AUTOMATIC TRANSMISSION SYSTEM DETAILS


  1. FUNCTION OF MAIN COMPONENTS

    Component Function
    ATF Warmer

    • Warms up the ATF quickly.

    • Keeps the ATF temperature higher (within limits).
    Torque Converter Assembly

    • Transmits the engine power to the transmission.

    • Increases engine torque.
    Oil Pump Provides oil pressure necessary for the transmission operation.

    No. 1 Clutch (C1)

    Connects the input shaft, F4and the intermediate shaft.

    No. 2 Clutch (C2)

    		 Connects the input shaft and the center planetary carrier.

    No. 3 Clutch (C3)

    		 Connects the input shaft and the front planetary sun gear.

    No. 4 Clutch (C4)

    		 Connects the input shaft and the intermediate shaft.

    No. 1 Brake (B1)

    		 Prevents the front planetary carrier from turning either clockwise or counterclockwise.

    No. 2 Brake (B2)

    		 Prevents the front and center planetary ring gears from turning either clockwise or counterclockwise.

    No. 3 Brake (B3)

    Prevents the outer race of F2from turning both clockwise and counterclockwise.

    No. 4 Brake (B4)

    		 Prevents the center planetary carrier and the rear planetary ring gear from turning either clockwise or counterclockwise.

    No. 1 1-way Clutch (F1)

    		 Prevents the front planetary carrier from turning counterclockwise.

    No. 2 1-way Clutch (F2)

    		 Prevents the front planetary sun gear from turning counterclockwise when B3 is operating.

    No. 3 1-way Clutch (F3)

    		 Prevents the center planetary carrier and the rear planetary ring gear from turning counterclockwise.

    No. 4 1-way Clutch (F4)

    		 Prevents the intermediate shaft from turning counterclockwise.
    Planetary Gears Change the power transmission route in accordance with clutch and brake operation, and increase or decrease output shaft revolution accordingly.
    Shift Solenoid Valve S1 Switches the 1-2 shift valve and the SL1 relay valve.
    Shift Solenoid Valve S2 Switches the 2-3 shift valve and the 5-6 shift valve.
    Shift Solenoid Valve S3 Switches the 3-4 shift valve.
    Shift Solenoid Valve S4 Switches the 4-5 shift valve, the SL1 relay valve and the reverse sequence valve.
    Shift Solenoid Valve SR Switches the clutch apply relay valve and the B1 apply relay valve.
    Shift Solenoid Valve SL1

    • Controls clutch pressure.

    • Controls accumulator back pressure.
    Shift Solenoid Valve SL2 Controls brake pressure.
    Shift Solenoid Valve SLT (Line Pressure Control Solenoid Assembly)

    • Controls line pressure.

    • Controls accumulator back pressure.
    Shift Solenoid Valve SLU (Lock Up Control Solenoid Assembly) Controls lock-up clutch pressure.
    ATF Temperature Sensor Detects the ATF temperature.
    Transmission Revolution Sensor (NT) Detects the input speed of the transmission.
    Transmission Revolution Sensor (SP2) Detects the output speed of the transmission.
    Park/Neutral Position Switch Assembly Detects the shift lever position (P, R, N, D).
    Transmission Control Switch

    • Detects that the shift lever is in M.

    • Detects the driver's shift-up and shift-down operations when the shift lever is in M.
    Shift Paddle Switch (Transmission Shift Switch Assembly) Detects the driver's shift-up and shift-down operations.

    Combination Switch Assembly

    - Drive Mode Select

    - SNOW Switch

    • Selects the drive mode (NORMAL, SPORT, SPORT S or SPORT S+).

    • Selects the SNOW mode.
    Combination Meter Assembly MIL Illuminates or blinks to inform the driver when the ECM detects a malfunction.
    Multi-information Display

    • Displays the shift lever position.

    • Displays the shift range.

    • Displays the gear position.

    • Displays the drive mode.

    • Displays the message when the ATF is at a high temperature.
    Multi Buzzer Sounds when shift-down operation is rejected in M mode.
    ECM

    • Controls each shift solenoid valve and engine output in response to a signal from each sensor and switch.

    • When the ECM detects a malfunction, it makes a diagnosis and memorizes the failed section.
    4WD ECU Assembly Sends the information about the operation conditions of the AWD control system to the ECM.
    Skid Control ECU Sends the information about the operation conditions of the brake control system to the ECM.
    Driving Support ECU Assembly (Models with Dynamic Radar Cruise Control System) Sends the information about the operation conditions of the dynamic radar cruise control system to the ECM.

