than Genuine NISSAN CVT fluid NS-2 will deteriorate drivability and durability, and may damage the CVT, which is not covered by the warranty.

CVT FLUID REPLACEMENT Normal usage: It is not necessary to replace fluid throughout the vehicle life. Towing trailers usage: You should check for CVT fluid deterioration every 96,000 km using CONSULT-II work support CVTF DETERIORATION DATE. You should replace the fluid if the value is more than 210,000. The value has no unit and is just the factor calculated by various driving factors such as mileage, vehicle speed, engine speed, engine load, fluid temperature, number of warming up cycles, etc. You should reset the value after replacement of the CVT fluid.

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3. BELT AND PULLEY 1) Cross-Sectional View

Steel belt

Movable pulley

Primary pulley (pulley at input shaft side) Fixed pulley

Secondary pulley (pulley at output shaft side)

Movable pulley Primary pulley chamber

Fixed pulley

Secondary pulley chamber

CHA0372

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2) Mechanism
The unit consists of a pair of pulleys that allows free variation of the groove width in the axial direction and steel belts that are guided by continuous steel pieces and multi-layered steel rings on both sides. Shifting from the low gear (1st) to the high gear (overdrive) varies continuously without steps according to the winding diameter of the steel belt and the pulley. This groove width is controlled by the hydraulic pressure of the primary pulley and the secondary pulley.

3) Steel Belt
The belt consists of hundreds of steel pieces and two multi-layered steel rings. The feature of this steel belt is that the force is transmitted by compression of the steel pieces, instead of a rubber belt that transmits the force with tension.
Steel pieces Steel rings

22

CHA0373

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4) Pulley
Both the primary and the secondary pulleys consist of the fixed pulleys with an inclined surface of 11 and the movable pulley. At the back of the movable pulley, the hydraulic chamber (primary and secondary chamber for each) is installed. The movable pulley slides on the shaft with the ball spine to change the pulley groove width. Input signals of the engine load (accelerator throttle opening), the primary pulley revolution and the secondary pulley revolution (vehicle speed) change the operation pressure of the primary and secondary pulleys to control the pulley groove width.

1st gear condition Gear ratio r2/r1 Fixed pulley

11

Secondary pulley Movable pulley

Primary pulley

r1

Wide
Pulley groove width

r2

Narrow

Secondary pulley Secondary pulley

Overdrive gear condition Gear ratio r2/r1

Narrow

Fixed pulley

Movable pulley

Wide

r1

r2

Primary pulley

Secondary pulley

CHA0374

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STEP 2 CHA

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4. ELECTRONIC CONTROL 1) Control System Outline

The major functions of the Transmission Control Module (TCM) are as follows. Receive input signals sent from various switches and sensors. Determine the required line pressure, shifting point and lockup operation. Send required output signals to the step motor and the respective solenoids. The CVT senses vehicle operation conditions through various sensors. It always controls the optimum shift position and reduces shifting and lockup shocks.
Sensors (or signals) PNP switch Accelerator pedal position signal Closed throttle position signal CVT fluid temperature sensor Vehicle speed signal Manual mode signal Engine speed signal Second position signal* Stop lamp switch signal Primary speed sensor Primary pressure sensor Secondary speed sensor Secondary pressure sensor Shift control Line pressure control Primary pressure control Secondary pressure control Lockup control Engine brake control Vehicle speed control Fail-safe control Self-diagnosis CONSULT-ll communication line Duet-EA control CAN system On board diagnosis TCM Step motor Torque converter clutch solenoid valve Lockup select solenoid valve Line pressure solenoid valve Secondary pressure solenoid valve Manual mode indicator Second position indicator* CVT position indicator CVT indicator lamp Starter relay Actuators

*: Without manual mode.

