TRANSMISSION/TRANSAXLE
TRANSMISSION/TRANSAXLE
05
SECTION
Toc
of SCT . . . . . . . . . . . . . . . . . 05-00
OUTLINE
ON-BOARD DIAGNOSTIC. . . .
CLUTCH [G35M-R] . . . . . . . . .
CLUTCH [A26M-R]. . . . . . . . . .
MANUAL TRANSAXLE
[G35M-R] . . . . . . . . . . . . . . . . .
MANUAL TRANSAXLE
[A26M-R] . . . . . . . . . . . . . . . . .
Toc of SCT
05–00
05-02
05-10A
05-10B
05-15A
05-15B
MANUAL TRANSAXLE
SHIFT MECHANISM
[G35M-R] . . . . . . . . . . . . . . . . . . 05-16A
MANUAL TRANSAXLE
SHIFT MECHANISM
[A26M-R] . . . . . . . . . . . . . . . . . . 05-16B
AUTOMATIC TRANSAXLE . . . . 05-17
AUTOMATIC TRANSAXLE
SHIFT MECHANISM . . . . . . . . . 05-18
OUTLINE
TRANSMISSION/TRANSAXLE
ABBREVIATIONS . . . . . . . . . . . . . . . . . 05–00–1
TRANSMISSION/TRANSAXLE
FEATURES . . . . . . . . . . . . . . . . . . . . . . . 05–00–2
TRANSMISSION/TRANSAXLE
SPECIFICATIONS . . . . . . . . . . . . . . . . . 05–00–2
End of Toc
TRANSMISSION/TRANSAXLE ABBREVIATIONS
ACC
ATF
ATX
B+
CCM
CPU
DC
DLC
DTC
EC-AT
GND
MIL
MTX
O/D
OBD
PCM
PID
RPM
TCC
TFT
TP
TR
VSS
1GR
2GR
3GR
4GR
5GR
6GR
DPE050000000T01
Accessories
Automatic Transaxle Fluid
Automatic Transaxle
Battery Positive Voltage
Comprehensive Component Monitor
Central Processing Unit
Drive Cycle
Data Link Connector
Diagnostic Trouble Code
Electronically Controlled Automatic Transaxle
Ground
Malfunction Indicator Lamp
Manual Transaxle
Overdrive
On-board Diagnostic
Powertrain Control Module
Parameter Identification
Revolution Per Minute
Torque Converter Clutch
Transaxle Fluid Temperature
Throttle Position
Transaxle Range
Vehicle Speed Sensor
First Gear
Second Gear
Third Gear
Fourth Gear
Fifth Gear
Sixfth Gear
05
End Of Sie
05–00–1
OUTLINE
TRANSMISSION/TRANSAXLE FEATURES
CLUTCH
Improved operability
Reduced noise and
vibration
Improved durability
MTX [G35M-R]
Improved operability
Improved reliability
Mis-shift prevention
MTX [A26M-R]
DPE050000000T02
• Hydraulic clutch control mechanism used
• Dual-mass flywheel adopted (A26M-R)
• Clutch cover with wear assurance function adopted (A26M-R)
• Linked, triple-cone synchronizer mechanism adopted for 1GR and 2GR
• Linked, double-cone synchronizer mechanism adopted for 3GR and 4GR
• Double-ball construction detent balls adopted (small balls positioned on the backside of the
balls inserted in the rod end)
• Optimal control rod end load characteristics
• Special surface finish (bushings with teflon coating for low friction resistance adopted) used
on shafts of linkage parts (shift rod, crank lever, control rod)
• Optimal positioning of reverse link support/leverage points
• Double engagement prevention mechanism (interlock mechanism) adopted
• Cam-type reverse lock-out mechanism adopted
• Ball-type synchromesh mechanism adopted (Forward)
• Lever-type synchromesh mechanism adopted (Reverse)
Improved operability
• Triple-cone synchronizer mechanism adopted for 1GR, 2GR and 3GR
• Double-cone synchronizer mechanism adopted for 4GR
Improved reliability
• Double engagement prevention mechanism (interlock mechanism) adopted
MANUAL TRANSAXLE SHIFT MECHANISM
Mis-shift prevention
• Reverse lock-out mechanism adopted (A26M-R)
ATX [FN4A-EL]
• Direct electric shift control adopted
• Feedback control system adopted
Superior shift quality
• Centrifugal balance clutch chamber adopted
• Engine-transaxle total control system adopted
High efficiency,
• Miniature trochoid gear oil pump with torque converter direct drive adopted
compactness, lightweight
Improved reliability
• Variable resistor type TR switch has been adopted
• Control feature for climbing/descending hills adopted, improving driveability when climbing/
Improved driveability
descending
Improved marketability
• Sport AT adopted
• A shift mechanism which the selector lever is located on the center of the dashboard has
Improved operability
been adopted
• A key interlock system has been adopted
Mis-shift prevention
• A shift-lock system has been adopted
Emergency bypass
• A shift-lock release mechanism has been adopted
assurance
End Of Sie
TRANSMISSION/TRANSAXLE SPECIFICATIONS
DPE050000000T08
Clutch
Item
Engine type
Manual transaxle type
Clutch control
Spring type
Set load
Outer diameter
Clutch disc
Inner diameter
Type
Clutch pedal
Pedal ratio
Full stroke
Clutch master cylinder inner diameter
Clutch release cylinder inner diameter
Clutch cover
05–00–2
(N {kgf, lbf})
(mm {in})
(mm {in})
(mm {in})
(mm {in})
(mm {in})
Specification
MZR-CD (RF Turbo)
LF, L8
A26M-R
G35M-R
Hydraulic
Diaphragm
10,100 {1,030, 2,271}
5,200 {531, 1,169}
250 {9.84}
228 {8.98}
155 {6.10}
170 {6.69}
Suspended
5.5
135 {5.31}
19.12 {0.753}
23.81 {0.937}
20.64 {0.813}
OUTLINE
Item
Specification
MZR-CD (RF Turbo)
LF, L8
A26M-R
G35M-R
SAE J1703,
FMVSS 116 DOT-3 or DOT-4
Engine type
Manual transaxle type
Clutch fluid type
Manual Transaxle [G35M-R]
Item
Engine type
Manual transaxle type
Operation system
Forward
Shift assist
Reverse
1GR
2GR
3GR
Gear ratio
4GR
5GR
Reverse
Final gear ratio
Grade
Oil
Specification
L8
All season
Above 10°C {50°F}
Viscosity
Capacity
(approx. quantity)
LF
G35M-R
Cable
Synchromesh
Selective sliding and synchromesh
3.666
3.307
2.059
1.842
1.392
1.310
1.030
0.795
3.454
4.388
4.588
API service GL-4 or GL-5
SAE 75W-90
SAE 80W-90
(L {US qt, Imp qt})
2.87 {3.03, 2.53}
Manual Transaxle [A26M-R]
Item
Specification
MZR-CD (RF Turbo)
A26M-R
Cable
Synchromesh
Synchromesh (Lever type)
3.538
1.913
1.218
0.880
0.809
0.673
3.831
1GR, 2GR, 3GR, 4GR: 3.611
5GR, 6GR, Reverse: 3.095
API service GL-4 or GL-5
SAE 75W-90
SAE 75W-90
Engine type
Manual transaxle type
Operation system
Forward
Shift assist
Reverse
1GR
2GR
3GR
Gear ratio
4GR
5GR
6GR
Reverse
Final gear ratio
Grade
Oil
Viscosity
Capacity
(approx. quantity)
All season
Above 10°C {50°F}
(L {US qt, Imp qt})
2.55 {2.69, 2.24}
Manual Transaxle Shift Mechanism
Item
Transaxle type
Operation system
Specification
G35M-R
A26M-R
Cable
05–00–3
05
OUTLINE
Automatic Transaxle [FN4A-EL]
Item
1GR
2GR
3GR
4GR
Reverse
Specification
LF
2.816
1.553
1.000
0.695
2.279
4.416
ATF M-V
(L {US qt, lmp qt})
7.2 {7.6, 6.3}
Engine type
Gear ratio
Final gear ratio
Type
Capacity
(Approx. quantity)
ATF
Torque converter stall torque ratio
Hydraulic system
(Number of drive/driven gear plates)
Band servo
Front planetary gear
(Number of teeth)
Rear planetary gear
(Number of teeth)
Forward clutch
3-4 clutch
Reverse clutch
Low and reverse brake
Servo diameter
(Piston outer dia.)
Front sun gear
Front pinion gear
Front internal gear
Rear sun gear
Rear pinion gear
Rear internal gear
Primary gear (number of teeth)
Secondary gear (number of teeth)
Output gear (number of teeth)
Ring gear (number of teeth)
2.1
4/4
3/3
2/2
5/5
(mm {in})
64.6 {2.54}
49
20
89
43
27
98
86
82
19
88
Automatic Transaxle Shift Mechanism Specifications
Item
Operation system
Selector lever type
End Of Sie
05–00–4
Specification
Cable
Sport AT
ON-BOARD DIAGNOSTIC
05–02
ON-BOARD DIAGNOSTIC
MALFUNCTION INDICATION FUNCTION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–02–3
FAIL-SAFE FUNCTION [FN4A-EL] . . . . . 05–02–3
PARAMETER IDENTIFICATION (PID) DATA
MONITORING FUNCTION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–02–6
SIMULATION FUNCTION [FN4A-EL] . . . 05–02–6
DLC-2 OUTLINE [FN4A-EL] . . . . . . . . . . 05–02–6
ON-BOARD DIAGNOSTIC (OBD) SYSTEM OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–02–1
ON-BOARD DIAGNOSTIC (OBD) SYSTEM BLOCK
DIAGRAM [FN4A-EL] . . . . . . . . . . . . . . 05–02–1
MALFUNCTION DETECTION FUNCTION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–02–2
MEMORY FUNCTION [FN4A-EL] . . . . . . 05–02–3
End of Toc
ON-BOARD DIAGNOSTIC (OBD) SYSTEM OUTLINE [FN4A-EL]
DPE050200000T01
• The OBD system has the following functions:
— Malfunction detection function: detects malfunctions of the input/output devices and system components of
the ATX.
