NEW FEATURES

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) 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.

   

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 valves (SL1), (SL2), (SL3), (SL4), (SLT) and (SLU) to minutely control the clutch pressure in accordance with engine output and driving conditions. As a result, smooth shift characteristics are achieved.

   

Clutch to Clutch Pressure Control

1. By using a clutch to clutch pressure control without using 1-way clutches in the 2nd or higher gears, a light, compact 6-speed automatic transmission has been provided.

2. By utilizing pressure output from shift solenoid valves (SL1), (SL2), (SL3) and (SL4) based on drive signals sent from the ECM, each of the clutch and brake hydraulic pressures can be controlled directly and independently.

   

Coast Downshift Control

1. Downshift control is used when decelerating, allowing for low fuel consumption by extending fuel cut control as much as possible.

2. By performing flex lock-up control and downshift control at the same time when decelerating, a decrease of engine speed has been suppressed, while extending fuel cut control as much as possible without lowering the engine speed below the fuel cut recovery speed.

3. By expanding operating gears and widening operating areas through close-gear ratios, fuel efficiency has significantly been enhanced and drivability has been improved by optimizing deceleration force when controls are activated.

   

Artificial Intelligence-shift Control (AI-shift Control)

1. AI-shift control selects optimal controls in accordance with "driving environment" and the "driver's intention" based on the degree of accelerator opening, vehicle speed, brake signals, etc.

2. Smooth driving and low fuel consumption have been achieved while driving normally. A strong and linear feeling of acceleration has been provided when accelerating. A direct feeling of deceleration through engine braking and high fuel efficiency have been achieved when decelerating.

   

3. Under 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 upshifting is restrained to automatically achieve optimal drive force at all times while driving uphill. Downshifting is automatically conducted to achieve optimal engine brake force while driving downhill.

   

4. The higher gear settings have been added for high speed gears (5th and 6th gears). In order to balance the reduction of additional drive force and the improvement of fuel efficiency when driving at high speeds, a high speed gear effective utilization control is used.

5. By calculating the maximum additional drive force to be generated at high speed gears in a real-time manner, as well as determining the availability of high speed gears according to driving conditions (running resistance, driver's acceleration maneuvers), "balanced, improved fuel efficiency and driving capability" have been achieved.

   
   

   • Conditions Determining that Running in 6th Gear is Impossible (Examples)

     

     *1	Heavy Load: 5th Gear
     *2	Accelerating on Slope: 5th Gear

   • Conditions Determining that Running in 6th Gear is Possible

     

     *1	Light Load: 6th Gear
     *2	Constant Driving on Slope: 6th Gear

Multi-mode Automatic Transmission

1. The driver can select the desired gear step by moving the shift lever "+" (forward) or to "-" (backward) while the shift lever is in S (6-speed sequential shiftmatic mode). Thus, the driver is able to change gear steps with a manual-like feel.

2. 6-speed sequential shiftmatic mode can be selected from normal driving mode by moving theshift lever to S. The driver can change the gear step by selecting it using the shift lever.

3. The driver selects 6-speed sequential shiftmatic mode by moving the shift lever to S. At this time, the S4 or S5 range isselected in accordance with the vehicle speed.

4. The ECM will restrict the changing of the shift range if it detects a malfunction in the automatic transmission system.

5. If the vehicle speed and engine speed exceed or go below a preset level in response to the driver's downshift operation request, changing the shift range will be prohibited. In this case, the buzzer in the combination meter will sound to alert the driver.

   Figure 1. System Diagram

   

6. The shift lever position is indicated by the shift position indicator light of the combination meter assembly. When S position is selected, the shift range indicator of the combination meter assembly displays the current shift range.

7. Blipping downshift control is used to improve shift change response and shift feeling in 6- speed sequential shiftmatic mode.

8. 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, engine speed is boosted by powertrain cooperative control, thus ensuring engine brake force. In this way, a smooth and quick downshift is achieved. In addition, quicker downshifting has been made available by directly controlling clutch pressure.