  2. SYSTEM CONTROL


    1. The electronic control system of the A760H automatic transmission consists of the control functions listed below:

      Control Function
      Shift Timing Control The ECM sends current to shift solenoid valves S1, S2, S3, S4 and/or SR based on signals from various sensors in order to shift the gears.
      Line Pressure Control Actuates the shift solenoid valve SLT (line pressure control solenoid assembly) to control the line pressure in accordance with information from the ECM and the operating conditions of the transmission.
      Clutch Pressure Optimal Control The shift solenoid valve SL1 and shift solenoid valve SLT (line pressure control solenoid assembly) minutely control the clutch pressure in accordance with the engine output and driving conditions of the transmission.
      Clutch to Clutch Pressure Control

      Controls the pressure that is applied directly to B2brake and C3clutch by actuating the shift solenoid valves SL1 and SL2 in accordance with the ECM signals.
      Orifice Switching Control Prevents the oil pump from drawing air during extremely low temperatures while in 1st gear.
      Powertrain Cooperative Control Controls both the shift control and engine output control in an integrated way, thus achieving excellent shift characteristics and driveability.
      Coast Downshift Control To prevent engine speed from decreasing and thereby maintain fuel cut, the ECM performs downshifts before fuel cut ends.
      Lock-up Timing Control The ECM sends current to the shift solenoid valve SLU (lock up control solenoid assembly) based on signals from various sensors and engages or disengages the lock-up clutch.
      Flex Lock-up Clutch Control Controls the shift solenoid valve SLU (lock up control solenoid assembly), provides an intermediate mode for when the lock-up clutch is between on and off, and increases the operating range of the lock-up clutch to improve fuel economy.
      Multi-mode Transmission

      • The ECM appropriately controls the automatic transmission in accordance with the gear range selected using the shift lever or shift paddle switch (transmission shift switch assembly) while the shift lever is in M.

      • An improvement in manual operation response and driveability has been achieved by the gear hold control, complete lock-up control, super high response upshift control and blipping downshift control.

      • When the shift lever is in D, the driver can select a desired shift range using the shift paddle switch (transmission shift switch assembly).
      Artificial Intelligence Shift Control (AI-shift Control) Based on the signals from various sensors, the ECM determines the road conditions and the intention of the driver. Thus, an appropriate shift pattern is automatically determined, thus improving driveability.
      2nd Gear Start-off and Stop Control When the engine idling speed is high while the engine is warming up and the road surface is slippery, 2nd gear start-off and stop control for low-friction roads is automatically used in order to enhance control of driving force using the accelerator.
      Differential Protection Control When there is a large rotation difference between the left and right wheels, shifting will be prevented to protect the differential.
      ATF High Temperature Control When the ATF is at a high temperature, normal shifting characteristics will be changed to shifting characteristics which actively utilize the low gear range to prevent the oil temperature from rising further.

    2. Line Pressure Control


      1. In order to obtain predetermined line pressure characteristics in accordance with each sensor signal, the ECM activates the shift solenoid valve SLT (line pressure control solenoid assembly) to regulate the throttle pressure.

      2. This makes it possible for the primary regulator valve to precisely and minutely control the line pressure in accordance with the engine output, thus providing smoother shift characteristics.

        A01FCC5E01

    3. Clutch Pressure Optimal Control


      1. The ECM monitors the signals from various types of sensors, such as the transmission revolution sensor (NT), allowing shift solenoid valve SL1 and shift solenoid valve SLT (line pressure control solenoid assembly) to minutely control the clutch pressure in accordance with engine output and driving conditions. As a result, smooth shift characteristics are achieved.

        A01FBPHE01

    4. Clutch to Clutch Pressure Control


      1. This control is used for shifting from 5th to 6th gear and from 6th to 5th gear.

      2. The ECM actuates shift solenoid valves SL1 and SL2 in accordance with various signals. The output from these shift solenoid valves acts directly on control valves B2and C3in order to regulate the line pressure that acts on the B2brake and C3clutch.

      3. High response and excellent shift characteristics have been achieved.

        A01FBNBE01

    5. Orifice Switching Control


      1. At extremely low temperatures, the ATF viscosity increases (becomes thick), making the oil pump susceptible to cavitation. For this reason, the orifice switching control reduces the volume of ATF in the hydraulic circuit and increases the volume of ATF drawn by the oil pump, in order to prevent the oil pump from cavitating.

      2. While stopped in the 1st gear, the ECM turns off the shift solenoid valve S1 and turns on (normally off) the shift solenoid valve S4 in order to apply the line pressure to the 1-2 shift valve and the SL1 relay valve. The 1-2 shift valve and the SL1 relay valve close the ATF passage for the secondary pressure from the secondary regulator valve, thus causing the secondary pressure to pass through orifice A. As a result, the volume of ATF in the hydraulic circuit is reduced.

      3. While stopped in a gear other than 1st, the secondary pressure from the secondary regulator valve travels through either or both of the 1-2 shift valve and SL1 relay valve, and passes through orifice B and C. As a result, the volume of the ATF in the hydraulic circuit is not reduced.