— Fail-safe function: fixes the output device function and input value of the sensors/switches to ensure
minimum vehicle drivability when a malfunction is detected.
— Memory function: stores the DTC when a malfunction is detected.
— PID data monitoring function: monitors the input/output signal and calculated value of the PCM and sends
the monitoring data to the WDS or equivalent.
— Simulation function: Allows override operation of simulation items for input/output system parts preset in the
PCM.
End Of Sie
ON-BOARD DIAGNOSTIC (OBD) SYSTEM BLOCK DIAGRAM [FN4A-EL]
DPE050200000T02
PCM
2
11
05
12
3
4
DLC-2
5
6
7
CAN
13
8
9
1
14
10
B3E0502T001
.
1
2
Input parts
OBD system
3
4
Malfunction indication function
Memory function
05–02–1
ON-BOARD DIAGNOSTIC
5
6
7
8
9
10
11
12
13
14
Serial communication
Malfunction detection function
PID data monitoring function
Simulation function
Fail-safe function
Transaxle control system
Instrument cluster
AT warning light or MIL
WDS or equivalent
Output parts
End Of Sie
MALFUNCTION DETECTION FUNCTION [FN4A-EL]
DPE050200000T03
Malfunction Detection Function
• In the malfunction detection function, the PCM detects malfunctions in the automatic transmission while driving.
• When vehicle driving conditions correspond with a preset malfunction detection condition, the PCM determines
that the automatic transmission has a malfunction and stores the corresponding DTC.
• When a malfunction is detected, stored DTCs can be retrieved using the WDS or equivalent connected to the
DLC-2.
DTC Table
×: Available
DTC No.
P0706
P0707
P0708
P0711
P0712
P0713
P0715
P0720
P0731
P0732
P0733
P0734
P0741
P0742
P0745
P0751
P0752
P0753
P0756
P0757
P0758
P0761
P0762
P0763
P0766
P0767
P0768
P0771
P0772
Condition
Transaxle range (TR) switch circuit range/performance
Transaxle range (TR) switch circuit low input
Transaxle range (TR) switch circuit high input
Transaxle fluid temperature (TFT) sensor circuit range/
performance (stuck)
Transaxle fluid temperature (TFT) sensor circuit malfunction
(short to ground)
Transaxle fluid temperature (TFT) sensor circuit malfunction
(open circuit)
Input/turbine speed sensor circuit malfunction
Vehicle speed sensor (VSS) circuit malfunction
Gear 1 incorrect (incorrect gear ratio detected)
Gear 2 incorrect (incorrect gear ratio detected)
Gear 3 incorrect (incorrect gear ratio detected)
Gear 4 incorrect (incorrect gear ratio detected)
Torque converter clutch (TCC) (stuck off)
Torque converter clutch (TCC) (stuck on)
Pressure control solenoid malfunction
Shift solenoid A stuck off
Shift solenoid A stuck on
Shift solenoid A malfunction (electrical)
Shift solenoid B stuck off
Shift solenoid B stuck on
Shift solenoid B malfunction (electrical)
Shift solenoid C stuck off
Shift solenoid C stuck on
Shift solenoid C malfunction (electrical)
Shift solenoid D stuck off
Shift solenoid D stuck on
Shift solenoid D malfunction (electrical)
Shift solenoid E stuck off
Shift solenoid E stuck on
05–02–2
ON
ON
ON
AT warning
light
illuminates
YES
YES
YES
ON
NO
2
CCM
X
ON
YES
1
CCM
X
ON
YES
1
CCM
X
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
OFF
ON
ON
ON
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
1
2
1
1
1
1
1
1
1
2
2
1
2
2
1
2
2
1
2
2
1
2
2
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
CCM
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
MIL
DC
Monitor
item
Memory
function
2
1
2
CCM
CCM
CCM
X
X
X
ON-BOARD DIAGNOSTIC
DTC No.
P0773
P0841
P0894
Condition
MIL
Shift solenoid E malfunction (electrical)
Oil pressure switch circuit malfunction
Forward clutch torque transmission
ON
OFF
OFF
AT warning
light
illuminates
YES
NO
YES
DC
Monitor
item
Memory
function
1
2
1
CCM
CCM
CCM
X
X
X
End Of Sie
MEMORY FUNCTION [FN4A-EL]
DPE050200000T04
• The memory function stores malfunction information detected in the malfunction detection function. Once
malfunction information is stored, the memory will not be cleared even when the ignition switch is turned off
(LOCK position) or the malfunction is repaired.
• The stored memory (malfunction information) can be cleared using the WDS or equivalent, or by disconnecting
the negative battery cable.
End Of Sie
MALFUNCTION INDICATION FUNCTION [FN4A-EL]
DPE050200000T05
• The malfunction indication function illuminates the MIL or AT warning light when the malfunction detection
function when it determines there is a malfunction.
End Of Sie
FAIL-SAFE FUNCTION [FN4A-EL]
DPE050200000T06
• In the fail-safe function, minimum vehicle drivability is obtained by changing the signals that are determined to
be malfunctions by the malfunction detection function to the preset values, and limiting PCM control.
DTC
No.
On-board diagnostic
function
P0706
Transaxle range (TR)
switch circuit range/
performance
P0707
Transaxle range (TR)
switch circuit low input
P0708
Transaxle range (TR)
switch circuit high input
P0711
Transaxle fluid
temperature (TFT) sensor
circuit range/performance
(Stuck)
P0712
Transaxle fluid
temperature (TFT) sensor
circuit malfunction (short to
ground)
P0713
Transaxle fluid
temperature (TFT) sensor
circuit malfunction (open
circuit)
P0715
Input/turbine speed sensor
circuit malfunction
Detection condition
• No TR signal (P, R, N or D range/
position) input to PCM terminal 1S
when the engine speed is 530 rpm or
more, vehicle speed is 20 km/h {12
mph} or more and voltage at PCM
terminal 1S is 0.5 V or more.
• Input voltage from the TR switch to
PCM terminal 1S is 0.5 V or less
when the engine speed is 530 rpm or
more and vehicle speed is 20 km/h
{12 mph} or more.
• Input voltage from the TR switch to
PCM terminal 1S is 4.79 V or more
when the engine speed is 530 rpm or
more and vehicle speed is 20 km/h
{12 mph} or more.
• Input voltage from the TFT sensor to
PCM terminal 1U and 1AA is
maintained at 0.03 V or less when
180 s have passed after the engine is
started and the vehicle is driven for 90
s or more at vehicle speed between
25—59 km/h {15—36 mph}, and
then 60 km/h {37 mph} or more for
60 s or more.
• Input voltage from the TFT sensor to
PCM terminal 1U and 1AA is
maintained at 0.06 V or less when
the vehicle speed is 20 km/h {12
mph} or more.
• Input voltage from the TFT sensor to
PCM terminal 1U and 1AA is
maintained at 4.67 V or more when
vehicle speed is 20 km/h {12 mph}
or more.
• No input/turbine speed sensor signal
to PCM terminals 1M and 1Q when
the vehicle speed is 41 km/h {25
mph} or more and selector lever
position is at D or M range.
Fail-safe
TCC
• Inhibits gear shifting and
maximizes line pressure
Disabled
• Inhibits gear shifting and
maximizes line pressure
Disabled
• Inhibits gear shifting and
maximizes line pressure
Disabled
N/A
05
Disabled
• Sets temperature to cold
condition and maximizes
line pressure
Disabled
• Sets temperature to cold
condition
Disabled
• Inhibits 4GR
Disabled
05–02–3
ON-BOARD DIAGNOSTIC
DTC
No.
On-board diagnostic
function
P0720
Vehicle speed sensor
(VSS) circuit malfunction
P0731
Gear 1 incorrect (incorrect
gear ratio detected)
P0732
Gear 2 incorrect (incorrect
gear ratio detected)
P0733
Gear 3 incorrect (incorrect
gear ratio detected)
P0734
Gear 4 incorrect (incorrect
gear ratio detected)
P0741
Torque converter clutch
(TCC) (stuck off)
P0742
Torque converter clutch
(TCC) (stuck on)
P0745
Pressure control solenoid
malfunction
P0751
Shift solenoid A stuck off
P0752
Shift solenoid A stuck on
P0753
Shift solenoid A
malfunction (electrical)
P0756
Shift solenoid B stuck off
P0757
Shift solenoid B stuck on
05–02–4
Detection condition
• No VSS signal is input to PCM
terminal 1J when and engine coolant
temperature is 60 °C {140 °F} or
more, input/turbine speed sensor
signal is 1,500 rpm or more and
selector lever position is at D or M
range.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 2.185 or less while in
1GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 1.277 or less or 2.185 or
more while in 2GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 0.848 or less or 2.185 or
more while in 3GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is within 1.404—1.704
while in 3GR (TCC no operating).
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 0.6 or less or 1.277 or
more while in 4GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is within 0.91—1.09 while
in 4GR (TCC no operating).
• Difference between the engine speed
and turbine speed is more than 100
rpm while TCC is operating.
• Difference between the engine speed
and turbine speed is 50 rpm or less
while TCC is not operating.
• Voltage is stuck at 0 V or B+ at
pressure control solenoid control
terminal 1G of the PCM when the
solenoid valve operates according to
PCM calculation.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is within 0.91—1.09 in
4GR and DTCs not output
• Input/turbine speed sensor signal is
187.5 rpm or more in D range
• Voltage is stuck at 0 V or B+ at shift
solenoid A control terminal 1B of the
PCM when the solenoid valve
operates according to PCM
calculation.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 2.185 or less in 1GR
and DTCs not output.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 1.277 or less or 2.185 or
more in D range 2GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 0.6 or less or 1.277 or
more in D range 4GR.