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2) Control System Diagram

Crankshaft position sensor (POS) and Camshaft position sensor (PHASE) Accelerator pedal position sensor

ECM

CAN communication

Line pressure solenoid valve Secondary pressure solenoid valve Torque converter clutch solenoid valve Lockup select solenoid valve CVT assembly

Wheel sensor
Manual mode indicator (With manual mode) Second position indicator (Without manual mode)

ABS actuator and electric unit (control unit) TCM

Secondary speed sensor

Secondary pulley Belt

CVT position indicator CVT indicator lamp

Manual mode switch (With manual mode)

Unified meter and A/C amp

Primary speed sensor

Primary pulley Shift link

Step motor CVT fluid temperature sensor Secondary pressure sensor Primary pressure sensor

Second position switch

(Without manual mode)

Stop lamp switch

PNP switch

CHA0375

Excerpt from ESM/2006 Z50 for North America

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3) Circuit Diagram

CHA0376

Excerpt from ESM/2006 Z50 for North America

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STEP 2 CHA

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4) Control Items and Input/Output Signal List

Control item PNP switch Accelerator pedal position signal (*1) Closed throttle position signal (*1) Engine speed signal (*1) CVT fluid temperature sensor Manual mode signal (*1) (*3) Input Second position signal (*1) Stop lamp switch signal (*1) Primary speed sensor Secondary speed sensor Primary pressure sensor Secondary pressure sensor TCM power supply voltage signal Step motor TCC solenoid valve Output Lockup select solenoid valve Line pressure solenoid valve Secondary pressure solenoid valve

Fluid pressure control X X X X X X X X X X X X X

Select control X X

Shift control X X X

Lockup control X X X X

CAN communication control X X X X

Fail-safe function (*2) X X

X X X X X X X X X X X X X X X X

X X

X X X X X X X X X X

X X

X X X X X X X X X X X

X X

X X

*1: Input by CAN communication. *2: If these input and output signals are different, the TCM triggers the fail-safe function. *3: Without manual mode.
CHA0377

Excerpt from ESM/2006 Z50 for North America CAN COMMUNICATION To control the CVT to be optimum for the driving condition, TCM receives various information through the CAN (Controller Area Network) communication. The information received is common to engine control, ABS, combination meter, etc.

5) Line Pressure and Secondary Pressure Control

When the engine drive force signal is sent from the ECM to the TCM, the TCM precisely controls the line pressure solenoid valve and secondary pressure solenoid valve to reduce the friction and to improve the fuel consumption. This line pressure solenoid controls the pressure regulator valve as the signal pressure and adjusts the pressure of the operating oil discharged by the oil pump to the line pressure that is most appropriate to the driving state. Secondary pressure is controlled by decreasing the line pressure.

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Line pressure <Main input signal> Secondary valve Secondary pressure solenoid valve Secondary pressure Oil pump Primary pulley speed Pressure regulator valve Line pressure solenoid valve TCM Secondary pulley speed Engine speed Accelerator pedal position

Oil system Electrical system

CHA0378

NORMAL CONTROL Optimize the line pressure and secondary pressure, depending on the driving conditions, on the basis of such conditions as 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 lockup signal, the voltage, the target gear ratio, the fluid temperature and the fluid pressure. FEEDBACK CONTROL OF SECONDARY PRESSURE When controlling the normal fluid pressure and the selecting fluid pressure, the secondary pressure can be set more accurately by the feedback control detecting the pressure of the secondary fluid pressure. PRESSURE CONTROL SOLENOID VALVE Xtronic CVT uses a linear solenoid valve Normal high to control the line pressure and secondary pressure pressure. A linear solenoid valve controls the pressure proportionally to the applied electric current volume. Thus, these solenoid valve circuits do not have a parallel dropping resistor circuit. A linear solenoid valve has two types: one is normal high that 0 is the maximum pressure when the current is zero, and the another is normal low that is Normal low zero pressure when the current is zero. pressure The line pressure and secondary pressure solenoids are the normal high type.

Current

Current

CHA0518

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STEP 2 CHA

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6) Shift Control
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 to determine the gear change steps for the optimum gear ratio. Then, it sends a command to the step motor and controls the inflow/outflow of the line pressure to determine the position of the movable pulleys of the primary and secondary pulleys and then controls the gear ratio.

