Nissan Almera Tino V10. Manual - part 77

AT-32

OVERALL SYSTEM

OVERRUN CLUTCH CONTROL (ENGINE BRAKE CONTROL)

Forward one-way clutch is used to reduce shifting shocks in downshifting operations. This clutch transmits
engine torque to the wheels. However, drive force from the wheels is not transmitted to the engine because
the one-way clutch rotates idle. This means the engine brake is not effective.
The overrun clutch operates when the engine brake is needed.

Overrun Clutch Operating Conditions

Overrun Clutch Solenoid Valve Control

The overrun clutch solenoid valve is operated by an ON-OFF signal
transmitted by the TCM to provide overrun clutch control (engine
brake control).
When this solenoid valve is “ON”, the pilot pressure drain port
closes. When it is “OFF”, the drain port opens.
During the solenoid valve “ON” pilot pressure is applied to the end
face of the overrun clutch control valve.

Selector lever position

Gear position

Throttle opening

“D” position

→

move to center

, D

gear position

Less than 3/16

“2” position

→

move to center

, 2

gear position

“1” position

→

move to center

, 1

gear position

At any position

SAT014J

SAT015J

OVERALL SYSTEM

AT-33

Overrun Clutch Control Valve Operation

When the solenoid valve is “ON”, pilot pressure is applied to the
overrun clutch control valve. This pushes up the overrun clutch con-
trol valve. The line pressure is then shut off so that the clutch does
not engage.
When the solenoid valve is “OFF”, pilot pressure is not generated. At
this point, the overrun clutch control valve moves downward by
spring force. As a result, overrun clutch operation pressure is pro-
vided by the overrun clutch reducing valve. This causes the overrun
clutch to engage.
In the 1 position, the overrun clutch control valve remains pushed
down so that the overrun clutch is engaged at all times.

SAT016J

AT-34

OVERALL SYSTEM

Control Valve

ECS0096S

FUNCTION OF CONTROL VALVES

Valve name

Function

Pressure regulator valve, plug
and sleeve

Regulates oil discharged from the oil pump to provide optimum line pressure for all driving condi-
tions.

Pressure modifier valve and
sleeve

Used as a signal supplementary valve to the pressure regulator valve. Regulates pressure-modi-
fier pressure (signal pressure) which controls optimum line pressure for all driving conditions.

Pilot valve

Regulates line pressure to maintain a constant pilot pressure level which controls lock-up mecha-
nism, overrun clutch, shift timing.

Accumulator control valve

Regulates accumulator back-pressure to pressure suited to driving conditions.

Manual valve

Directs line pressure to oil circuits corresponding to select positions.
Hydraulic pressure drains when the shift lever is in Neutral.

Shift valve A

Simultaneously switches four oil circuits using output pressure of shift solenoid valve A to meet
driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and up-shifting (1st

→

2nd

→

3rd

→

4th gears/4th

→

3rd

→

2nd

→

1st gears) in combination with shift valve B.

Shift valve B

Simultaneously switches three oil circuits using output pressure of shift solenoid valve B in rela-
tion to driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and up-shifting (1st

→

2nd

→

3rd

→

4th gears/4th

→

3rd

→

2nd

→

1st gears) in combination with shift valve A.

Overrun clutch control valve

Switches hydraulic circuits to prevent engagement of the overrun clutch simultaneously with appli-
cation of the brake band in D

. (Interlocking occurs if the overrun clutch engages during D

1st reducing valve

Reduces low & reverse brake pressure to dampen engine-brake shock when down-shifting from
the “1” position 1

to 1

Overrun clutch reducing valve

Reduces oil pressure directed to the overrun clutch and prevents engine-brake shock.
In “1” and “2” positions, line pressure acts on the overrun clutch reducing valve to increase the
pressure-regulating point, with resultant engine brake capability.

Torque converter relief valve

Prevents an excessive rise in torque converter pressure.

Torque converter clutch control
valve, plug and sleeve

Activates or deactivates the lock-up function.
Also provides smooth lock-up through transient application and release of the lock-up system.

1-2 accumulator valve and piston

Dampens the shock encountered when 2nd gear band servo contracts, and provides smooth
shifting.

3-2 timing valve

Switches oil pressure with 3-2 timing valve according to throttle opening.

Shuttle control valve

Reduces shock when down-shifting from 3rd to 2nd and regulates overrun clutch.

Cooler check valve

Regulates oil pressure which causes lock-up when driving at low speeds.

TROUBLE DIAGNOSIS — INDEX

AT-35

[EURO-OBD]

[EURO-OBD]

TROUBLE DIAGNOSIS — INDEX

PFP:00000

Alphabetical & P No. Index for DTC

ECS0096T

ALPHABETICAL INDEX FOR DTC

Check if the vehicle is a model with EURO-OBD system or not by the “Type approval number” on the identifi-
cation plate. Refer to GI-40, “Identification Plate”.

●

*1: These numbers are prescribed by ISO 15031-5.

●

*2: When the fail-safe operation occurs, the MI illuminates.

●

*3: The MI illuminates when both the “Revolution sensor signal” and the “Vehicle speed sensor signal” meet the fail-safe condition at
the same time.

Type approval number

Model

Available

With EURO-OBD system

Not available (blank)

Without EURO-OBD system