Fail-safe
TCC
• Vehicle speed signal
calculated from input/
turbine speed sensor
Enabled
• Inhibits 1GR and
maximizes line pressure
Enabled
• Inhibits 2GR and
maximizes line pressure
Enabled
N/A
Enabled
• Inhibits 4GR and
maximizes line pressure
Enabled
• Inhibits TCC and
maximizes line pressure
Disabled
• Inhibits TCC and
maximizes line pressure
Disabled
N/A
Enabled
• Inhibits 4GR and TCC and
maximizes line pressure
Disabled
• Inhibits 1GR, 2GR, and
3GR and maximizes line
pressure
Enabled
• Inhibits 4GR and TCC and
maximizes line pressure
Disabled
• Inhibits 1GR and 4GR and
maximizes line pressure
Enabled
• Inhibits 2GR and 4GR and
maximized line pressure
Enabled
ON-BOARD DIAGNOSTIC
DTC
No.
On-board diagnostic
function
P0758
Shift solenoid B
malfunction (electrical)
P0761
Shift solenoid C stuck off
P0762
Shift solenoid C stuck on
P0763
Shift solenoid C
malfunction (electrical)
P0766
Shift solenoid D stuck off
P0767
Shift solenoid D stuck on
P0768
Shift solenoid D
malfunction (electrical)
P0771
Shift solenoid E stuck off
P0772
Shift solenoid E stuck on
P0773
Shift solenoid E
malfunction (electrical)
P0841
Oil pressure switch circuit
malfunction
P0894
Forward clutch torque
transmission
Detection condition
• Voltage is stuck at 0 V or B+ at shift
solenoid B control terminal 1C of the
PCM when the solenoid valve
operates according to PCM
calculation.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 2.185 or less in D range
1GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 1.277 or less or 2.185 or
more in D range 2GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is within 1.404—1.704 in D
range 3GR.
• Voltage is stuck at 0 V or B+ at shift
solenoid C control terminal 1D of the
PCM when the solenoid valve
operates according to PCM
calculation.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 0.6 or less or 1.277 or
more in D range 4GR.
• Revolution ratio of the forward clutch
drum to differential gear case
revolution is 0.848 or less or 2.185 or
more in D range 3GR.
• Voltage is stuck at 0 V or B+ at shift
solenoid D valve control terminal 1E
of the PCM when the solenoid valve
operates according to PCM
calculation.
• Difference between engine speed and
turbine speed is more than 100 rpm
while driving in 4GR is at D range
during TCC operation.
• Difference between the engine speed
and turbine speed is 50 rpm or less
while driving in 4GR at D range while
TCC is not operating.
• Voltage is stuck at 0 V or B+ at shift
solenoid E control terminal 1F of the
PCM when the solenoid valve
operates according to PCM
calculation.
• No oil pressure switch signal input
when revolution ratio of forward clutch
drum revolution to differential gear
case revolution is 0.91 or less or 3.08
or more while in 1, 2 or 3GR.
• Oil pressure switch signal input when
revolution ratio of forward clutch drum
revolution to differential gear case
revolution is 0.64 or less or 0.82 or
more while in 4GR.
• Turbine speed does not fall to less
than 187 rpm 3 s or more after
starting the engine with the vehicle
stopped (brake applied) and the
selector lever shifted to D range from
N position.
Fail-safe
TCC
• Inhibits 1GR and 4GR and
maximizes line pressure
Enabled
• Inhibits 1GR and 2GR and
maximizes line pressure
Enabled
• Inhibits 3GR and 4GR and
maximizes line pressure
Enabled
• Inhibits 1GR and 2GR and
maximizes line pressure
Enabled
• Inhibits 4GR and
maximizes line pressure
Enabled
• Inhibits 2GR, 4GR, and
TCC and maximizes line
pressure
Disabled
• Inhibits 4GR and
maximizes line pressure
Enabled
05
• Inhibits TCC and
maximized line pressure
Disabled
• Inhibits 1GR and
maximizes line pressure
Enabled
• Inhibits TCC and
maximized line pressure
Disabled
N/A
• Driving restricted to 4GR
Enabled
Enabled
End Of Sie
05–02–5
ON-BOARD DIAGNOSTIC
PARAMETER IDENTIFICATION (PID) DATA MONITORING FUNCTION [FN4A-EL]
DPE050200000T07
• The PID mode allows access to certain data values, analog and digital input and output, calculations and
system state information.
Monitor Item Table
Item
DWN SW
GEAR
HTM_CNT
HTM_DIS
LINEDES
LPS
MNL SW
OP_SW_B
OSS
SSA/SS1
SSB/SS2
SSC/SS3
TFT
TFTV
THOP
TR
TR_SENS
TSS
UP SW
Definition
Down switch
Gear commanded by module
Indicates number of high oil temperature mode (ATF temperature at 130 °C
{266 °F} or more) operations
Indicates travel distance after operation of high oil temperature mode (ATF
temperature at 130 °C {266 °F} or more)
Target line pressure
Pressure control solenoid control signal in PCM
M range switch
Oil pressure switch
Output shaft speed
Shift solenoid A control signal in PCM
Shift solenoid B control signal in PCM
Shift solenoid C control signal in PCM
ATF temperature
ATF temperature signal voltage
Throttle position signal in PCM
Transaxle range
TR switch signal voltage
Input/turbine speed
Up switch
Unit/
Condition
On/Off
1/2/3/4
PCM
terminal
1P
N/A
—
N/A
km
N/A
inHg
A
On/Off
On/Off
RPM
%
%
%
°C
°F
V
%
P/R/N/D
V
RPM
On/Off
N/A
1H 1G
1O
1L
1J
1B
1C
1D
1U
1U
2I
1S
1S
1M 1Q
1K
kPa
End Of Sie
SIMULATION FUNCTION [FN4A-EL]
DPE050200000T08
• By using the WDS or equivalent, simulation items for input/output parts preset in the PCM can be optionally
selected and operated regardless of PCM control conditions.
Simulation Item Table
X: Available
Simulation
item
LPS
SSA/SS1
SSB/SS2
SSC/SS3
SSD/SS4
SSE_SS5
Applicable component
Pressure control solenoid control signal
in PCM
Shift solenoid A control signal in PCM
Shift solenoid B control signal in PCM
Shift solenoid C control signal in PCM
Shift solenoid D control signal in PCM
Shift solenoid E control signal in PCM
Unit/Condition
Operation
IG ON
Idle
PCM terminal
%
X
1H 1G
%
%
%
On/Off
On/Off
X
X
X
X
X
1B
1C
1D
1E
1F
End Of Sie
DLC-2 OUTLINE [FN4A-EL]
DPE050200000T09
• A connector (DLC-2) conforming to International Organization for Standardization (ISO) standards has been
adopted.
• Shape and terminal arrangement as stipulated by the ISO 15031-3 (SAE J1962) international standard has
been adopted for this connector. The connector has a 16-pin construction that includes the KLN, CAN_H,
CAN_L, GND1, GND2 and B+ terminals.