<Main input signal> PNP switch Accelerator pedal position Primary pulley Shift control valve Step motor TCM Primary pulley speed Secondary pulley speed Manual mode switch Oil system Electrical system Mechanical system
CHA0379

Line pressure

Second position switch

Excerpt from ESM/2006 Z50 for North America

The step motor controls the shift control valve and primary pulley using a unique linkage. If you are interested in learning more about this, see the textbook provided here. Textbook

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D POSITION Shifts over all of the ranges of gear ratios from the lowest to the highest.
Primary pulley speed Gear ratio : low e st

Shift area

Ge

at ar r

hi io :

ghe

st

Vehicle speed
CHA0381

S POSITION Use this position for improved engine braking.

Primary pulley speed Gear ratio : low es
t

Shift area

L POSITION By limiting the gear range to the lowest position, the strong driving force and the engine brake can be secured.

Ge

ar

rat

hi io :

gh

est

Vehicle speed
CHA0382

M POSITION When the selector lever is put in the manual shift gate, the fixed changing t gear line is set. By moving the selector d h 1s 2n 4t 5th lever to the + side or - side, the manual 6th mode switch is changed over, and a shift change like M/T becomes possible following the changing gear set line step by step. If the vehicle speed is lower than the intended gear ratio, additional upshift is inhibited by the CVT control Vehicle speed module to prevent engine stall. When CHA0383 the vehicle stops, the system controls the gear setting to the 1st speed. If the vehicle speed is higher than the intended gear ratio, additional downshift is inhibited to prevent excessive engine revolution. At full acceleration, automatic upshift occurs without manual shifting when exceeding the specified engine revolution.
Primary pulley speed
3r d

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DOWNHILL ENGINE BRAKE CONTROL (AUTO ENGINE BRAKE CONTROL) When a downhill slope is detected with the accelerator pedal released, the engine brake will be strengthened by downshifting so as not to accelerate the vehicle unnecessarily. Engine brake cancel If a customer strongly requires the cancellation of the engine brake, it is possible to cancel the engine brake. But from the viewpoint of the safety, you should not cancel the engine brake. It is a safety function. To cancel the engine brake, use CONSULT-II work support ENGINE BRAKE ADJ. 0: Normal setting with engine brake. Engine brake is deactivated. Menu will appear but is not available. Do not set to these values, otherwise irregular drivability may occur.

ENGINE BRAKE ADJ.

OFF:

ADJ MONITOR
ENGINE BRAKE LEVEL

+1, -1, -2:

+1 0 -1 -2 OFF

Choose only 0 or OFF

UP MODE

DOWN BACK LIGHT COPY

UP or DOWN
CHA0393

ACCELERATION CONTROL According to vehicle speed and a change of the accelerator pedal angle, a driver's request for acceleration and the driving situation are judged. This function assists with improvement in the acceleration feeling by making the engine speed proportionate to the vehicle speed. Also, a shift map that can gain a larger driving force is available for compatibility of drivability and low fuel consumption. PNP SWITCH A PNP switch is installed on the control valve of Xtronic CVT. The PNP switch consists of 5 digital logic switches working in combination as shown below.
SW1 OFF ON ON ON SW2 OFF OFF ON ON SW3 OFF OFF OFF ON SW4 OFF ON OFF ON SW3 MON OFF OFF OFF ON

P R N D

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7) Lockup and Select Control

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), the torque converter clutch solenoid controls 100% the engagement power of the forward clutch and reverse brake. CVT lockup The lockup applied gear range was area expanded by locking up the torque converter at a lower vehicle speed than that for conventional A/T models. A/T lockup
Throttle opening
0% area 50 100 Vehicle speed (km/h)
CHA0384

TORQUE CONVERTER CLUTCH AND SELECT CONTROL VALVE CONTROL Lockup and Select Control System Diagram