   Tech Tips

   If ATF and engine coolant temperatures are low, the shift change response will be the same as when blipping downshift control is not available.

   

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.

2. Laser welding has been used for the outer periphery of the torque convertor to suppress welding distortion and stabilize flex lock-up clutch control.

   

   *1	Lock-up Dumper	*2	1-way Clutch
   *3	Turbine Runner	*4	Lock-up Clutch
   *5	Stator	*6	Pump Impeller

Oil Pump

1. The oil pump is operated by the torque converter assembly. The oil pump 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.

   

   *1	Front Oil Pump Body Sub-assembly	*2	Front Oil Pump Driven Gear
   *3	Front Oil Pump Drive Gear	*4	Stator Shaft Assembly
   *5	Oil Pump Cover	-	-

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.

   

   *1

   Refill Plug

   *2

   Overflow Plug

Planetary Gear Unit

1. The gear train consists of 2 multi-plate clutches, 3 multi-plate brakes, a 1-way clutch and 3 sets of planetary gears, each consisting of a sun gear, a pinion gear and a ring gear.

   

   *1	No. 2 Clutch (C2)	*2	No. 1 Clutch (C1)
   *3	Front Planetary Gear Assembly	*4	Center Planetary Gear Assembly
   *5	Intermediate Shaft	*6	Rear Planetary Gear Assembly
   *7	No. 2 Brake (B2)	*8	1-way Clutch Assembly
   *9	No. 3 Brake (B3)	*10	No. 1 Brake (B1)

   

   *1	Input Shaft	*2	Intermediate Shaft
   *3	Front Planetary Sun Gear	*4	Front Planetary Gear Assembly
   *5	Center Planetary Gear Assembly	*6	Rear Planetary Gear Assembly
   *7	Output Shaft	*8	Center Planetary Carrier
   *9	Front Planetary Carrier	-	-

Centrifugal Fluid Pressure Canceling Mechanism

1. A centrifugal fluid pressure canceling mechanism is used on the C1 and C2 clutches that are applied when shifting 3rd-4th and 4th-5th.

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 applied to chamber A. As a result, smooth shifting with excellent response has been achieved.

   

   *1	Piston (for C2)	*2	Chamber B (for C2)
   *3	Chamber A (for C2)	*4	Chamber A (for C1)
   *5	Chamber B (for C1)	*6	No. 1 Clutch (C1)
   *7	Piston (for C1)	*8	No. 2 Clutch (C2)

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.

   

Transmission Valve Body Assembly

1. The transmission valve body assembly consists of upper and lower valve bodies and 7 shift solenoid valves.

   

   *1	Shift Solenoid Valve (SLU)	*2	Shift Solenoid Valve (SL3)
   *3	Shift Solenoid Valve (SL1)	*4	Shift Solenoid Valve (SL2)
   *5	Shift Solenoid Valve (SLT)	*6	Lower Valve Body
   *7	Upper Valve Body	*8	Shift Solenoid Valve (SL)
   *9	Shift Solenoid Valve (SL4)	-	-

   

   *1	Lock-up Relay Valve	*2	Secondary Regulator Valve
   *3	C2 Damper	*4	SLT Damper
   *5	B2 Damper	*6	Lock-up Control Valve
   *7	B4 Apply Control Valve	*8	B4 Control Valve
   *9	B1, B4 Apply Control Valve	*10	Solenoid Relay Valve
   *11	Solenoid Modulator Valve	*12	B1 Apply Control Valve
   *13	Clutch Control Valve	*14	Sequence Valve

   

   *1	Primary Regulator Valve	*2	B2 Apply Control Valve
   *3	C1 Accumulator	*4	B1 Damper

Shift Solenoid Valves (SL1), (SL2), (SL3), (SL4), (SLT) and (SLU)

1. Shift Solenoid Valves have been provided for controlling clutch engagement hydraulic pressure (SL1, SL2), lock-up clutch (SLU), line hydraulic pressure (SLT), and brake engagement hydraulic pressure (SL3, SL4).