05–02–6
ON-BOARD DIAGNOSTIC
DLC-2
B+
CAN_L
KLN CAN_H GND2 GND1
B3E0502T002
Terminal
KLN
CAN_L
CAN_H
GND1
GND2
B+
Function
Serial communication terminal (malfunction diagnosis use)
Serial communication terminal (Lo)
Serial communication terminal (Hi)
Body ground terminal
Serial communication ground terminal
Battery power supply terminal
End Of Sie
05
05–02–7
AUTOMATIC TRANSAXLE
05–17
AUTOMATIC TRANSAXLE
AUTOMATIC TRANSAXLE OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–2
AUTOMATIC TRANSAXLE CROSS-SECTIONAL
VIEW [FN4A-EL] . . . . . . . . . . . . . . . . . . 05–17–2
OUTLINE OF OPERATION [FN4A-EL]. . 05–17–3
EC-AT OPERATION CHART [FN4A-EL] 05–17–5
POWER FLOW OUTLINE [FN4A-EL] . . . 05–17–5
POWER FLOW STRUCTURE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–5
POWER FLOW OPERATION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–7
CENTRIFUGAL BALANCE CLUTCH OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–14
CENTRIFUGAL BALANCE CLUTCH STRUCTURE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–14
CENTRIFUGAL BALANCE CLUTCH OPERATION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–14
OUTPUT GEAR OUTLINE [FN4A-EL] . . 05–17–14
TORQUE CONVERTER OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–15
OIL PUMP OUTLINE [FN4A-EL] . . . . . . 05–17–16
OIL PUMP STRUCTURE [FN4A-EL] . . . 05–17–17
OIL PUMP OPERATION [FN4A-EL] . . . . 05–17–18
CONTROL VALVE BODY OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–18
FORWARD CLUTCH, 3-4 CLUTCH HYDRAULIC
CIRCUIT OUTLINE [FN4A-EL] . . . . . . . 05–17–20
TRANSAXLE RANGE (TR) SWITCH FUNCTION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–20
TRANSAXLE RANGE (TR) SWITCH
CONSTRUCTION/OPERATION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–20
VEHICLE SPEED SENSOR (VSS) FUNCTION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–21
VEHICLE SPEED SENSOR (VSS) CONSTRUCTION/
OPERATION [FN4A-EL] . . . . . . . . . . . . 05–17–21
INPUT/TURBINE SPEED SENSOR FUNCTION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–22
INPUT/TURBINE SPEED SENSOR
CONSTRUCTION/OPERATION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–22
TRANSAXLE FLUID TEMPERATURE (TFT)
SENSOR FUNCTION [FN4A-EL] . . . . . 05–17–22
TRANSAXLE FLUID TEMPERATURE (TFT)
SENSOR CONSTRUCTION/OPERATION
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–23
ELECTRONIC CONTROL SYSTEM OUTLINE
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–23
ELECTRONIC CONTROL SYSTEM
CONSTRUCTION [FN4A-EL] . . . . . . . . 05–17–24
ELECTRONIC CONTROL SYSTEM BLOCK
DIAGRAM [FN4A-EL] . . . . . . . . . . . . . . 05–17–25
ELECTRONIC CONTROL ITEMS AND CONTENTS
[FN4A-EL] . . . . . . . . . . . . . . . . . . . . . . . 05–17–25
COMPONENT DESCRIPTIONS (ELECTRONIC
CONTROL) [FN4A-EL] . . . . . . . . . . . . . 05–17–26
INPUT/OUTPUT SIGNAL AND RELATED
CONTROLS [FN4A-EL] . . . . . . . . . . . . . 05–17–26
LINE PRESSURE CONTROL OUTLINE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–27
PRESSURE CONTROL SOLENOID (LINEAR TYPE)
OUTLINE [FN4A-EL] . . . . . . . . . . . . . . . 05–17–29
PRESSURE CONTROL SOLENOID (LINEAR TYPE)
OPERATION [FN4A-EL]. . . . . . . . . . . . . 05–17–30
SHIFT CONTROL STRUCTURE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–30
SHIFT SOLENOID A, B AND C (DUTY-CYCLE
TYPE) OUTLINE [FN4A-EL] . . . . . . . . . 05–17–31
SHIFT SOLENOID A, B AND C (DUTY-CYCLE
TYPE) FUNCTION [FN4A-EL] . . . . . . . . 05–17–31
SHIFT SOLENOID A, B AND C (DUTY-CYCLE
TYPE) OPERATION [FN4A-EL] . . . . . . . 05–17–31
SHIFT SOLENOID D AND E (ON/OFF TYPE)
OUTLINE [FN4A-EL] . . . . . . . . . . . . . . . 05–17–32
SHIFT SOLENOID D AND E (ON/OFF TYPE)
FUNCTION [FN4A-EL] . . . . . . . . . . . . . . 05–17–32
SHIFT SOLENOID D AND E (ON/OFF TYPE)
OPERATION [FN4A-EL]. . . . . . . . . . . . . 05–17–33
DRIVING MODE DETERMINATION OPERATION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–33
DIRECT ELECTRIC SHIFT CONTROL OUTLINE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–33
DIRECT ELECTRIC SHIFT CONTROL OPERATION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–34
MANUAL MODE SHIFT CONTROL STRUCTURE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–35
MANUAL MODE SHIFT CONTROL OPERATION
05
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–36
AT WARNING LIGHT FUNCTION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–37
AT WARNING LIGHT CONSTRUCTION/OPERATION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–38
SELECTOR INDICATOR LIGHT FUNCTION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–38
SELECTOR INDICATOR LIGHT CONSTRUCTION/
OPERATION [FN4A-EL]. . . . . . . . . . . . . 05–17–38
FEEDBACK CONTROL STRUCTURE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–39
FEEDBACK CONTROL OPERATION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–39
ENGINE-TRANSAXLE TOTAL CONTROL
STRUCTURE [FN4A-EL] . . . . . . . . . . . . 05–17–40
ENGINE-TRANSAXLE TOTAL CONTROL
OPERATION [FN4A-EL]. . . . . . . . . . . . . 05–17–40
TORQUE CONVERTER CLUTCH (TCC) CONTROL
OUTLINE [FN4A-EL] . . . . . . . . . . . . . . . 05–17–41
TORQUE CONVERTER CLUTCH (TCC)
OPERATION [FN4A-EL]. . . . . . . . . . . . . 05–17–41
SLOPE MODE CONTROL OUTLINE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–44
SLOPE MODE CONTROL OPERATION
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–44
COOLING SYSTEM OUTLINE
[FN4A-EL]. . . . . . . . . . . . . . . . . . . . . . . . 05–17–44
05–17–1
AUTOMATIC TRANSAXLE
End of Toc
AUTOMATIC TRANSAXLE OUTLINE [FN4A-EL]
DPE051700000T01
• A manual mode shift control has been adopted.
— The manual mode shift control is activated by moving the selector lever from the D to M range position.
— The automatic shift system automatically shifts between 1GR and 4GR. The manual shift system allows for
free gear position selection by manually operating the selector lever forward and back.
End Of Sie
AUTOMATIC TRANSAXLE CROSS-SECTIONAL VIEW [FN4A-EL]
DPE051700000T02
3
6
8
2
4
7
9
5
1
10
12
11
13
14
15
DPE517ZT1001
.
1
2
Torque converter
Oil pump
05–17–2
3
4
Oil pressure switch
Forward clutch
AUTOMATIC TRANSAXLE
5
6
7
8
9
10
11
12
13
14
15
Front planetary gear
Rear planetary gear
3-4 clutch
Reverse clutch
2-4 brake band
Low and reverse brake
One-way clutch
Primary gear
Secondary gear
Output gear
Differential
End Of Sie
OUTLINE OF OPERATION [FN4A-EL]
DPE051700000T03
• The operation of the electronic automatic transaxle is classified into three systems: the electronic control
mechanism, the hydraulic pressure control mechanism, and the powertrain mechanism (includes the torque
converter mechanism). The operation of each system is as follows:
— Electronic control mechanism
• According to the signals from the switches and sensors in the input system, the PCM outputs the signal
which matches the present driving condition to the linear type solenoid, ON/OFF type solenoids and the
duty-cycle type solenoids in the hydraulic pressure control mechanism.
— Hydraulic pressure control mechanism
• According to the signals from the PCM, each solenoid operates to switch the hydraulic passages in the
control valve body and controls the clutch engagement pressure.
• The line pressure is adjusted by the linear type pressure control solenoid. The hydraulic passages are
switched by the ON/OFF type solenoids (shift solenoids D and E.) And the clutch engagement pressure
is controlled by the duty-cycle type solenoids (shift solenoids A, B, and C).
— Powertrain mechanism
• The driving force from the engine is transmitted through the torque converter to the transaxle.
• The transmitted driving force operates each clutch and brake according to the clutch engagement
pressure from the duty-cycle type solenoid, and the planetary gears change the gear ratio to the
optimal driving force. The changed driving force is transmitted through the differential to the axle shaft
and then the tires.
05–17–3
05
AUTOMATIC TRANSAXLE
1
5
4
23
2
6
19
23
7
8
9
11
10
12
PCM
20
21
22
3
13
14
15
16
17
18
DPE517ZT1002
.
1
2
3
4
5
6
7
8
9
10
11
12
Powertrain mechanism
Hydraulic pressure control mechanism
Electronic control mechanism
Torque converter
Clutches, brakes
Planetary gear
Differential
Control valve body
Shift solenoid D, E (ON/OFF type)
Pressure control solenoid (linear type)
Shift solenoid A, B, C (duty-cycle type)
Oil pump
End Of Sie
05–17–4
13
14
15
16
17
18
19
20
21
22
23
Oil pressure switch signal
Vehicle speed
ATF temperature
Forward clutch drum revolution speed
Engine revolution speed
Throttle position signal
Clutches, brakes engagement, release pressure
Power flow
Hydraulic pressure control signal
Electronic signal
Tire
AUTOMATIC TRANSAXLE
EC-AT OPERATION CHART [FN4A-EL]
Shift
solenoid D
Shift
solenoid E
Shift
solenoid C
Shift
solenoid B
Operation of shift solenoid
Solenoid
Solenoid valve
valve (ON /
(duty-cycle type)
OFF type)
Shift
solenoid A
One-way clutch
Released
Applied
Reverse clutch
Transaxle
2-4
brake
band
3-4 clutch
Forward clutch
Engine brake
Gear position
TCC
Mode
Shift
Position/Range
Shift pattern
Low and reverse
brake
DPE051700000T04
P
-
Neutral
-
-
-
-
-
ON
OFF
R
-
Reverse
2.279
-
OPEN
OPEN
OPEN
OFF
OFF
N
-
Neutral
-
-
-
-
-
ON
OFF
1GR
2.816
OPEN
CLOSE
CLOSE
OFF
OFF
2GR
1.553
OFF
3GR
1.000
4GR
*1
D POWER/
NORMAL
M MANUAL
:
:
:
1:
*
*2 :
*3 :
:
:
OPEN
OPEN
CLOSE
OFF
OPEN
OPEN
OPEN
OFF
OFF
0.695
CLOSE
OPEN
OPEN
ON
OFF
4GR * 2
TCC ON
0.695
CLOSE
OPEN
OPEN
ON
ON
1GR
2.816
OPEN
OPEN
CLOSE
ON
ON
2GR
1.553
OPEN
OPEN
CLOSE
OFF
OFF
3GR
1.000
OPEN
OPEN
OPEN
OFF
OFF
4GR
0.695
CLOSE
OPEN
OPEN
ON
OFF
*3
*3
Automatic shift according to set speed and throttle opening angle
Manual shift based on selector lever operation
Consecutive shift by tapping selector lever two times in the down-shift ( ) direction or up-shift (+) direction
Automatically switches between POWER and NORMAL modes according to accelerator pedal depressing
speed
Performs TCC operation in NORMAL mode
Indicates operation although the band servo remains deactivated due to the large area of the release pressure
side.
Operating
Transmits the torque only when driving
OPEN: Engages the line pressure to the clutch pressure (Solenoid de-energized)
CLOSE: Drains the clutch pressure (Solenoid energized)
ON: Engages the output port and the supply port (Solenoid reducing pressure)
OFF: Engages the output port and the drain port (Drains the output port)
DPE517ZT1021
End Of Sie
POWER FLOW OUTLINE [FN4A-EL]
DPE051700000T05
• In the powertrain mechanism, hydraulic pressure is transmitted from the control valves or shift solenoid A, B, or
C (duty-cycle type) to operate the clutches and brakes, and the planetary gear changes the gear ratio
according to the vehicle driving condition.
End Of Sie
POWER FLOW STRUCTURE [FN4A-EL]
DPE051700000T06
• The powertrain mechanism of the FN4A-EL type consists of three pairs of clutches, brake, band brake, oneway clutch, and two pairs of single type planetary gears.