        A01FC58E01

    6. Powertrain Cooperative Control


      1. Driving Response and Acceleration Management System (DRAMS) is used for this vehicle. This system integrally controls the engine, transmission and other driving related controls. By integrally controlling the engine and automatic transmission using this system, quick response and a high quality driving feel in accordance with the driver's intentions are achieved, such as when accelerating or decelerating or during gear shifts.

        A01FCD4E01

      2. Throttle Control at Launch


        • The engine output is optimally controlled with Electronic Throttle Control System-intelligent (ETCS-i) in real-time in accordance with the transient force from the torque converter when the vehicle is launched. This achieves a "suppressed sense of lurching forward, "tire slippage suppression" and "improved responsiveness", ensuring excellent launch performance.

        A01FBLZE01

      3. Deceleration Force Control


        • The ECM determines the gear position when the accelerator pedal is off (released completely) in accordance with the way the accelerator pedal is released (suddenly or slowly) during deceleration. In this way, unnecessary upshifts and downshifts are prevented when the accelerator pedal is off and subsequent smooth acceleration is ensured, matching the driver's intentions.

        A01FC8SE01

      4. Transient Shifting Control


        • Through integrated control with Electronic Throttle Control System-intelligent (ETCS-i), Electronic Spark Advance (ESA), and electronic control of the engagement and release speed of clutch and brake hydraulic pressures, excellent response and shift shock reduction have been achieved.

          A01FBTNE01

        • Engine torque control used during gear shifts has been added to the cooperative control of the engine torque control and clutch hydraulic pressure control performed during gear shifts. This enhances gear engagement characteristics during gear shifts and achieves smooth gear changes.

        A01FCEME01

    7. Coast Downshift Control


      1. The ECM performs downshift control to prevent the engine speed from decreasing, thus keeping fuel cut control operating for as long as possible. In this way, the fuel economy is improved.

      2. For this control, when the vehicle is in 6th gear and starts decelerating, the transmission downshifts from 6th to 5th and from 5th to 4th before fuel cut control ends so that fuel cut control continues operating.

        A01FC5LE01

    8. Lock-up Timing Control


      1. The ECM operates the lock-up timing control in order to improve the fuel consumption performance.

        Lock-up Timing Control Operation
        Gear Shift Lever Position Shift Range (Fixed Range Mode*)
        D D5 D4
        1st X X X
        2nd X X X
        3rd X X X
        4th X ○ ○
        5th ○ ○ -
        6th ○ - -

        Tech Tips

        *: When the shift paddle switch (transmission shift switch assembly) is operated while the shift lever is in D.

        ○: Operates

        X: Does not operate

        -: Not applicable

    9. Flex Lock-up Clutch Control


      1. In the low-to-mid-speed range, this flex lock-up clutch control regulates the shift solenoid valve SLU (lock up control solenoid assembly) to provide an intermediate mode between the on and off operations of the lock-up clutch in order to improve the energy transmitting efficiency. As a result, the operating range of the lock-up clutch has been increased and fuel economy has been improved.

        A01FBU2E01
        A01FC3CE05
        Flex Lock-up Clutch Control Operation
        Gear Shift Lever Position Shift Range (Fixed Range Mode*1)
        D D5 D4
        1st X X X
        2nd X X X
        3rd ○ ○ ○
        4th ○*2 ○*2 ○
        5th ○*2 ○*2 -
        6th ○*2 - -

        Tech Tips

        *1: When the shift paddle switch (transmission shift switch assembly) is operated while the shift lever is in D.

        *2: Flex lock-up clutch control operates during deceleration.

        ○: Operates

        X: Does not operate

        -: Not applicable

    10. Multi-mode Transmission


      1. The driver can select the desired gear range by moving the shift lever to "+" (forward) or to "-" (backward) while the shift lever is in M. Also, the shift paddle switch (transmission shift switch assembly) can be used to change the gear range while the driver is holding the steering wheel. Thus, the driver is able to shift gears with a manual-like feel.

      2. When the shift lever is in D, the driver can momentarily select a desired shift range by operating the shift paddle switch (transmission shift switch assembly). Automatic shifting will be reinstated under the following conditions:


        • The vehicle has stopped.

        • The driver continues to push the shift paddle switch (transmission shift switch assembly) in the "+" direction longer than 1 second.

        • The driver depresses the accelerator pedal longer than a predetermined length of time.

      3. When the vehicle is being driven at a prescribed speed or higher, any attempt to shift to a lower range by operating the shift lever will not be executed, in order to protect the automatic transmission. In this case, the ECM sounds the multi buzzer in the combination meter assembly twice to alert the driver.

        A01FBOLE01
        A01FBLCE01
        Text in Illustration
        *1 Shift Paddle Switch (Transmission Shift Switch Assembly) *2

        Transmission Floor Shift Assembly

        - Transmission Control Switch
        *3

        Combination Meter Assembly

        - Multi-information Display

        		 - -
        *a Shift Pattern - -

      4. When the shift lever is in M, the gear hold control, complete lock-up control, high response upshift control and blipping downshift control are used in order to improve response in accordance with the driver's operation of the accelerator pedal, shift lever or transmission shift switch, and to improve gear shift feeling.