Line pressure Forward clutch Select control valve Manual valve Reverse brake <Main input signal> Engine speed Torque converter regulator valve Select switch valve Torque converter clutch solenoid valve TCM Lockup and select solenoid valve Accelerator pedal position Primary pulley speed Secondary pulley speed CVT fluid temperature PNP switch Torque converter clutch control valve Torque converter lockup ON Torque converter lockup OFF

Oil system Electrical system

CHA0385

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LOCKUP RELEASED In the lockup released state, the torque converter clutch control valve is set into the unlocked state by the torque converter clutch solenoid and the lockup apply pressure is drained. In this way, the torque converter clutch piston is not coupled. LOCKUP APPLIED In the lockup applied state, the torque converter clutch control valve is set into the locked state by the torque converter clutch solenoid and lockup apply pressure is generated. In this manner, 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. Excerpt from ESM/2006 Z50 for North America

8) EEPROM Erasing
When replacing a CVT, the TCM must be matched with the new transmission. The EEPROM of TCM reads the connected CVT unit data just the 1st time (default state) and keeps it. If only the CVT unit is replaced, the EEPROM of TCM needs to be erased and needs to read the new CVT unit data. EEPROM ERASING PATTERNS
CVT assembly Replaced TCM Replaced Erasing EEPROM in TCM Not required Remarks Not required because the EEPROM in the TCM is in the default state. (CVT assembly must replaced first.) Not replaced Replaced Replaced Not replaced Not required Required Not required because EEPROM is in the TCM default state. Required because data has been written in the EEPROM in the TCM and because the TCM cannot write data from the ROM assembly in the transmission.

Excerpt from ESM/2006 Z50 for North America The EEPROM erasing method is explained in the video program provided here. Watch a video

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9) CVT Unit Removal and Installation

The CVT torque converter has studs instead of welded nuts in order to shorten the entire length of the engine and CVT unit. When you install the CVT to the engine, initially you should put on a guide tool to the converter to align the studs to the drive plate holes. Otherwise, the drive plate might be damaged by a stud. The drive plate has 4 small holes for converter tightening and 2 big holes as a guide tool. The drive plate guide hole should be at the bottom when you install the CVT to the engine.

CHA0386

Drive plate location guide (31197 CA000)

CHA0387

Excerpt from Z50 GOM new model training

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PARTS REPLACEMENT As of the end of 2005, NISSAN does not recommend reassembly of any of the CVT components for the following reasons. CVT unit will not operate properly if there is any contamination in it. Thus, a sufficiently clean room is necessary for reassembly, which is impossible for a normal workshop. Assembling the bearing on the pulley shaft needs a special assembling machine. Assembling the belt on the pulley needs another special assembling machine.

For the above reasons, only the outside parts are replaceable, as listed below. CVT fluid cooler valve Differential side oil seal

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5. HYDRAULIC CONTROL SYSTEM 1) Outline

The hydraulic control system consists of the oil pump, the hydraulic control valve unit and the actuators such as torque converter, pulleys, clutches and brakes. The oil pump is directly operated by the engine, and the generated hydraulic pressure is transmitted to the control valve unit. The control valve unit controls and delivers the hydraulic pressure to the actuators by means of the transmission control module signals. The relationship of each component is shown below.

Oil pump

Control valve Input signal system

Primary pulley speed Step motor Secondary pulley speed Secondary pressure solenoid valve Line pressure solenoid valve TCM Throttle position Lockup select solenoid valve Torque converter clutch solenoid valve Clutch regulator valve Select control valve Torque converter clutch control valve Pressure regulator valve Manual valve Forward clutch Reverse brake Shift control valve Secondary valve Primary pulley Secondary pulley

Engine speed

Torque converter lockup ON Torque converter lockup OFF

CVT fluid temperature

Torque converter regulator valve Select switch valve

PNP switch

Oil system Electrical system Mechanical system

Lubrication & cooling system

CHA0388

Excerpt from ESM/2006 Z50 for North America

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2) Function of Control Valve