05–17–5
05
AUTOMATIC TRANSAXLE
6
7
8
5
3
4
2
1
B3E0517T004
3
6
7
8
5
4
2
1
B3E0517T055
.
1
2
3
4
Forward clutch
One-way clutch
Low and reverse brake
Front planetary gear
End Of Sie
05–17–6
5
6
7
8
Rear planetary gear
2-4 brake band
Reverse clutch
3-4 clutch
AUTOMATIC TRANSAXLE
POWER FLOW OPERATION [FN4A-EL]
DPE051700000T07
Component description
Component
Forward clutch
3-4 clutch
Reverse clutch
2-4 brake band
Low and reverse brake
One-way clutch
Planetary gear
Function
• Transmits the input torque from the turbine shaft to the front sun gear.
• Operates in the forward range of the first, second, or third gear position.
• Transmits the input torque from the turbine shaft to the rear planetary
carrier.
• Operates in the forward range of the third or fourth gear position.
• Transmits the input torque from the turbine shaft to the rear sun gear.
• Operates when the vehicle is backing up.
• Locks rotation of the reverse drum and fixes the rear sun gear.
• Operates in the second or fourth gear position.
• Fixes the rotation of the front internal gear.
• Operates when the vehicle is backing up or in the first gear position (M
range 1GR).
• Locks the counterclockwise rotation of the front internal gear in the first gear
position.
• The planetary gear functions as a transmission due to the engagement/
disengagement of clutches and/or brakes, converts the transmitted driving
force of the turbine shaft and transmits it to the output gear.
Note
• All directions of rotation are viewed from the torque converter.
05
05–17–7
AUTOMATIC TRANSAXLE
1GR (D range)
2
3
1
8
10
7
12
5
9
4
11
6
8
7
12
3
2
4
6
5
1
B3E0517T005
.
1
2
3
4
5
6
Input
Forward clutch
One-way clutch
Front planetary carrier
Front sun gear
Front pinion gear
05–17–8
7
8
9
10
11
12
Front internal gear
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
AUTOMATIC TRANSAXLE
1GR (M range)
4
2
3
1
9
11
13
8
6
10
12
7
5
4
8
13
3
05
9
2
5
7
6
1
B3E0517T006
.
1
2
3
4
5
6
7
Input
Forward clutch
One-way clutch
Low and reverse brake
Front planetary carrier
Front sun gear
Front pinion gear
8
9
10
11
12
13
Front internal gear
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
05–17–9
AUTOMATIC TRANSAXLE
2GR
2
7
1
6
12
5
4
14
16
11
9
13
8
15
10
3
3
6
11
16
7
12
2
8
5
10
4
9
1
B3E0517T007
.
1
2
3
4
5
6
7
8
Input
Forward clutch
2-4 brake band
Rear sun gear
Rear pinion gear
Rear planetary carrier
Rear internal gear
Front planetary carrier
05–17–10
9
10
11
12
13
14
15
16
Front sun gear
Front pinion gear
Front internal gear
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
AUTOMATIC TRANSAXLE
3GR
2
6
1
11
5
4
13
10
8
15
9
7
12
14
3
7
12
10
11
05
2
6
9
5
3
4
8
1
B3E0517T008
.
1
2
3
4
5
6
7
8
Input
Forward clutch
3-4 clutch
Rear sun gear
Rear pinion gear
Rear planetary carrier
Rear internal gear
Front sun gear
9
10
11
12
13
14
15
Front pinion gear
Front internal gear
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
05–17–11
AUTOMATIC TRANSAXLE
4GR
6
1
8
5
4
10
12
9
7
11
3
2
2
12
8
6
7
3
5
4
1
B3E0517T009
.
1
2
3
4
5
6
Input
2-4 brake band
3-4 clutch
Rear sun gear
Rear pinion gear
Rear internal gear
05–17–12
7
8
9
10
11
12
Front planetary carrier
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
AUTOMATIC TRANSAXLE
R position
2
1
8
5
10
4
12
9
7
11
6
3
2
12
8
6
05
3
7
4
5
1
B3E0517T010
.
1
2
3
4
5
6
Input
Low and reverse brake
Reverse clutch
Rear sun gear
Rear pinion gear
Rear internal gear
7
8
9
10
11
12
Front planetary carrier
Primary gear
Secondary gear
Output gear
Ring gear (Differential)
Output
End Of Sie
05–17–13
AUTOMATIC TRANSAXLE
CENTRIFUGAL BALANCE CLUTCH OUTLINE [FN4A-EL]
DPE051719500T01
• A centrifugal balance clutch mechanism, which cancels the centrifugal oil pressure, has been adopted to
improve clutch control.
• A bonded seal piston (press-worked component of a piston and a seal) has been adopted for each clutch and
brake to reduce the piston size and weight.
End Of Sie
CENTRIFUGAL BALANCE CLUTCH STRUCTURE [FN4A-EL]
DPE051719500T02
• The centrifugal balance clutch chambers are installed opposite the clutch chamber. The centrifugal balance
clutch chambers are constantly filled with ATF from an exclusive hydraulic passage of the turbine shaft.
End Of Sie
CENTRIFUGAL BALANCE CLUTCH OPERATION [FN4A-EL]
DPE051719500T03
When clutch pressure is not applied
• When the clutch drum rotates, centrifugal force acts on the residual ATF in the clutch chamber to push against
the piston. However, centrifugal force also acts on the ATF filling the centrifugal balance clutch chamber to push
back the piston. As a result, the two forces are cancelled out and the piston remains stationary, thus preventing
clutch engagement.
When clutch pressure is applied
• When clutch pressure is applied to the clutch chamber, the clutch pressure overcomes the oil pressure and
spring force in the opposite centrifugal balance clutch chamber, and pushes the piston to engage the clutches.
Because the centrifugal force acting on the clutch pressure in the clutch chamber is canceled by another
centrifugal force acting on the ATF filling the centrifugal balance clutch chamber, the influence of the centrifugal
force created by the clutch drum revolution speed is eliminated. As a result, stable piston pushing force is
obtained in all rotation ranges, and smoother shifts can be made.
1
7
2
8
16
4
9
5
3
15
15
12
14
6
13
19
10
18
6
6
5
17
11
B3E0517T012
.
1
2
3
4
5
6
7
8
9
10
Structure
Operation
Clutch drum
Clutch
Seal
Clutch pressure
Clutch chamber
Bonded seal piston
Balance chamber
Seal plate
11
12
13
14
15
16
17
18
19
Lubrication passage
Centrifugal hydraulic pressure of piston chamber
Spring force
Centrifugal hydraulic pressure of balance chamber
Changes according to the rotation speed of clutch
drum
Two forces cancel out
Drum revolution speed
Piston pushing force
Piston pushing force required to obtain shift quality
End Of Sie
OUTPUT GEAR OUTLINE [FN4A-EL]
DPE051719204T01
• The two-step final drive mechanism has been adopted by arranging the secondary gear and the output gear on
05–17–14
AUTOMATIC TRANSAXLE
the output gear shaft to miniaturize the transaxle.
.
1
2
3
05
4
5
B3E0517T013
1
2
3
Primary gear
Secondary gear
Output gear
4
5
Differential
Power flow
End Of Sie
TORQUE CONVERTER OUTLINE [FN4A-EL]
DPE051719100T01
• The torque converter clutch mechanism mechanically engages the pump impeller and the turbine runner under
a specified condition, and transmits the power, not through the fluid, but directly, preventing the slip loss of the
torque converter.
• The torque converter has obtained sufficient transaxle efficiency and torque converting ratio that matches the
05–17–15
AUTOMATIC TRANSAXLE
output characteristic of each engine.
B3E0517A014
End Of Sie
OIL PUMP OUTLINE [FN4A-EL]
DPE051719220T01
• The light-weight, compact, and quiet trochoid gear type oil pump has been adopted to reduce the pump driving
torque.
05–17–16
AUTOMATIC TRANSAXLE
• The direct drive type oil pump has been adopted and placed behind the torque converter.
.
1
2
05
B3E0517T015
1
Oil pump
2
Torque converter
End Of Sie
OIL PUMP STRUCTURE [FN4A-EL]
DPE051719220T02
• The outer rotor and the inner rotor are installed in the oil pump housing.
• The inner rotor in the oil pump housing is driven
by the torque converter.
.
1
6
2
7
3
4
8
5
B3E0517T016
1
2
3
4
5
6
Thrust washer
Seal ring
Oil pump cover
Inner rotor
Outer rotor
Oil pump housing
05–17–17
AUTOMATIC TRANSAXLE
7
8
O-ring
Oil seal
End Of Sie
OIL PUMP OPERATION [FN4A-EL]
DPE051719220T03
• When the inner rotor in the oil pump rotates, the
ATF is drawn to the oil pump and then discharged
from the oil pump. The discharge amount is
proportional to the rotating speed of the torque
converter. The ATF discharge amount is
controlled by the pressure regulator valve and the
pressure control solenoid.
4
.
2
1
3
B3E0517T017
1
2
3
4
Out
In
Oil strainer
Pressure regulator valve
End Of Sie
CONTROL VALVE BODY OUTLINE [FN4A-EL]
DPE051721100T01
• The control valve body is composed of three bodies: the upper control valve body, main control valve body, and
the solenoid control valve body.
• Because the clutch engagement pressure is controlled electronically, the hydraulic circuits are simplified, the
valve types are reduced, and the control valve body is miniaturized.
05–17–18
AUTOMATIC TRANSAXLE
• The nonwoven fabric oil strainer is installed in the control valve body to prevent contamination.
.