        A01FBXTE01

      5. Gear shifting will not be performed under gear hold control as long as the shift lever or transmission shift switch is not operated. This makes it possible to make efficient use of highest engine speeds. However, if the vehicle speed drops, a downshift will be performed from the current gear to a gear appropriate for that speed. Also, when the ATF temperature is extremely high, upshift will be performed automatically.

      6. The high response upshift control achieves highly responsive upshift operation using the clutch to clutch pressure control, which regulates each clutch and brake quickly and precisely, and by the powertrain cooperative control, which optimally regulates engine torque during shifting.

        A01FC8BE01

      7. The blipping downshift control regulates each clutch and brake using the clutch to clutch pressure control, allowing them to be engaged smoothly and disengaged quickly. In addition, fuel injection volume is increased and engine speed is boosted by the powertrain cooperative control, thus ensuring engine brake force. In this way, a smooth and quick downshift is achieved.

        A01FC7GE01

    11. Artificial Intelligence Shift Control (AI-shift Control)


      1. The AI-shift control determines optimal transmission control based on input signals and automatically changes the shift pattern. As a result, a high caliber of transmission operation is achieved.

      2. The AI-shift control includes a road condition support control and a driver's intention support.

      3. The AI-shift control is effected only with the shift lever in D, based on the accelerator pedal and brake operation data. The AI-shift control will be canceled when the shift lever is moved to a position other than D.

        A01FBKTE01

      4. Road Condition Support Control


        • The ECM identifies the throttle valve opening angle, accelerator pedal opening angle and vehicle speed to determine whether the vehicle is being driven uphill or downhill. Unnecessary upshift is restrained to automatically achieve optimal drive force at all times while driving uphill. Downshift is automatically conducted to achieve optimal engine brake force, while driving downhill.

        A01FBLDE01

      5. Driver's Intention Support Control


        • The driver's intention support control is estimated based on the accelerator pedal operation and vehicle condition, and a shift pattern that is well-suited to the driver's intention is selected without operating the switch.

        • When the drive mode (SPORT, SPORT S or SPORT S+) is selected, the driver's intention is assumed even when in the automatic shifting mode, thus enabling a dynamic drive.

        • By actively utilizing the low gear range to suppress unnecessary shifting, an improvement in the vehicle stability and acceleration performance has been achieved.

        A01FBVHE01

  3. FUNCTION


    1. Drive Mode Select Function


      1. The drive mode can be selected by operating the drive mode select or SNOW switch.

      2. The selected drive mode will be shown on the multi-information display in the combination meter assembly.

      3. The drive characteristics of each drive mode are as follows:

        Drive Mode Outline
        NORMAL Mode This drive mode provides optimum driveability.

        SPORT Mode*1

        SPORT S Mode*2

        		 The ECM improves acceleration performance and responsiveness by controlling the opening of the throttle and by changing the shift point of the transmission, thus achieving a sporty drive.
        SPORT S+ Mode*2 In addition to the control when in SPORT S mode, the suspension control system, brake control system and steering control system have been integrated to shift to SPORT mode, improved operability and stability have been aimed for even without losing comfort and a control which enables operation appropriate to the driver's intention is performed.
        SNOW Mode The ECM improves starting-off performance and acceleration performance on slippery road surfaces such as snow on which the wheels may spin by controlling to restrain drive force more than when in NORMAL mode.

        • *1: Models without Adaptive Variable Suspension system (AVS)

        • *2: Models with Adaptive Variable Suspension system (AVS)

        A01FBN5E01
        Text in Illustration
        *1 Drive Mode Select *2 SNOW Switch
        *3 Combination Switch Assembly - -

    2. Shift Lock System


      1. The shift lock system prevents the shift lever from being moved to any position other than P, unless the engine switch is turned on (IG) and the brake pedal is depressed. This prevents the vehicle from starting off suddenly.

      2. The shift lock system is controlled by the shift lock control ECU sub-assembly, and it has a shift lock function.

      3. The shift lock control ECU sub-assembly has a built-in P detection switch to detect the shift lever position, and receives input signals from the stop light switch assembly and engine switch. Upon receiving these signals, the shift lock control ECU sub-assembly turns on the shift lock solenoid in order to release the shift lock.

      4. A shift lock release button, which manually overrides the shift lock mechanism, is used.

        A01FC5GE01
        Text in Illustration
        *1 Shift Lock Release Button *2 Transmission Floor Shift Assembly
        *3

        Shift Lock Solenoid Assembly

        - Shift Lock Control ECU

        - P Detection Switch

        		 - -
        A01FC12E01

  4. CONSTRUCTION


    1. ATF Warmer


      1. The ATF warmer uses engine coolant that has been warmed by the engine to warm up the ATF quickly and to keep the ATF temperature higher (within limits). Consequently, the friction losses of the automatic transmission are quickly reduced, thus improving fuel economy.

