Qashqai J11. Transaxle & Transmission

STRUCTURE AND OPERATION

TM-227

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

STRUCTURE AND OPERATION

TRANSAXLE

TRANSAXLE : Cross-Sectional View

INFOID:0000000010589228

Converter housing

Oil pump

Planetary gear

Control valve

Oil pan

Steel belt

Primary pulley

Secondary pulley

Side cover

Transaxle case

Differential case

Final gear

Reduction gear

Idler gear

Output gear

Drive sprocket

Torque converter

Driven sprocket

Oil pump chain

2WD models

4WD models

JSDIA5169ZZ

TM-228

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

STRUCTURE AND OPERATION

TRANSAXLE : Operation Status

INFOID:0000000010589229

: Engaged or applied.

TRANSAXLE : Transaxle Mechanism

INFOID:0000000010589230

TORQUE CONVERTER (WITH LOCK-UP FUNCTION)

In the same way as a conventional A/T, the torque converter is a system that increases the engine torque and
transmits the torque to the transaxle. A symmetrical 3-element, 1-stage, 2-phase type is used here.

OIL PUMP

Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to increase
efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume in high-speed
zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of primary and second-
ary pulley operation, the oil of clutch operation, and the lubricant for each part.

PLANETARY GEAR

• A planetary gear type of forward/reverse selector mechanism is installed between the torque converter and

primary pulley.

• The power from the torque converter is input via the input shaft, operating a wet multi-plate clutch by means

of hydraulic pressure to switch between forward and reverse driving.

Operation of Planetary gear

BELT & PULLEY

It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt
(the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both sides).

Selector lever

position

Parking mech-

anism

Forward

clutch

Reverse brake

Primary pulley

Secondary

pulley

Steel belt

Final drive

JSDIA2426GB

STRUCTURE AND OPERATION

TM-229

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

The groove width changes according to wrapping radius of steel belt and pulley from low status to overdrive
status continuously with non-step. It is controlled with the oil pressures of primary pulley and secondary pulley.

Steel Belt

It is composed of multiple steel plates

and two steel rings

stacked to a several number. The feature of this steel belt transmits
power with compression of the steel plate in contrast with transmis-
sion of power in pulling with a rubber belt. Friction force is required
with the pulley slope to transmit power from the steel plate. The force
is generated with the following mechanism:
Oil pressure applies to the secondary pulley to nip the plate.

⇒

The

plate is pushed and extended outward.

⇒

The steel ring shows with-

stands.

⇒

Pulling force is generated on the steel ring.

⇒

The plate of

the primary pulley is nipped between the pulley.

⇒

Friction force is

generated between the steel belt and the pulley.
Therefore, responsibilities are divided by the steel plate that trans-
mits the power with compression and the steel ring that maintains necessary friction force. In this way, the
tension of the steel ring is distributed on the entire surface and stress variation is limited, resulting in good
durability.

Pulley

The primary pulley (input shaft side) and the secondary pulley (output shaft side) have the shaft with slope
(fixed cone surface), movable sheave (movable cone surface that can move in the axial direction) and oil pres-
sure chamber at the back of the movable sheave.

JSDIA2428GB

JSDIA2431ZZ

TM-232

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

STRUCTURE AND OPERATION

TRANSAXLE : Component Description

INFOID:0000000010589232

FLUID COOLER & FLUID WARMER SYSTEM

Part name

Function

Torque converter

Increases engine torque and transmits it to the transaxle.

Oil pump

Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to
increase efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume
in high-speed zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of
primary and secondary pulley operation, the oil of clutch operation, and the lubricant for each part.

Forward clutch

The forward clutch is wet and multiple plate type clutch that consists of clutch drum, piston, drive plate,
and driven plate. It is a clutch to move the vehicle forward by activating piston hydraulically, engaging
plates, and directly connecting sun gear and input shaft.

Reverse brake

The reverse brake is a wet multiple-plate type brake that consists of transaxle case, piston, drive plate,
and driven plate. It is a brake to move the vehicle in reverse by activating piston hydraulically, engaging
plates, and fixing planetary gear.

Internal gear

The internal gear is directly connected to forward clutch drum. It is a gear that moves the outer edge of
pinion planet of planet carrier. It transmits power to move the vehicle in reverse when the planet carrier
is fixed.

Planet carrier

Composed of a carrier, pinion planet, and pinion shaft. This gear fixes and releases the planet carrier in
order to switch between forward and reverse driving.

Sun gear

Sun gear is a set part with planet carrier and internal gear. It transmits transmitted force to primary fixed
sheave. It rotates in forward or reverse direction according to activation of either forward clutch or re-
verse brake.