1
2
3
9
05
8
6
10
7
4
5
B3E0517T018
1
2
3
4
5
Upper control valve body
Main control valve body
Oil strainer
Solenoid valve body
Shift solenoid A
6
7
8
9
10
Shift solenoid B
Shift solenoid C
Shift solenoid D
Shift solenoid E
Pressure control solenoid
End Of Sie
05–17–19
AUTOMATIC TRANSAXLE
FORWARD CLUTCH, 3-4 CLUTCH HYDRAULIC CIRCUIT OUTLINE [FN4A-EL]
DPE051719500T04
• By designing exclusive passages for the forward clutch and the 3-4 clutch in the transaxle case, via the oil
pump and end cover the hydraulic pressure passages are shortened and control during clutch engagement is
improved.
.
4
1
5
2
6
3
5
2
4
1
B3E0517T019
1
2
3
Oil pump
Forward clutch hydraulic passage
Forward clutch
4
5
6
End cover
3-4 clutch hydraulic passage
3-4 clutch
End Of Sie
TRANSAXLE RANGE (TR) SWITCH FUNCTION [FN4A-EL]
DPE051719200T01
• The transaxle range switch detects the selector lever position and sends a signal to the PCM and the
instrument cluster.
End Of Sie
TRANSAXLE RANGE (TR) SWITCH CONSTRUCTION/OPERATION [FN4A-EL]
DPE051719200T02
• A variable resistor type switch has been adopted for the transaxle range switch.
• Because the transaxle range switch and the selector lever are connected by the selector cable, the transaxle
range switch indicates a specified resistance according to selector lever operation and from this the PCM
05–17–20
AUTOMATIC TRANSAXLE
determines the selector lever position. The corresponding signal are sent from the PCM to other related parts.
2
PCM
1
1AM
1S
1I
1K
1AA
3
1O
4
1K
5
1P
1AI
P
R
N
M
05
D
DPE517ZT1004
.
1
2
3
TR switch
Instrument cluster
M range switch
4
5
Up switch
Down switch
End Of Sie
VEHICLE SPEED SENSOR (VSS) FUNCTION [FN4A-EL]
DPE051719200T03
• The VSS is located in the converter housing with clearance between it and the sensor rotor in the differential
case, and detects the differential rotating speed.
End Of Sie
VEHICLE SPEED SENSOR (VSS) CONSTRUCTION/OPERATION [FN4A-EL]
DPE051719200T04
• The VSS is a GMR element type. A 24-pulse signal is generated per rotation of the sensor rotor and the VSS
sends this signal to the PCM.
• Consists of an IC in which a giant magneto resistive (GMR) element and signal processing circuit have been
integrated, and a magnet. Signal reliability has been improved with the adoption of the GMR element resulting
in the signal amplitude being wider compared to the hall element.
• Signal detection uses the special characteristics of GMR to change the electrical resistance corresponding to
the magnetic field.
• The size (GMR output) of the magnetic field detected by the GMR element is changed into short waves as a
sensor output signal at the signal processing circuit.
• The PCM performs EC-AT control based on the VSS and throttle position sensor signals.
• The PCM also outputs the vehicle speed signal to the instrument cluster.
05–17–21
AUTOMATIC TRANSAXLE
B+
VSS
2
PCM
5V
0V
A
1J
1AM
1AI
B
C
CAN
3
1
DPE517ZT1005
.
1
2
Sensor rotor
Input pulse
3
Instrument cluster
End Of Sie
INPUT/TURBINE SPEED SENSOR FUNCTION [FN4A-EL]
DPE051719200T05
• The input/turbine speed sensor is located in the transaxle case with clearance between it and the forward
clutch drum, and detects the rotating speed of the forward clutch drum (turbine).
End Of Sie
INPUT/TURBINE SPEED SENSOR CONSTRUCTION/OPERATION [FN4A-EL]
DPE051719200T06
• The input/turbine speed sensor is a magnetic pickup type. A 32-pulse signal is generated per rotation of the
forward clutch drum, and input to the PCM.
• The PCM detects the shift start and end timing according to the signal from the input/turbine speed sensor, and
performs detailed control, improving shift quality.
3
1
+ (SIG)
(GND)
PCM
1
A
1M
B
1Q
2
DPE517ZT1006
.
1
2
Input/turbine speed sensor
Forward clutch drum
3
Input wave form
End Of Sie
TRANSAXLE FLUID TEMPERATURE (TFT) SENSOR FUNCTION [FN4A-EL]
DPE051719200T07
• The TFT sensor, which is installed in the oil strainer, detects the ATF temperature in the oil pan, and sends the
control signal to the PCM. The PCM controls the driving pattern selection and the TCC based on the signal
from the TFT sensor.
05–17–22
AUTOMATIC TRANSAXLE
End Of Sie
TRANSAXLE FLUID TEMPERATURE (TFT) SENSOR CONSTRUCTION/OPERATION [FN4A-EL]
DPE051719200T08
• The TFT sensor is a thermistor type and the resistance changes according to the ATF temperature.
• The characteristic of the resistance is as shown in the figure below: when the ATF temperature increases, the
resistance decreases, and when the ATF temperature decreases, the resistance increases.
.
1
2
B3E0517T022
1
2
Oil strainer
TFT sensor
.
4
05
3
1
2
4
B3E0517T023
1
2
3
4
Resistance
ATF temperature
Characteristic of TFT sensor
Increases
End Of Sie
ELECTRONIC CONTROL SYSTEM OUTLINE [FN4A-EL]
DPE051718880T01
• A PCM that is integrated with the PCM for engine control has been adopted for transaxle control. The PCM
outputs the control signal to the engine and the transaxle according to the signal from each sensor and/or
switch.
• Due to the adoption of the line pressure adjusting control by the linear type pressure control solenoid and the
clutch engaging pressure control by duty-cycle type shift solenoids A, B, and C, excellent shift quality is
obtained.
End Of Sie
05–17–23
AUTOMATIC TRANSAXLE
ELECTRONIC CONTROL SYSTEM CONSTRUCTION [FN4A-EL]
DPE051718880T02
3
1
2
7
4 5 6
8
PCM
11
9
VSS
10
12
13
15
14
DPE517ZT1007
.
1
2
3
4
5
6
7
8
AT warning light
Gear position indicator light
Selector indicator light
M range switch
Up switch
Down switch
Brake switch
ECT sensor
End Of Sie
05–17–24
9
10
11
12
13
14
15
CKP sensor
TP sensor
MAF sensor
Input/turbine speed sensor
Control valve (With TFT sensor and solenoid valves)
TR switch
Oil pressure switch
AUTOMATIC TRANSAXLE
ELECTRONIC CONTROL SYSTEM BLOCK DIAGRAM [FN4A-EL]
4
DPE051718880T03
4
PCM
5
12
6
13
7
14
8
VSS
9
15
1
16
10
17
18
2
11
19
DLC-2
20
21
4
3
22
11
23
24
25
26
27
28
DPE517ZT1008
.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Engine control system
Transaxle control system
On-board diagnostic system
Input signals
MAF sensor
TP sensor
CKP sensor
Brake switch
ECT sensor
Engine control output signals
Output signals
TR switch
TFT sensor
Input/turbine speed sensor
15
16
17
18
19
20
21
22
23
24
25
26
27
28
M range switch
Up switch
Down switch
Oil pressure switch
Pressure control solenoid
Shift solenoid A
Shift solenoid B
Shift solenoid C
Shift solenoid D
Shift solenoid E
Instrument cluster
Gear position indicator light
AT warning light
Selector indicator light
05
End Of Sie
ELECTRONIC CONTROL ITEMS AND CONTENTS [FN4A-EL]
Item
Line pressure control
Shift control
Clutch pressure direct control
(Direct electric shift control)
DPE051718880T04
Content
• Using linear type pressure control solenoids, adjusts line pressure according to engine
load condition and vehicle driving condition.
• Detects engine load condition and vehicle speed, and switches to the most suitable
gear position according to the preset shift diagram.
• In D range, automatically switches between POWER and NORMAL modes according
to accelerator pedal depressing speed.
• With duty-cycle type shift solenoids A, B, and C, directly performs electronic control for
clutch engagement pressure according to engine load condition and vehicle driving
condition.
05–17–25
AUTOMATIC TRANSAXLE
Item
Feedback control
Content
• Performs real-time feedback correction for clutch engagement pressure to achieve
target shifts.
• Performs optimal correction for clutch engagement pressure to reduce changes in
engine performance and/or elapsed transaxle.
• Optimally controls engine output torque when shifting.
• Operates optimal clutch engagement pressure corresponding to engine output torque.
• According to preset TCC point, performs TCC operation via smooth TCC.
• Changes the shift point to prevent frequent shifting up/down when climbing hills and
descending hills.
• Detects and/or memorizes failure of input/output part and transaxle condition.
• Shifts to selected gear position by manual shifting of the selector lever forward and
back.
Engine-transaxle total control
TCC control
Slope mode control
On-board diagnostic system
Manual mode shift control
End Of Sie
COMPONENT DESCRIPTIONS (ELECTRONIC CONTROL) [FN4A-EL]
Part name
•
M range switch
Input
system
Output
system
Up switch
Down switch
TR switch
TP sensor
Input/turbine speed sensor
Oil pressure switch
VSS
Brake switch
TFT sensor
ECT sensor
CKP sensor
MAF sensor
Linear type
Pressure control solenoid
Shift solenoid A
Duty-cycle type Shift solenoid B
Shift solenoid C
Shift solenoid D
ON/OFF type
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Shift solenoid E
•
•
AT warning light
Speedometer signal
DPE051718880T05
Function
Selects driving modes (M range) and changes driving
patterns.
Detects shift up request.
Detects shift down request.
Detects the selector lever ranges/positions.
Detects the throttle valve opening angle.
Detects the forward clutch drum (input) revolution speed.
Detects the forward clutch pressure.
Detects the differential gear case (output) revolution speed.
Detects the use of service brake.
Detects the ATF temperature.
Detects the engine coolant temperature.
Detects the engine revolution speed.
Detects the intake air amount.
Adjusts the line pressure.
Controls the clutch engagement pressure.
Controls the clutch engagement pressure.
Controls the clutch engagement pressure.