        A01FCBPE01
        Text in Illustration
        *1 ATF Warmer - -
        A01FCE5 Engine Coolant Flow (from Engine) A01FC3K Engine Coolant Flow (to Engine)

    2. ATF Filling Procedures


      1. An ATF filling procedure is used in order to improve the accuracy of the ATF level when the transmission is being repaired or replaced. As a result, the oil filler tube and the oil level gauge used in the conventional automatic transmission have been discontinued, eliminating the need to inspect the fluid level as a part of routine maintenance. For details about the ATF filling procedures, refer to the Repair Manual.

        A01FBZTE01
        Text in Illustration
        *1 Refill Plug *2 Overflow Plug
        *a Oil Pan - -

    3. Torque Converter


      1. A compact, lightweight and high-capacity torque converter assembly is used. The torque converter supports lock-up clutch control, thus improving fuel economy.

        A01FC7UE01
        Text in Illustration
        *1 Lock-up Clutch *2 Turbine Runner
        *3 1-way Clutch *4 Stator
        *5 Pump Impeller - -

    4. Oil Pump


      1. The oil pump is operated by the torque converter clutch assembly. It lubricates the planetary gear units and supplies operating fluid pressure for hydraulic control. The front oil pump drive gear is continually driven by the engine via the pump impeller. The pump has sufficient capacity to supply the necessary fluid pressure throughout all speed ranges, as well as in reverse.

        A01FCBDE01
        Text in Illustration
        *1 Front Oil Pump Body Sub-assembly *2 O-ring
        *3 Front Oil Pump Driven Gear *4 Front Oil Pump Drive Gear
        *5 Stator Shaft Assembly *6 Oil Pump Cover

    5. Planetary Gear Unit


      1. The gear train consists of 4 multi-plate clutches, 4 multi-plate brakes, 4 1-way clutches, and 3 sets of planetary gears each consisting of a sun gear, a pinion gear and a ring gear.

        A01FBS0E01
        Text in Illustration
        *1

        No. 2 Clutch (C2)

        		 *2 Input Shaft
        *3

        No. 4 Clutch (C4)

        		 *4

        No. 4 1-way Clutch (F4)
        *5

        No. 2 1-way Clutch (F2)

        		 *6

        No. 1 1-way Clutch (F1)
        *7 Front Planetary Gear *8 Center Planetary Gear
        *9

        No. 3 1-way Clutch (F3)

        		 *10 Rear Planetary Gear
        *11 Intermediate Shaft *12 Output Shaft
        *13

        No. 4 Brake (B4)

        		 *14

        No. 2 Brake (B2)
        *15

        No. 1 Brake (B1)

        		 *16

        No. 3 Brake (B3)
        *17

        No. 1 Clutch (C1)

        		 *18

        No. 3 Clutch (C3)
        A01FBSBE01
        Text in Illustration
        *1 Input Shaft *2 Intermediate Shaft
        *3 Front Planetary Gear *4 Center Planetary Gear
        *5 Rear Planetary Gear *6 Output Shaft

    6. Centrifugal Fluid Pressure Canceling Mechanism


      1. The centrifugal fluid pressure canceling mechanism is used on the C1, C2, C3and C4clutches that are applied when shifting 2nd-3rd, 3rd-4th, 4th-5th and 5th-6th.

      2. Clutch shifting operation is affected not only by the valve body controlling fluid pressure but also by centrifugal fluid pressure that is present due to fluid in the clutch piston oil pressure chamber. The centrifugal fluid pressure canceling mechanism uses chamber B to reduce the effect on to chamber A. As a result, smooth shifting with excellent response has been achieved.

        A01FC1ZE01
        Text in Illustration
        *1

        Piston (for C3)

        		 *2

        Piston (for C2)
        *3

        Piston (for C1)

        		 *4

        Piston (for C4)
        *5

        No. 2 Clutch (C2)

        		 *6

        No. 3 Clutch (C3)
        *7

        No. 4 Clutch (C4)

        		 *8

        No. 1 Clutch (C1)
        *a

        For C3

        		*b

        For C2

        *c

        For C1

        		*d

        For C4

        A01FCB9 Chamber A A01FBVW Chamber B

      3. Chamber B is filled by fluid supplied to the shaft for lubrication. As a result of filling chamber B, the same amount of fluid pressure is present on both sides of the piston due to centrifugal force. This cancels the effects of fluid pressure on the piston caused by centrifugal force. Accordingly, it is not necessary to discharge the fluid through the use of a check ball, and highly responsive and smooth shifting characteristics are achieved.