Input shaft

The input shaft is directly connected to forward clutch drum and transmits traction force from torque con-
verter. In shaft center, there are holes for hydraulic distribution to primary pulley and hydraulic distribution
for lockup ON/OFF.

Primary pulley

It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel
belt. The groove width changes according to wrapping radius of steel belt and pulley from low status to
overdrive status continuously with non-step. It is controlled with the oil pressures of primary pulley and
secondary pulley.

Secondary pulley

Steel belt

Manual shaft

When the manual shaft is in the P position, the parking rod that is linked to the manual shaft rotates the
parking pole. When the parking pole rotates, it engages with the parking gear, fixing the parking gear. As
a result, the secondary pulley that is integrated with the parking gear is fixed.

Parking rod

Parking pawl

Parking gear

Output gear

The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and
secondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.

Idler gear

Reduction gear

Differential

Torque converter regulator
valve

Adjusts the feed pressure to the torque converter to the optimum pressure corresponding to the driving
condition.

Pressure regulator valve

Adjusts the discharge pressure from the oil pump to the optimum pressure (line pressure) corresponding
to the driving condition.

Torque converter clutch
control valve

Adjusts the torque converter engage and disengage pressures.

Manual valve

Distributes the clutch operation pressure to each circuit according to the selector lever position.

Secondary reducing valve

Reduces line pressure and adjusts secondary pressure.

Primary reducing valve

Reduces line pressure and adjusts primary pressure.

Pilot valve A

Reduces line pressure and adjusts pilot pressure to the solenoid valves listed below.
• Primary pressure solenoid valve
• Secondary pressure solenoid valve
• Select solenoid valve
• Line pressure solenoid valve

Pilot valve B

Reduces pilot pressure and adjusts pilot pressure to the torque converter clutch solenoid valve.

STRUCTURE AND OPERATION

TM-233

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

FLUID COOLER & FLUID WARMER SYSTEM : System Description

INFOID:0000000010589233

CVT FLUID COOLER SCHEMATIC

COMPONENT DESCRIPTION

CVT Oil Warmer

• The CVT oil warmer

is installed on the front part of transaxle

assembly.

• When engine is started while engine and CVT are cold, engine

coolant temperature rises more quickly than CVT fluid tempera-
ture. CVT oil warmer is provided with two circuits for CVT and
engine coolant respectively so that warmed engine coolant warms
CVT quickly. This helps shorten CVT warming up time, improving
fuel economy.

• A cooling effect is obtained when CVT fluid temperature is high.

Heater Thermostat

• The heater thermostat

is installed on the front part of transaxle

assembly.

• The heater thermostat open and close with set temperature.

CVT Fluid Cooler

• The CVT fluid cooler is installed to the vehicle front.
• CVT fluid is cooled by driving blast while driving the vehicle.

SHIFT LOCK SYSTEM

JSDIA5253GB

JSDIA5059ZZ

JSDIA5254ZZ

JSDIA5255ZZ

TM-234

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

STRUCTURE AND OPERATION

SHIFT LOCK SYSTEM : System Description

INFOID:0000000010661300

• The shift lock system prevents the select lever from being moved from “P” position to other positions due to

a driver's improper operation and prevents the occurrence of an abrupt start.

• Shift lock can be released when the following conditions are satisfied.
- Ignition switch is ON.
- Brake pedal is depressed. (Stop lamp switch is ON)

SHIFT LOCK OPERATION AT P POSITION

When brake pedal is not depressed (no selector operation allowed)

When the brake pedal is not depressed with the ignition switch ON,
the shift lock solenoid

is OFF (not energized) and the solenoid rod

is extended with spring.

The connecting lock lever

is located at the position shown in the

figure when the solenoid rod is extended. It prevents the movement
of the detent rod

. The selector lever cannot be shifted from the “P”

position for this reason.

When brake pedal is depressed (selector lever operation allowed)

The shift lock solenoid

is turned ON (energized) when the brake

pedal is depressed with the ignition switch ON. The solenoid rod
is compressed with the electromagnetic force. The connecting lock
lever

rotates when the solenoid rod is compressed. Therefore, the

detent rod

can be moved. The selector lever can be shifted to

other positions for this reason.

FORCIBLE RELEASE OF SHIFT LOCK

• When battery voltage decreases or an electrical/mechanical mal-

function occurs in the shift lock system, the selector lever cannot
be operated in “P” position. When shift lock release rod

pressed in this state, lock lever

is forcibly rotated, and then it

becomes possible to release shift lock.

• To release the shift lock forcibly and shift the selector lever from “P” position to other positions, follow the

steps below.

Turn ignition switch OFF.

Apply parking brake.