Name Torque converter regulator valve Pressure regulator valve TCC control valve TCC solenoid valve Shift control valve Secondary valve Clutch regulator valve Secondary pressure solenoid valve Line pressure solenoid valve Step motor Manual valve Select control valve Select switch valve & select switch solenoid Lockup select solenoid valve Function Optimizes the supply pressure for the torque converter depending on driving conditions. Optimizes the discharge pressure from the oil pump depending on driving conditions. Activates or deactivates the lockup. Locks up smoothly by opening lockup operation excessively. Controls the TCC control valve or select control valve. Controls flow-in/out of line pressure from the primary pulley depending on the stroke difference between the stepping motor and the primary pulley. Controls the line pressure from the secondary pulley depending on operating conditions. Adjusts the clutch operating pressure depending on operating conditions. Controls the secondary valve. Controls the line pressure control valve. Controls the pulley ratio. Transmits the clutch operating pressure to each circuit in accordance with the selected position. Engages forward clutch, reverse brake smoothly depending on select operation. Switches torque converter clutch solenoid valve control pressure use to torque converter clutch control valve or select control valve. Controls the select switch valve.
CHA0389

Excerpt from ESM/2006 Z50 for North America

3) Oil Pump
The trochaic type oil pump with the flow control valve that is directly operated by the engine is used to obtain sufficient discharge from the pump in the low engine speed range and to optimize discharge from the pump in the high engine speed range. Fluid pressure discharged from the oil pump is sent to the control valve. It is used for hydraulic fluid and lubrication oil of the primary and secondary pulleys, brakes and clutches.

There is an extra CVT fluid cooler that is adopted for the model Z50 Xtronic CVT. If you are interested in learning more about this, see the textbook provided here. Textbook

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Heres what you do . . . . (1)

1. Some features of the CVT are described below. Put a check an appropriate statement. in the box that has

Smooth driving without shock in shift change in response to the accelerator pedal action as desired can be achieved. CVT allows acceleration while maintaining the high engine output. This feature eliminates loss of driving force when shifting. Driving in the good fuel consumption range can be achieved, resulting in improvement of the actual fuel consumption. The same as a conventional A/T vehicle, the CVT equipped vehicle must not be towed with the driving wheels on the ground due to the potential to damage the CVT.

2. Mechanisms of the CVT are described below. Put a check appropriate statement.

in the box that has an

The lockup vehicle speed has been lowered, so the slippage loss of the torque converter has been reduced. The forward/reverse switching mechanism consists of a planetary gear and a wet type multiple disc clutch that is hydraulically operated like a conventional A/T. The primary pulley and secondary pulley rotate in the same direction, so the idler gear is adopted to transmit the power to the final drive. When you install the CVT to the engine, initially you should put on a guide tool to the converter to align the studs to the drive plate holes. Otherwise, the drive plate might be damaged.

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ATTN0205AJ
in the box that has an

3. Fluid of the CVT is described below. Put a check appropriate statement.

For optimum operation and lubrication of the CVT mechanism with the large engine torque capacity, NISSAN CVT fluid NS-2 is specially designed. Using CVT fluid other than Genuine NISSAN CVT fluid NS-2 will deteriorate drivability and durability, and may damage the CVT, which is not covered by the warranty. If the vehicle is used under a heavy load, such as towing a trailer, you should check for CVT fluid deterioration every 96,000 km using CONSULT-II WORK SUPPORT CVTF DETERIORATION DATE. You should replace the fluid if the CVT fluid deterioration value is more than 210,000. And you should delete the value with CONSULT-II after changing the CVT fluid. 4. When replacing a CVT assembly, the TCM must be matched with the new transmission. Erasing EEPROM of TCM operation is required in some replacement patterns. Choose the specified pattern from the three patterns shown below.
CVT assembly (1) (2) (3) Replaced Not replaced Replaced TCM Replaced Replaced Not replaced

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5. Choose sensors and switches that TCM uses to control the CVT including CAN communication. Put a check in the box.
PNP switch Accelerator pedal position sensor Closed throttle position switch Engine speed signal CVT fluid temperature sensor Vehicle speed sensor Stop lamp switch Parking brake switch Manual mode switch or second position switch Primary speed sensor Secondary speed sensor Primary pressure sensor Secondary pressure sensor Third pressure sensor

6. The engine brake function can be canceled using CONSULT-II work support mode. You can select the following items shown below on the ENGINE BRAKE ADJ screen. Put a check in the box that has an appropriate statement. Mode of +1, 0, -1, -2 and OFF can be selected. Mode of 0 and OFF can be selected. Mode of +1, -1 and -2 can be selected.