        A01FC3FE01

    7. Transmission Valve Body Assembly


      1. The transmission valve body assembly consists of the upper (No. 1 and No. 2) and lower (No. 1 and No. 2) valve bodies and 9 shift solenoid valves.

        A01FC06E01
        Text in Illustration
        *1 Shift Solenoid Valve SLT (Line Pressure Control Solenoid Assembly) *2 No. 1 Lower Valve Body
        *3 No. 2 Lower Valve Body *4 Shift Solenoid Valve SL2
        *5 Shift Solenoid Valve SLU (Lock-up Control Solenoid Assembly) *6 No. 1 Upper Valve Body
        *7 No. 2 Upper Valve Body *8 Shift Solenoid Valve S3
        *9 Shift Solenoid Valve S2 *10 Shift Solenoid Valve S4
        *11 Shift Solenoid Valve S1 *12 Shift Solenoid Valve SR
        *13 Shift Solenoid Valve SL1 - -
        A01FC8PE01
        Text in Illustration (No. 1 Upper Valve Body)
        *1

        C1Accumulator

        		 *2 Secondary Regulator Valve
        *3 Lock-up Relay Valve *4 Lock-up Control Valve
        *5

        C3Check Valve

        		 *6

        B4Outer Check Valve
        *7 2-3 Valve *8 3-4 Valve
        *9

        B2Accumulator

        		 *10 Sequence Valve
        *11 1-2 Shift Valve *12 Clutch Control Valve
        *13 Clutch Apply Relay Valve - -
        A01FC2KE01
        Text in Illustration (No. 2 Upper Valve Body)
        *1

        C3Apply Relay Valve

        		 - -
        A01FCD7E01
        Text in Illustration (No. 1 Lower Valve Body)
        *1 SLT Damper *2 4-5 Shift Valve
        *3 Primary Regulator Valve - -
        A01FBNPE01
        Text in Illustration (No. 2 Lower Valve Body)
        *1

        B1Apply Relay Valve

        		 *2 Solenoid Relay Valve
        *3 Accumulator Control Valve *4 Solenoid Modulator Valve
        *5 Brake Control Valve - -

    8. Shift Solenoid Valves S1, S2, S3, S4 and SR


      1. The shift solenoid valves S1, S2, S3, S4 and SR are 3-way solenoid valves.

      2. A filter is provided at the tip of the solenoid valve to further improve operational reliability.

        A01FC23E01
        Text in Illustration (Shift Solenoid Valves S1, S2, S3 and SR)
        *1 Filter - -
        A01FCE5 Drain A01FC3K Line Pressure
        A01FBO8 Control Pressure - -
        A01FBYZE01
        Text in Illustration (Shift Solenoid Valves S4)
        *1 Filter - -
        A01FCE5 Drain A01FC3K Line Pressure
        A01FBO8 Control Pressure - -
        Function of Shift Solenoid Valves S1, S2, S3, S4 and SR
        Shift Solenoid Valve Function
        S1 Switches the 1-2 shift valve and the SL1 relay valve.
        S2 Switches the 2-3 shift valve and the 5-6 shift valve.
        S3 Switches the 3-4 shift valve.
        S4 Switches the 4-5 shift valve, SL1 relay valve and reverse sequence valve.
        SR

        Switches the clutch apply relay valve and B1apply relay valve.

    9. Shift Solenoid Valves SL1, SL2, SLT (Line Pressure Control Solenoid Assembly) and SLU (Lock-up Control Solenoid Assembly)


      1. In order to provide a hydraulic pressure that is proportional to the current that flows to the solenoid coil, the shift solenoid valves SL1 and SL2 linearly control the clutch pressure based on the signals it receives from the ECM.

        A01FC0SE01

      2. In order to provide a hydraulic pressure that is proportional to the current that flows to the solenoid coil, the shift solenoid valve SLT (line pressure control solenoid assembly) linearly controls the line pressure based on the signals it receives from the ECM.

        A01FBRVE01

      3. In order to provide a hydraulic pressure that is proportional to the current that flows to the solenoid coil, the shift solenoid valve SLU (lock-up control solenoid assembly) linearly controls the lock-up clutch engagement pressure based on the signals it receives from the ECM.

        A01FBQTE01
        Function of Shift Solenoid Valves SL1, SL2, SLT (Line Pressure Control Solenoid Assembly) and SLU (Lock-up Control Solenoid Assembly)
        Shift Solenoid Valve Function
        SL1

        • C1clutch pressure control

        • Accumulator back pressure control
        SL2

        B1, B2and B4brake pressure control
        SLT

        • Line pressure control

        • Accumulator back pressure control
        SLU

        • Lock-up clutch pressure control

        • Accumulator back pressure control

    10. ATF Temperature Sensor


      1. The ATF temperature sensor is used for hydraulic pressure control. This sensor is used for revision of the pressure that is used to apply clutches and brakes in the transmission. This helps to ensure smooth shift quality.

