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Infiniti G37 Coupe. Manual - part 1313

SHIFT MECHANISM

TM-105

< FUNCTION DIAGNOSIS >

[5AT: RE5R05A]

- TCM

- Turbine revolution sensor 1, 2

- Revolution sensor

- A/T fluid temperature sensor 1, 2

- PNP switch

- Line pressure solenoid valve

- Torque converter clutch solenoid valve

- Direct clutch solenoid valve

- High and low reverse clutch solenoid valve

- Input clutch solenoid valve

- Front brake solenoid valve

- Low coast brake solenoid valve

- ATF pressure switch 2

Component Description

INFOID:0000000001672113

Name of the Part (Abbreviation)

Function

Front brake (FR/B)

Fastens the front sun gear.

Input clutch (I/C)

Connects the input shaft, the front internal gear and the mid internal gear.

Direct clutch (D/C)

Connects the rear carrier and the rear sun gear.

High and low reverse clutch (HLR/C)

Connects the mid sun gear and the rear sun gear.

Reverse brake (R/B)

Fastens the rear carrier.

Forward brake (Fwd/B)

Fastens the mid sun gear.

Low coast brake (LC/B)

Fastens the mid sun gear.

1st one-way clutch (1st OWC)

Allows the rear sun gear to turn freely forward relative to the mid sun gear but fastens it for
reverse rotation.

Forward one-way clutch (Fwd OWC)

Allows the mid sun gear to turn freely in the forward direction but fastens it for reverse ro-
tation.

3rd one-way clutch (3rd OWC)

Allows the front sun gear to turn freely in the forward direction but fastens it for reverse ro-
tation.

Torque converter

Amplifies driving force the engine, and transmits it to transmission input shaft.

Oil pump

Driven by the engine, oil pump supplies oil to torque converter, control valve assembly, and
each lubricating system.

TM-106

< FUNCTION DIAGNOSIS >

[5AT: RE5R05A]

SHIFT LOCK SYSTEM

SHIFT LOCK SYSTEM

System Description

INFOID:0000000001672114

The selector lever cannot be shifted from the “P” position unless the brake pedal is depressed while the igni-
tion switch is ON.
The shift lock is unlocked by the shift lock unit that is activated when the ignition switch is ON and the stop
lamp switch is turned ON (brake pedal is depressed).
Therefore, the shift lock unit receives no ON signal and the shift lock remains locked if the above conditions
are not fulfilled. (However, a shift operation is allowed if the shift lock release button is pressed.)

SHIFT LOCK OPERATION AT “P” POSITION

When Brake Pedal Is Not Depressed (No Shift Operation Allowed)

The shift lock solenoid (A) inside the shift lock unit is not energized if
the brake pedal is not depressed while the ignition switch is ON.
The lock plate (B) lowers according to the downward movement of
the position pin (C) when the selector button (D) is pressed, and
presses only slider B (E) into the shift lock unit. Slider A (F) located
below the lock plate prevents the downward movement of the lock
plate with the spring force. The selector lever cannot be shifted from
the “P” position for this reason.
However, slider A is forcibly pressed into the shift lock unit, allowing
the selector lever to shift if the shift lock release button is pressed.

When Brake Pedal Is Depressed (Shift Operation Allowed)

The shift lock solenoid (A) inside the shift lock unit is energized and
the relative positions of sliders A (B) and B (C) are maintained when
the brake pedal is depressed while the ignition switch is ON.
The lock plate (D) lowers according to the downward movement of
the position pin (E), thrusting away sliders A and B, when the selec-
tor button (F) is pressed.
The position pin lowers to the position that allows shift operation for
this reason. As a result, the selector lever can be shifted out of the P
position.

OPERATION AT OTEHER THAN “P” POSITION

The shift lock function will not operate at any position other than “P”
because the lock plate (A) is only set for the “P” position. Accord-
ingly, the selector lever can be shifted to any position regardless of
the brake operation.
The position pin (B) enters the “P” position thrusting away the lock
plate when the selector lever is shifted to the “P” position. Then, the
shift mechanism is locked when the selector button (C) is released.

“P” POSITION RETAINING MECHANISM (IGNITION SWITCH LOCK)

When ignition switch is not in the ON position, power is not applied to the shift lock solenoid in the shift lock
unit. This causes shift lock state, and then “P” position is retained.
When an actuating system in the shift lock unit has a malfunction, selector lever is unable to operate from the
“P” position even when pressing the brake pedal with the ignition switch ON. However, when pressing the shift
lock release button, slider A is forcibly pressed into the shift lock unit. This allows shift lock to be released and
selector lever enables the select operation from the “P” position.

CAUTION:

Do not use the shift lock release button except when the select lever is inoperative even when press-
ing the brake pedal with the ignition switch ON.

JSDIA0119ZZ

JSDIA0120ZZ

JSDIA0121ZZ

SHIFT LOCK SYSTEM

TM-107

< FUNCTION DIAGNOSIS >

[5AT: RE5R05A]

Component Parts Location

INFOID:0000000001672115

*: Shift lock release button becomes operative by removing shift lock cover.

Component Description

INFOID:0000000001672116

Shift lock unit

Shift lock relay

Stop lamp switch

Brake pedal

Control device assembly

Shift lock release button

Slider B

Shift lock solenoid

Slider A

A/T device harness connector

Lock plate

Position pin

Engine room LH

Brake pedal, upper

A/T console finisher

Shift lock cover *

JSDIA0539ZZ

Component

Function

Control device as-
sembly

Shift lock unit

Shift lock solenoid

TM-166, "Description"

Lock plate

The lock plate restricts the position pin stroke by se-
lector button operation according to the shift lock unit
status.

Shift lock release button

Pressing the shift lock release button cancels the
shift lock forcibly.

Position pin

The position pin, linking with the selector button, re-
stricts the selector lever movement.

Shift lock relay

TM-166, "Description"

Stop lamp switch

TM-108

< FUNCTION DIAGNOSIS >

[5AT: RE5R05A]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

ON BOARD DIAGNOSTIC (OBD) SYSTEM

Diagnosis Description

INFOID:0000000001672117

DESCRIPTION

The A/T 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 but not the TCM memory.
The second is the TCM original self-diagnosis indicated by the A/T CHECK indicator lamp. The malfunction is
stored in the TCM memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail,
refer to

TM-112, "CONSULT-III Function (TRANSMISSION)"

OBD-II FUNCTION

The ECM provides emission-related on board diagnostic (OBD-II) functions for the A/T system. One function
is to receive a signal from the TCM used with OBD-related parts of the A/T system. The signal is transmitted 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 rela-
tion to A/T system parts.

ONE OR TWO TRIP DETECTION LOGIC OF OBD-II

One Trip Detection Logic

If a malfunction is sensed during the first test drive, the MIL illuminates and the ECM memory stores the mal-
function 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 does 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 (DTC)

How to Read DTC and 1st Trip DTC

DTC and 1st trip DTC can be read by the following methods.
(

with CONSULT-III or

GST) CONSULT-III or GST (Generic Scan Tool) Examples: P0705, P0720 etc.

These DTC are prescribed by SAE J2012.
(CONSULT-III 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-III can identify them as shown below, therefore, CONSULT-III (if available) is recom-
mended.

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-III
or GST. The 1st trip freeze frame data can only be displayed on the CONSULT-III screen, not on the GST. For
detail, refer to

EC-120, "CONSULT-III Function"

Only one set of freeze frame data (either 1st trip freeze frame data of 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

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