JSDIA2817ZZ

JSDIA2818ZZ

: Shift lock solenoid

: Detent rod

JSDIA2819ZZ

STRUCTURE AND OPERATION

TM-235

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

Press the shift lock release button

with suitable tool.

Press and hold the selector lever knob button and move the
selector lever from “P” position to other positions while press the
shift lock release button.

KEY LOCK SYSTEM

KEY LOCK SYSTEM : System Description

INFOID:0000000010928186

KEY LOCK MECHANISM

The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from
being removed from the key cylinder.

Key lock status

The slider

in the key cylinder

is moved to the left side of the fig-

ure when the selector lever is in any position other than P position.
The rotator

that rotates together with the key

cannot be rotated

for this reason. The key cannot be removed from the key cylinder
because it cannot be turned to LOCK

Key unlock status

The slider

in the key cylinder

is moved to the right side of the

figure when the selector lever is in P position and the finger is
removed from the selector button. The rotator

can be rotated for

this reason. The key

can be removed from the key cylinder

because it can be turned to LOCK

JSDIA5409ZZ

JPDIA0108ZZ

JPDIA0109ZZ

TM-236

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

SYSTEM

CVT CONTROL SYSTEM

CVT CONTROL SYSTEM : System Description

INFOID:0000000010589235

SYSTEM DIAGRAM

MAIN CONTROL CONTENTS OF TCM

*: With ECO mode switch

LIST OF CONTROL ITEMS AND INPUT/OUTPUT

JSDIA5257GB

Controls

Reference

Line pressure control

TM-241, "LINE PRESSURE CONTROL : System Description"

Shift control

TM-242, "SHIFT CONTROL : System Description"

Select control

TM-245, "SELECT CONTROL : System Description"

Lock-up control

TM-246, "LOCK-UP CONTROL : System Description"

ECO mode control*

TM-246, "ECO MODE CONTROL : System Description"

Fail-safe

TM-263, "Fail-safe"

Self-diagnosis function

TM-251, "CONSULT Function"

Communication function with CONSULT

TM-251, "CONSULT Function"

SYSTEM

TM-237

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

*: If these input/output signals show errors, TCM activates the fail-safe function.

CVT CONTROL SYSTEM : Fail-safe

INFOID:0000000010661335

TCM has a fail-safe mode. The mode functions so that operation can be continued even if the signal circuit of
the main electronically controlled input/output parts is damaged.
If the vehicle shows following behaviors including “poor acceleration”, a malfunction of the applicable system
is detected by TCM and the vehicle may be in a fail-safe mode. At this time, check the DTC code and perform
inspection and repair according to the malfunction diagnosis procedures.

Fail-safe function

Control Item

Line pressure

control

Shift control

Select control

Lock-up con-

trol

Fail-safe func-

tion*

Input

Engine torque signal
(CAN communication)

Engine speed signal
(CAN communication)

Accelerator pedal position signal
(CAN communication)

Closed throttle position signal
(CAN communication)

Stop lamp switch signal
(CAN communication)

Primary pressure sensor

Secondary pressure sensor

CVT fluid temperature sensor

Primary speed sensor

Output speed sensor

Input speed sensor

Transmission range switch

Manual mode switch signal
(Manual mode signal, non-manual
mode signal, manual mode upshift
signal, manual mode downshift sig-
nal)
(CAN communication)

Output

Line pressure solenoid valve

Primary pressure solenoid valve

Torque converter clutch solenoid
valve

Secondary pressure solenoid valve

Select solenoid valve

Shift position indicator
(CAN communication)

DTC

Vehicle behavior

Conditions of vehicle

P062F

Not changed from normal driving

—

P0705

• Shift position indicator on combination meter is not dis-

played

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

TM-238

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

P0706

• Shift position indicator on combination meter is not dis-

played

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0712

• Start is slow
• Acceleration is slow

Engine coolant temperature when engine start:
Temp.

≥

C (50

• Selector shock is large
• Start is slow
• Acceleration is slow

Engine coolant temperature when engine start:

−

C (

−

≤

Temp. < 10

C (50

• Selector shock is large
• Start is slow
• Acceleration is slow

Engine coolant temperature when engine star:
Temp. <

−

C (

−

P0713

• Start is slow
• Acceleration is slow

Engine coolant temperature when engine start:
Temp.