        A01FBWXE03
        Text in Illustration
        *1 ATF Temperature Sensor - -
        A01FCE5 Front - -

    11. Transmission Revolution Sensors


      1. This automatic transmission uses a transmission revolution sensor (for NT signal) and a transmission revolution sensor (for SP2 signal). Thus, the ECM can detect the timing of the shifting of the gears and appropriately control the engine torque and hydraulic pressure in response to various conditions.

      2. These transmission revolution sensors are the pick-up coil type.

      3. The transmission revolution sensor (for NT signal) detects the input speed of the transmission. The reverse clutch piston sub-assembly is used as the timing rotor for this sensor.

      4. The transmission revolution sensor (for SP2 signal) detects the output speed of the transmission. The parking lock gear on the rear planetary gear is used as the timing rotor for this sensor.

        A01FBV2E01
        Text in Illustration
        *1 Transmission Revolution Sensor (NT) *2

        C3Clutch Drum (Timing Rotor)
        *3 Transmission Revolution Sensor (SP2) *4 Parking Gear (Timing Rotor)

    12. Park/Neutral Position Switch Assembly, Transmission Control Switch and Shift Paddle Switch (Transmission Shift Switch Assembly)


      1. The park/neutral position switch assembly sends the P, R, N, D and NSW signals to the ECM.

      2. The transmission control switch is installed inside the transmission floor shift assembly to detect the M mode position and to inform the ECM.

      3. The transmission control switch detects whether the shift lever is in D or M, and detects the operating conditions of the shift lever "+" (forwards) or "-" (backwards) when the M mode is selected, and sends signals to the ECM.

      4. The shift paddle switch (transmission shift switch assembly) is installed in the steering wheel. The ECM detects the operation of the shift paddle switch (transmission shift switch assembly) "+" (upshift) or "-" (downshift) when the shift lever is in D or M.

        A01FCA9E01

    13. Shift Control Mechanism


      1. A gate type shift lever that uses a transmission control rod is used.

      2. The shift control mechanism consists of a transmission floor shift assembly and a floor shift gear shifting rod sub-assembly.

        A01FC3LE01
        Text in Illustration
        *1 Transmission Floor Shift Assembly *2 Floor Shift Gear Shifting Rod Sub-assembly

  5. OPERATION


    1. Transmission Power Flow

      Operating Condition of Shift Solenoid Valves
      Shift Position, Shift Range and Gear Range Shift Solenoid Valve
      S1 S2 S3 S4 SR SL1 SL2 SLU
      P Off On On Off On Off On Off
      R Off On On Off On Off On Off
      N Off On On Off On Off On Off
      D, D6 1st Off On On Off On Off On Off
      2nd On On On Off On Off On On
      3rd On Off On Off On Off On On
      4th On Off Off Off On Off On On
      5th On Off Off On Off On Off On
      6th On On Off On Off On Off On
      D5 1st Off On On Off On Off On Off
      2nd On On On Off On Off On On
      3rd On Off On Off On Off On On
      4th On Off Off Off On Off On On
      5th On Off Off On Off On Off On
      D4 1st Off On On Off On Off On Off
      2nd On On On Off On Off On On
      3rd On Off On Off On Off On On
      4th On Off Off Off On Off On On
      D3 1st Off On On Off On Off On Off
      2nd On On On Off On Off On On
      3rd On Off On Off On Off On On
      D2 1st Off On On Off On Off On Off
      2nd On On On Off On Off On On
      D1 1st Off On On Off On Off On Off
      M1 1st Off On On Off On Off On Off
      M2 2nd On On On Off On Off On On
      M3 3rd On Off On Off On Off On On
      M4 4th On Off Off Off On Off On On
      M5 5th On Off Off On Off On Off On
      M6 6th On On Off On Off On Off On
      Operating Condition of Friction Engagement Components and 1-way Clutch
      Shift Position, Shift Range and Gear Range Clutch Brake 1-way Clutch