Switches the hydraulic passages for bypass valve and 3-4
shift valve.
Switches the hydraulic passages for low and reverse shift
valve, TCC, and control valve.
Illuminates when failure is detected by diagnosis function
Outputs the vehicle speed signal to speedometer
End Of Sie
INPUT/OUTPUT SIGNAL AND RELATED CONTROLS [FN4A-EL]
DPE051718880T06
Control item
Component
Input
M range switch
Up switch
Down switch
TR switch
TP sensor
05–17–26
Line
pressure
control
X
X
Shift
control
Clutch
pressure
direct
control
(Direct
electric
shift
control)
X
X
X
X
X
X
X
X
X
X
Feedback
control
Enginetransaxle
total
control
Torque
converter
clutch
control
Slope
mode
control
On-board
diagnostic
function
Manual
mode
shift
control
X
X
X
X
X
AUTOMATIC TRANSAXLE
Control item
Component
Input/turbine
speed sensor
VSS
Brake switch
TFT sensor
ECT sensor
CKP sensor
MAF sensor
Oil pressure
switch
Output
Pressure control
solenoid
Shift solenoid A
Shift solenoid B
Shift solenoid C
Shift solenoid D
Shift solenoid E
AT warning light
Speedometer
signal
Line
pressure
control
Shift
control
Clutch
pressure
direct
control
(Direct
electric
shift
control)
X
O
X
X
X
X
X
X
X
X
X
Torque
converter
clutch
control
X
X
X
X
X
X
X
X
X
X
X
Enginetransaxle
total
control
Feedback
control
X
X
X
Slope
mode
control
On-board
diagnostic
function
Manual
mode
shift
control
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X : Available
05
O : Back up
End Of Sie
LINE PRESSURE CONTROL OUTLINE [FN4A-EL]
DPE051718880T07
• The PCM determines the optimum line pressure and drives the liner-type pressure control solenoid based on
input signals in accordance with the vehicle driving conditions including the engine torque (calculated from
throttle opening angle, vehicle speed, engine speed, gear position, intake air rate, and other operational
05–17–27
AUTOMATIC TRANSAXLE
parameters). As a result, the line pressure is controlled very accurately and closely.
.
1
2
VSS
3
4
10
PCM
5
6
7
8
9
DPE517ZT1009
1
2
3
4
5
TR switch
Input/turbine speed sensor
TP sensor
CKP sensor
MAF sensor
05–17–28
6
7
8
9
10
TFT sensor
M range switch
Up switch
Down switch
Pressure control solenoid
AUTOMATIC TRANSAXLE
.
2
4
1
5
3
6
5
7
3
0
1
8 [A]
B3E0517T029
1
2
3
4
5
6
7
8
Pressure control solenoid
Solenoid reducing pressure
Pressure control solenoid pressure
Pressure regulator valve
Line pressure
Drain
Hydraulic pressure
Electrical current value
End Of Sie
PRESSURE CONTROL SOLENOID (LINEAR TYPE) OUTLINE [FN4A-EL]
05
DPE051721101T01
• A pressure control solenoid with high stability in hydraulic pressure has been adopted for the line pressure
control.
• Because the pressure control solenoid controls the hydraulic pressure according to the current value, the
degree of freedom in control increases. The controllability is maintained even under aeration, and pressure
variation can be reduced.
End Of Sie
05–17–29
AUTOMATIC TRANSAXLE
PRESSURE CONTROL SOLENOID (LINEAR TYPE) OPERATION [FN4A-EL]
DPE051721101T02
• By changing the electrical current value (0 A—1
A) inside the solenoid, the pressure control
solenoid adjusts the hold power of the hold
pressure valve, controlling the pressure control
solenoid pressure to the prescribed hydraulic
pressure.
1
.
2
3
B3E0517T030
1
2
3
Solenoid reducing pressure
To pressure regulator valve
Hold pressure valve
.
1
3
0
2 [A]
1
B3E0517T031
1
2
3
Hydraulic pressure
Electrical current value
Pressure control solenoid pressure
End Of Sie
SHIFT CONTROL STRUCTURE [FN4A-EL]
DPE051718880T08
Features
• An automatic shift system in the D range and a manual shift system have been adopted for the AT system. The
automatic shift system, with automatic shifting between 1GR and 4GR. The manual shift system allows option
gear position selection by manually operating the selector lever forward and back.
• In the D range, automatic shifting occurs between 1GR and 4GR. Moreover, in the M range, the specialized AT
manual mode shift control is available.
— Shifting is controlled by the PCM which, based on range/position determination, selects and determines the
shift diagram. In the D range the automatic shift diagram is followed and in the M range the manual mode
shift diagram is followed.
• The TCC is engaged in D range, 4GR.
• The selector lever indicator light and the gear position indicator light are built into the instrument cluster.
05–17–30
AUTOMATIC TRANSAXLE
Structure
System diagram
1
2
3
4
5
6
8
9
7
13
14
10
11
PCM
15
12
VSS
DPE517ZT1010
1
2
3
4
5
6
7
8
M range switch
Up switch
Down switch
TFT sensor
Oil pressure switch
TR switch
TP sensor
Shift solenoid A
9
10
11
12
13
14
15
Shift solenoid B
Shift solenoid C
Shift solenoid D
Shift solenoid E
Throttle opening angle
Shift diagram
Vehicle speed
End Of Sie
05
SHIFT SOLENOID A, B AND C (DUTY-CYCLE TYPE) OUTLINE [FN4A-EL]
DPE051721101T03
• A clutch pressure direct control, which supplies the clutch pressure directly to each clutch and/or brake, has
been adopted. A three-way duty-cycle type solenoids with excellent controllability have been adopted, to
improve response.
End Of Sie
SHIFT SOLENOID A, B AND C (DUTY-CYCLE TYPE) FUNCTION [FN4A-EL]
DPE051721101T04
• The duty-cycle type shift solenoid adjusts the amount of output pressure according to the signal from the PCM,
and controls the pressure of each clutch.
• The duty-cycle type shift solenoid, which switches
1
on/off at 50 Hz (20 ms cycle) and controls the
output pressure, is adopted. By changing the on
time ratio a cycle (0—100%), the solenoid adjusts
the time ratio of the open (supply) and close
(drain), and maintains the clutch pressure at the
designated hydraulic pressure. As a result, the
clutch pressure rises when the duty ratio (50 Hz
on time ratio) is reduced, and falls when the duty
ratio is raised.
.
3
2
B3E0517T035
1
2
3
Output port (clutch pressure)
Supply port (line pressure)
Drain
End Of Sie
SHIFT SOLENOID A, B AND C (DUTY-CYCLE TYPE) OPERATION [FN4A-EL]
DPE051721101T05
Open:When the electrical current does not flow, the supply port (line pressure) in the solenoid opens and is
05–17–31
AUTOMATIC TRANSAXLE
engaged with the output port (clutch pressure). As a result, hydraulic pressure is supplied to the hydraulic
passage for the clutch pressure.
Close:When the electrical current flows, the supply port (line pressure) in the solenoid closes and the output port
(clutch pressure) and the drain port are engaged to drain the clutch pressure.
.
3
1
4
3
2
5
B3E0517T036
1
2
3
4
5
Electrical current does not flow (Open)
Electrical current flows (Close)
Output port (clutch pressure)
Supply port (line pressure)
Drain
End Of Sie
SHIFT SOLENOID D AND E (ON/OFF TYPE) OUTLINE [FN4A-EL]
DPE051721101T06
• A compact, light-weight three-way solenoid has been adopted for shift solenoids D and E to reduce
consumption discharge amount.
Shift solenoid
Shift solenoid D
Shift solenoid E
Function
Switches the bypass valve and 3-4 shift valve.
Switches the low and reverse shift valve and TCC control valve.
End Of Sie
SHIFT SOLENOID D AND E (ON/OFF TYPE) FUNCTION [FN4A-EL]
DPE051721101T07
• An on/off type solenoid valve switches the supply
drain of output port according to the electrical
current flow switching.
1
.
2
3
B3E0517T037
1
2
3
Output port
Supply port (solenoid reducing pressure)
Drain
End Of Sie
05–17–32
AUTOMATIC TRANSAXLE
SHIFT SOLENOID D AND E (ON/OFF TYPE) OPERATION [FN4A-EL]
DPE051721101T08
On:When the electrical current flows, the output port and the supply port (solenoid reducing pressure) are engaged
in the solenoid, and the output pressure becomes equivalent to the solenoid reducing pressure.
Off:When the electrical current does not flow, the output port and the drain port are engaged in the solenoid, and
the output pressure is drained.
.
1
3
4
2
3
5
B3E0517T038
1
2
3
4
5
Electrical current flows
Electrical current does not flow
Output port
Supply port (solenoid reducing pressure)
Drain
05
End Of Sie
DRIVING MODE DETERMINATION OPERATION [FN4A-EL]
DPE051718880T09
D range
• When above a certain vehicle speed and the accelerator pedal depressing speed is above the preset value, the
driving mode is automatically switched to POWER mode, and shifts the shift point to high speed side.
• When the ATF temperature is high or low, the mode is automatically switched to each shift pattern: when the
ATF temperature is high, the TCC point is shifted to low speed side, and when the ATF temperature is low, 4GR
is inhibited.
M range
• When the selector lever is shifted over from the D to M range position, the M range switch in the selector lever
component turns on, sending a manual mode command signal to the PCM which activates the manual mode
shift control.
End Of Sie
DIRECT ELECTRIC SHIFT CONTROL OUTLINE [FN4A-EL]
DPE051718880T10
• The PCM determines the optimum clutch engagement pressure and drives the duty-cycle shift solenoids based
on input signals in accordance with the vehicle driving conditions including the engine torque (calculated from
throttle opening angle, vehicle speed, engine speed, gear position, intake air rate, and other operational
parameters).
• By driving the duty-cycle solenoid valves, and performing the electronic control of the clutch engagement
pressure directly through the PCM, minute hydraulic control, which could not be obtained by the clutch
engagement pressure control with the accumulator, is obtained.