≥

C (50

• Selector shock is large
• Start is slow
• Acceleration is slow

Engine coolant temperature when engine start:

−

C (

−

≤

Temp. < 10

C (50

• Selector shock is large
• Start is slow
• Acceleration is slow

Engine coolant temperature when engine star:
Temp. <

−

C (

−

P0715

• Start is slow
• Acceleration is slow
• Lock-up is not performed
• Manual mode is not activated

—

P0717

• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0740

• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0743

• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0744

• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0746

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0776

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed
• Vehicle speed is not increased

When a malfunction occurs on the low oil pressure side

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

When a malfunction occurs on the high oil pressure side

P0778

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

DTC

Vehicle behavior

Conditions of vehicle

SYSTEM

TM-239

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

P0779

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0826

Manual mode is not activated

—

P0841

Not changed from normal driving

—

P0847

Not changed from normal driving

—

P0848

Not changed from normal driving

—

P084C

Not changed from normal driving

—

P084D

Not changed from normal driving

—

P0863

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0890

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed
• Vehicle speed is not increased

—

P0962

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0963

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0965

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

When a malfunction occurs on the low oil pressure side

• Selector shock is large
• Lock-up is not performed

When a malfunction occurs on the high oil pressure side

P0966

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P0967

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

P2765

• Start is slow
• Acceleration is slow
• Lock-up is not performed
• Manual mode is not activated

—

P2813

• Selector shock is large
• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

When a malfunction occurs on the low oil pressure side

Selector shock is large

When a malfunction occurs on the high oil pressure side

P2814

Selector shock is large

—

P2815

Selector shock is large

—

U0073

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

DTC

Vehicle behavior

Conditions of vehicle

TM-240

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

SYSTEM

CVT CONTROL SYSTEM : Protection Control

INFOID:0000000010661336

The TCM becomes the protection control status temporarily to protect the safety when the safety of TCM and
transmission is lost. It automatically returns to the normal status if the safety is secured.
The TCM has the following protection control.

CONTROL FOR WHEEL SPIN

TORQUE IS REDUCED WHEN DRIVING WITH THE REVERSE GEAR

CONTROL WHEN FLUID TEMPERATURE IS HIGH

REVERSE PROHIBIT CONTROL

U0100

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

U0102

Not changed from normal driving

—

U0140

Not changed from normal driving

—

U0141

Not changed from normal driving

—

U0155

Not changed from normal driving

—

U0300

• Selector shock is large
• Start is slow
• Acceleration is slow
• Lock-up is not performed

—

U1000

Not changed from normal driving

—

U110F

Not changed from normal driving

—

U1111

Not changed from normal driving

—

U1117

Not changed from normal driving

—

DTC

Vehicle behavior

Conditions of vehicle

Control

When a wheel spin is detected, the engine output and gear ratio are limited and the line pressure is increased.
Limits engine output when a wheel spin occurs in any of right and left drive wheels.

Vehicle behavior in
control

If the accelerator is kept depressing during wheel spin, the engine revolution and vehicle speed are limited to
a certain degree.

Normal return condi-
tion

Wheel spin convergence returns the control to the normal control.

Control

Engine output is controlled according to a vehicle speed while reversing the vehicle.

Vehicle behavior in
control

Power performance may be lowered while reversing the vehicle.

Normal return condi-
tion

Torque returns to normal by positioning the selector lever in a range other than “R” position.

Control

When the CVT fluid temperature is high, the gear shift permission maximum revolution and the maximum
torque are reduced than usual to prevent increase of the oil temperature.

Vehicle behavior in
control

Power performance may be lowered, compared to normal control.

Normal return condi-
tion

The control returns to the normal control when CVT fluid temperature is lowered.

Control

The reverse brake is controlled to avoid becoming engaged when the selector lever is set in “R” position while
driving in forward direction at more than the specified speed.

SYSTEM

TM-241

< SYSTEM DESCRIPTION >

[CVT: RE0F10D]

LINE PRESSURE CONTROL

LINE PRESSURE CONTROL : System Description

INFOID:0000000010589238

SYSTEM DIAGRAM

DESCRIPTION

Highly accurate line pressure control and secondary pressure control reduces friction for improvement of fuel
economy.

Normal Oil Pressure Control

Appropriate line pressure and secondary pressure suitable for driving condition are determined based on the
accelerator pedal position, engine speed, primary pulley (input) speed, secondary pulley (output) speed, vehi-
cle speed, input torque, stop lamp switch signal, transmission range switch signal, lock-up signal, power volt-
age, target shift ratio, oil temperature, oil pressure, and manual mode switch signal.

Secondary Pressure Feedback Control

In normal oil pressure control and oil pressure control in shifting, highly accurate secondary pressure is deter-
mined by detecting the secondary pressure using an oil pressure sensor and by feedback control.

SHIFT CONTROL

Vehicle behavior in
control

If the selector lever is put at “R” position when driving with the forward gear, the gear becomes neutral, not
reverse.

Normal return condi-
tion

The control returns to normal control when the vehicle is driven at low speeds. (The reverse brake becomes
engaged.)

JSDIA5312GB

Qashqai J11. Transaxle & Transmission - part 15