      C1

      C2

      C3

      C4

      B1

      B2

      B3

      B4

      F1

      F2

      F3

      F4

      P - - - - - - - - - - - -
      R - - ○ - (○) - - ○ ○ - - -
      N - - - - - - - - - - - -
      D, D6 1st ○ - - ○ - - - - - - ○ ○
      2nd ○ - - ○ - - ○ - ○ ○ - ○
      3rd ○ - ○ ○ - - ● - ○ - - ○
      4th ○ ○ ● ○ - - ● - - - - ○
      5th ● ○ ○ - ○ - ● - - - - -
      6th ● ○ - - ● ○ ● - - - - -
      D5 1st ○ - - ○ - - - - - - ○ ○
      2nd ○ - - ○ - - ○ - ○ ○ - ○
      3rd ○ - ○ ○ - - ● - ○ - - ○
      4th ○ ○ ● ○ - - ● - - - - ○
      5th ● ○ ○ - ○ - ● - - - - -
      D4 1st ○ - - ○ - - - - - - ○ ○
      2nd ○ - - ○ - - ○ - ○ ○ - ○
      3rd ○ - ○ ○ - - ● - ○ - - ○
      4th ○ ○ ● ○ - - ● - - - - ○
      D3 1st ○ - - ○ - - - - - - ○ ○
      2nd ○ - - ○ - - ○ - ○ ○ - ○
      3rd ○ - ○ ○ (○) - ● - ○ - - ○
      D2 1st ○ - - ○ - - - - - - ○ ○
      2nd ○ - - ○ - (○) ○ - ○ ○ - ○
      D1 1st ○ - - ○ - - - (○) - - ○ ○
      M1 1st ○ - - ○ - - - (○) - - ○ ○
      M2 2nd ○ - - ○ - (○) ○ - ○ ○ - ○
      M3 3rd ○ - ○ ○ (○) - ● - ○ - - ○
      M4 4th ○ ○ ● ○ - - ● - - - - ○
      M5 5th ● ○ ○ - ○ - ● - - - - -
      M6 6th ● ○ - - ● ○ ● - - - - -

      Tech Tips

      ○: Operates

      ●: Operates but is not related to power transmission

      (○): Operates during engine brake

      -: Does not operate


      1. 1st Gear

        A01FBNY
        Text in Illustration
        A01FC4S Operates A01FBVW Operates during engine braking

      2. 2nd Gear

        A01FBR3
        Text in Illustration
        A01FC4S Operates A01FBVW Operates during engine braking

      3. 3rd Gear

        A01FBL3
        Text in Illustration
        A01FC4S Operates A01FBVW Operates during engine braking
        A01FCB9 Operates but is not related to power transmission - -

      4. 4th Gear

        A01FC71
        Text in Illustration
        A01FC4S Operates A01FCB9 Operates but is not related to power transmission

      5. 5th Gear

        A01FBPJ
        Text in Illustration
        A01FC4S Operates A01FCB9 Operates but is not related to power transmission

      6. 6th Gear

        A01FBXG
        Text in Illustration
        A01FC4S Operates A01FCB9 Operates but is not related to power transmission

      7. Reverse Gear

        A01FC46
        Text in Illustration
        A01FC4S Operates A01FBVW Operates during engine braking

  6. FAIL-SAFE


    1. The fail-safe function minimizes the loss of operability when an abnormality occurs in a sensor or a shift solenoid valve.

      Fail-safe Control List
      Malfunction Part Function
      Transmission Revolution Sensor (NT)

      • During a transmission revolution sensor (NT) malfunction, shift control is effected based on the transmission revolution sensor (SP2) signal.

      • During a transmission revolution sensor (NT) malfunction, upshifting to 5th and 6th, AI-shift control and flex lock-up clutch control are prohibited.
      Transmission Revolution Sensor (SP2)

      • During a transmission revolution sensor (SP2) malfunction, shift control is effected based on the transmission revolution sensor (NT) signal.

      • During a transmission revolution sensor (SP2) malfunction, upshifting to 5th and 6th, AI-shift control and flex lock-up clutch control are prohibited.
      ATF Temperature Sensor During an ATF temperature sensor malfunction, upshifting to 5th and 6th, and flex lock-up clutch control are prohibited.
      Shift Solenoid Valves S1, S2, S3, S4 and SR

      • When one of the shift solenoid valves listed left malfunctions, current to the failed shift solenoid valve is cut off.

      • Shift control is changed to a fail-safe mode to shift gears using the normal shift solenoid valves to allow continued driving.
      Shift Solenoid Valves SL1 and SL2 During a shift solenoid valve SL1 or SL2 malfunction, upshifting to 5th and 6th, and flex lock-up clutch control are prohibited.
      Shift Solenoid Valve SLT (Line Pressure Control Solenoid Assembly) During a shift solenoid valve SLT (line pressure control solenoid assembly) malfunction, the current to the shift solenoid valve is stopped. Because this stops line pressure optimal control, the shift shock will increase. However, shifting is effected based on normal clutch pressure control.
      Shift Solenoid Valve SLU (Lock Up Control Solenoid Assembly) During a shift solenoid valve SLU (lock up control solenoid assembly) malfunction, the current to the shift solenoid valve is stopped. Because this stops lock-up timing control and flex lock-up clutch control, fuel economy decreases.

  7. DIAGNOSIS


    1. When the ECM detects a malfunction, it makes a diagnosis and memorizes the failed section. Furthermore, the ECM illuminates or blinks the MIL in the combination meter assembly to inform the driver.

    2. The ECM will also store the Diagnostic Trouble Codes (DTCs) of the malfunctions.

    3. The DTCs can be read by connecting a Global Tech Stream (GTS) to the DLC3.

    4. For details, refer to the Repair Manual.