2. By directly controlling the hydraulic pressure for each clutch and brake with high flow rate Shift Solenoid Valves (SL1), (SL2), (SL3), (SL4), shift-change responsiveness has been improved, shift shocks have been reduced, and the structure has been simplified through the reductions of oil passage lengths and the numbers of components.

   Figure 2. Shift Solenoid Valves (SL1), (SL2), (SL3) and (SL4)

   

   *1	Spool Valve
   *2	Hydraulic Pressure
   *3	Sleeve
   *4	Current

   Figure 3. Shift Solenoid Valve (SLT)

   

   *1	Spool Valve
   *2	Hydraulic Pressure
   *3	Sleeve
   *4	Current

   Figure 4. Shift Solenoid Valve (SLU)

   

   *1	Spool Valve
   *2	Hydraulic Pressure
   *3	Sleeve
   *4	Current

   Function of Shift Solenoid Valves

   Shift Solenoid Valve	Function
   Shift Solenoid Valve (SL1)	Performs shift controls.
   Shift Solenoid Valve (SL2)	Performs shift controls.
   Shift Solenoid Valve (SL3)	Performs shift controls.
   Shift Solenoid Valve (SL4)	Performs shift controls.
   Shift Solenoid Valve (SLT)	Performs line pressure controls.
   Shift Solenoid Valve (SLU)	Performs lock-up clutch controls. Performs B2 brake hydraulic pressure controls (only for the 1st range when the shift lever is in S).

Shift Solenoid Valve (SL)

1. A transmission 3-way solenoid (SL) has been provided for switching lock-up hydraulic pressure and B2 brake hydraulic pressure.

   

   *1	Control Pressure
   *2	Line Pressure
   *3	Strainer
   *4	Drain

   Function of Shift Solenoid Valve

   Shift Solenoid Valve	Function
   Shift Solenoid Valve (SL)	Shifts between lock-up hydraulic pressure and B2 brake hydraulic pressure.

ATF Temperature Sensor

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

   

   *1	No. 2 ATF Temperature Sensor (Transmission Wire)	*2	No. 1 ATF Temperature Sensor (Transmission Wire)
   	Engine Side	-	-

Park/Neutral Position Switch Assembly

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

   

   *1	To Starter Relay
   *2	Combination Meter Assembly
   *3	CAN (V Bus)
   *4	Park/Neutral Position Switch Assembly

Transmission Control Switch

1. The transmission control switch is installed inside the transmission floor shift assembly to detect the S position and inform the ECM.

2. The transmission control switch detects whether the shift lever is in D or S, and detects the operating conditions of the shift lever ["+" (forward) or "-" (backward)] when the shift lever is in S, and sends signals to the ECM.

   

   *1	Combination Meter Assembly
   *2	CAN (V Bus)
   *3	Transmission Control Switch

Transmission Revolution Sensor

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 direct clutch drum 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.

   

   *1	Direct Clutch Drum Sub-assembly	*2	Transmission Revolution Sensor (NT)
   *3	Parking Lock Gear	*4	Transmission Revolution Sensor (SP2)

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 (push start 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, and it has a shift lock function.

3. The shift lock control ECU 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 (push start switch) . Upon receiving these signals, the shift lock control ECU turns on the shift lock solenoid in order to release the shift lock.

   Figure 5. System Diagram

   

   Figure 6. Parts Location

   

   *1	Certification ECU (Smart Key ECU Assembly)	*2	Engine Switch (Push Start Switch)
   *3	Stop Light Switch Assembly	*4	Transmission Floor Shift Assembly
   *5	P Detection Switch	*6	Shift Lock Solenoid
   *7	Shift Lock Control ECU	*8	Shift Lock Release Button
   *9	Shift Lock Release Button Cap	-	-
   *a	Refer to the Service Bulletin for the installation position of the part.	-	-