7. The line pressure control solenoid valve is controlled by TCM using two circuits at the conventional AT and Hyper CVT, one is directly connected and another is connected with a dropping resistor. The line pressure control solenoid valve is controlled by two circuits at the Xtronic CVT, the as same as the conventional AT and Hyper CVT. The line pressure control solenoid valve is controlled by one circuit without a dropping resistor at the Xtronic CVT. This is because a linear solenoid valve is adopted for the line pressure control solenoid valve.

Self-check

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At this point, if you feel confident about your knowledge and skills of these tasks, you can proceed to the next page for the skill check for this module.

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Describe Functions of CVT

SKILL CHECK

Answer the following questions. Complete the skill check within 20 minutes. Tell your course instructor when you are ready to start. Your course instructor will time you accordingly.

Put a check

in the box that has an appropriate statement.

1. In the same manner as the conventional A/T vehicle, the CVT equipped vehicle must not be towed with the driving wheels on the ground due to the potential to damage the CVT. Because the torque converter clutch will be engaged to the engine. Because the CVT will not be lubricated without the engine running. 2. When you install the CVT to the engine, initially you should put on a guide tool to the converter. To align the studs of the converter to the drive plate holes. To align the weld nuts of the converter to the drive plate holes. 3. CVT fluid must be Genuine NISSAN CVT fluid NS-2 Other fluid may damage the CVT, which is not covered by the warranty. Other fluid will deteriorate drivability and durability, which is covered by the warranty.

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4. CVT fluid deterioration can be checked using CONSULT-II work support CVTF DETERIORATION DATE. You should check it every 96,000 km, even when the vehicle is used normally. You should check it every 96,000 km, if the vehicle is used under a heavy load, such as towing a trailer. 5. Erasing EEPROM of TCM operation is required in some replacement patterns. Choose the specified pattern from the three patterns shown below.
CVT assembly TCM Replaced Replaced Not replaced

(1) (2) (3)

Replaced Not replaced Replaced

6. To erase EEPROM of TCM, which function of CONSULT-II is required? SELF-DIAG RESULTS mode for TRANSMISSION WORK SUPPORT mode for TRANSMISSION 7. The engine brake function can be adjusted using the CONSULT-II WORK SUPPORT mode. You can select 0 and OFF on the ENGINE BRAKE ADJ screen. But the mode of +1, -1 and -2 cannot be selected. If the +1 or -1 or -2 is selected, it needs extra setting by CONSULT-II. If the +1 or -1 or -2 is selected, it might cause irregular drivability. 8. The TCM precisely controls the line pressure solenoid valve and the secondary pressure solenoid valve to the line pressure and the secondary pressure that are the most appropriate for the driving state. Secondary pressure is controlled by decreasing the line pressure. Secondary pressure is controlled by decreasing the pressure of the operating fluid generated by the oil pump directly.

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9. When a downhill slope is detected with the accelerator pedal released, the engine brake will be strengthened. By engaging the lockup clutch so as not to accelerate the vehicle. By downshifting so as not to accelerate the vehicle. 10. To control the gear ratio, the diameters (widths) of the primary and secondary pulleys are adjusted using their movable pulleys by the following method. TCM sends the command to the step motor and controls the inflow/outflow of the line pressure. TCM sends the command to the shift solenoids A & B and controls the inflow/outflow of the line pressure.

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Sign-off

COURSE INSTRUCTORS SIGNATURE

Signature:

Name:

Date:

Technician Name: Number: Company:

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