05–17–33
AUTOMATIC TRANSAXLE
Block diagram
1
2
VSS
3
11
4
PCM
12
5
13
6
7
8
9
10
DPE517ZT1011
.
1
2
3
4
5
6
7
TR switch
Input/turbine speed sensor
Oil pressure switch
TP sensor
CKP sensor
MAF sensor
TFT sensor
8
9
10
11
12
13
M range switch
Up switch
Down switch
Shift solenoid A
Shift solenoid B
Shift solenoid C
End Of Sie
DIRECT ELECTRIC SHIFT CONTROL OPERATION [FN4A-EL]
DPE051718880T11
When Shifting N→D or N→R Shift
• When shifting N→D or N→R, the pressure control solenoid is driven to control the clutch engagement pressure
optimally.
Up-Down Shift
• The clutch engagement pressure is directly controlled to be optimal by the duty-cycle solenoid valves.
05–17–34
AUTOMATIC TRANSAXLE
• When shifting 2GR→3GR, 3GR→4GR,
3GR→2GR, or 4GR→3GR, the clutch pressures
of engagement side and release side are
controlled simultaneously. As a result, the clutch
capacities of both clutches are controlled
relatively when switching the clutches. This
prevents sudden increases in engine speed and
clutch interlocks during shifting, realizing smooth
and responsive shifting.
2
.
3
1
B3E0517T040
1
2
3
When shifting
Clutch
Shift solenoid valve (duty-cycle type)
End Of Sie
MANUAL MODE SHIFT CONTROL STRUCTURE [FN4A-EL]
DPE051718880T12
Features
• The manual mode shift control is activated by moving the selector lever from the D to M range position (selector
lever is shifted over toward driver side).
• Manual mode shift control with a manual shifting system allowing selection of gear positions by manual
05
operation of the selector lever forward (–) and back (+) has been adopted. Moreover, engine braking for all
gears in manual mode according to the gear ratio is available.
— Shifting between 1GR and 2GR when the vehicle is stopped is possible. Moreover, when shifting from the D
to M range while driving, the same gear position is maintained.
— Consecutive shifting in the M range has been adopted. When shifting down from M range 4GR or 3GR, and
shifting up from M range 1GR or 2GR, one gear can be skipped over by rapidly tapping the selector lever
two times in the down-shift (–) direction or up-shift (+) direction.
• Selector lever position and gear position indicator lights, built into the instrument cluster, have been adopted.
The gear position indicator light displays the selected gear position.
— The selector indicator light includes a selector lever position indicator that displays selector lever positions
and, a gear position indicator light that displays gear positions.
05–17–35
AUTOMATIC TRANSAXLE
Structure
System diagram
5
6
7
PCM
8
1
9
2
10
11
12
3
4
13
DPE517ZT1012
1
2
3
4
5
6
7
Engine control system
Transaxle control system
Engine
Automatic transaxle
AT warning light
Selector indicator light
Gear position indicator light
8
9
10
11
12
13
Selector lever component
M range switch
Up switch
Down switch
TR switch
TFT sensor
End Of Sie
MANUAL MODE SHIFT CONTROL OPERATION [FN4A-EL]
DPE051718880T13
Manual mode shift
• When the selector lever is shifted over from the D to M range position, the M range switch in the selector lever
component turns on, sending a manual mode command signal to the PCM which activates the manual mode
shift control.
• When in manual mode and the selector lever is operated in the back (+) direction, the up switch in the selector
lever component is turned on and an up-shift command signal is input to the PCM.
— The PCM, triggered by the up-shift command signal, carries out shifting by outputting an operation signal to
the shift solenoid if the ATF temperature is not low (for 3GR only), vehicle speed is higher than the set
speed and the gear position is 3GR or lower.
• Conversely, when the selector lever is operated in the forward (–) direction, the down switch in the selector lever
component turns on, and a down-shift command signal is input to the PCM.
— The PCM, triggered by the down-shift command signal, carries out shifting by outputting an operation
signal to the shift solenoid if the vehicle speed is less than the set speed and the gear position is 2GR or
above.
• The PCM utilizes a specialized M range automatic shift diagram. Due to this, restriction of manual shift demand
and automatic control of downshifting is carried out, reducing load on the ATX, preventing engine over-rev and
ensuring drive stability.
05–17–36
AUTOMATIC TRANSAXLE
Condition
2GR→3GR up-shift command
at low speed
3GR→4GR up-shift command
at low speed
3GR→4GR up-shift command,
low ATF temperature
4GR→3GR down-shift
command, above set speed
3GR→2GR down-shift
command, above set speed
2GR→1GR down-shift
command, above set speed
In 4GR deceleration, speed
goes below coast-down set
speed (deceleration downshift)
In 3GR deceleration, speed
goes below coast-down set
speed (deceleration downshift)
Shift control
• To reduce load on the ATX, upshifting is
inhibited until vehicle reaches speed possible
for upshifting
• To reduce load on the ATX, upshifting to 4GR
is inhibited
• To prevent engine over-rev, downshifting is
inhibited until vehicle reaches speed possible
for downshifting
Note
—
• Gear position indicator light flash to
alert driver
• To assure drive stability, automatically
downshifts from 4GR to 3GR
—
• To assure drive stability, automatically
downshifts from 3GR to 1GR
Shift diagram
8/8
7/8
1
3
3
4
6/8
5/8
2
2
1
1
3
3
4
4/8
05
3/8
3
4
2/8
2
3
1/8
0/8
0
{0}
10
{6.2}
20
{12}
30
{19}
40
{25}
50
{31}
60
{37}
70
{43}
80
{50}
90
{56}
100
{62}
110
{68}
120
{74}
130
{81}
140
{87}
150
{93}
160
{99}
170
{105}
180
{112}
2
3
4
5
DPE517ZT1013
.
1
2
3
Throttle opening
Vehicle speed km/h {mph}
Downshifting is inhibited until vehicle reaches speed
possible for downshifting
4
5
When decelerating below set vehicle speed,
executes automatic downshifting
Upshifting is inhibited until vehicle reaches speed
possible for upshifting
End Of Sie
AT WARNING LIGHT FUNCTION [FN4A-EL]
• The AT warning light illuminates to alert the driver of a malfunction in the automatic transaxle.
DPE051721101T09
End Of Sie
05–17–37
AUTOMATIC TRANSAXLE
AT WARNING LIGHT CONSTRUCTION/OPERATION [FN4A-EL]
DPE051721101T10
• The AT warning light is built into the instrument cluster.
• The AT warning light illuminates when the instrument cluster receives a warning signal from the PCM via CAN
communication.
• The PCM sends a warning signal to the instrument cluster via CAN communication when it detects a
malfunction.
1
PCM
1GR
1GR
1AM
2
CAN
2GR
1I
2GR
3GR
1K
3GR
AT
1AI
4GR
4GR
DPE517ZT1014
.
1
Instrument cluster
2
AT warning light
End Of Sie
SELECTOR INDICATOR LIGHT FUNCTION [FN4A-EL]
DPE051721101T11
• The selector indicator light has a selector lever position light, and a gear position indicator light that indicates
gear position.
• When downshifting is cancelled in the M range, the gear position indicator light flashes two times to alert the
driver that downshifting is cancelled.
End Of Sie
SELECTOR INDICATOR LIGHT CONSTRUCTION/OPERATION [FN4A-EL]
DPE051721101T12
Construction
• The selector indicator light is built into the instrument cluster.
• When in the P, R, N or D range, the PCM detects the selector lever position based on an analog signal from the
TR switch. When in the M range, the PCM detects the selector lever position based on a signal from the M
range switch inside the selector lever component.
• When the instrument cluster receives a range signal or a gear position signal from the PCM via CAN
communication, the selector lever position and the gear position indicator lights illuminate or flash accordingly.
Operation
Gear position indicator light flash
• When the driver’s down-shift operation is cancelled, the gear position indicator light flash twice.
— When the PCM cancels a down-shift operation, all of the signals are pulsed ON/OFF and when finally input
to the instrument cluster, the on signal (ex. M1 signal when in 1GR) and the remaining three off signals
(M2, M3, M4) are reversed to off and on signals respectively.
• Based on a combination of input signals from the PCM, the instrument cluster determines the gear number
(1GR displayed as “1”), and flashes the gear position number in the gear position indicator light and the
selector indicator “M” light.
05–17–38
AUTOMATIC TRANSAXLE
1
PCM
2
P
R
N
D
M
1GR
1AM
CAN
2GR
1I
2GR
3GR
1K
3GR
1AI
1
1GR
4GR
4GR
3
*:
4
DPE517ZT1015
.
1
2
Instrument cluster
Selector indicator light
3
4
Gear position indicator light
Above diagram shows flashing when in 1GR
End Of Sie
FEEDBACK CONTROL STRUCTURE [FN4A-EL]
DPE051718880T20
Features
• Regulation of hydraulic pressure for engagement and disengagement is optimized through feedback and
learning correction of the clutch engagement pressure.
Structure
Block diagram
05
1
2
4
5
PCM
6
3
DPE517ZT1016
1
2
3
TFT sensor
Input/turbine speed sensor
MAF sensor
4
5
6
Shift solenoid A
Shift solenoid B
Shift solenoid C
End Of Sie
FEEDBACK CONTROL OPERATION [FN4A-EL]
DPE051718880T14
• When shifting, real-time feedback correction of the clutch engagement pressure is operated by the duty-cycle
solenoid valves so that the speed change of the turbine shaft (change of the turbine rotating speed) matches
the predetermined target value.
05–17–39
AUTOMATIC TRANSAXLE
• Also, the clutch engagement pressure is optimally
corrected so as to absorb the changes in engine
performance and/or of elapsed transaxle,
according to the shift results in the past.
4
.
1
1
5
6
2
3
7
B3E0517T042
1
2
3
4
5
6
7
Turbine rotating speed
Hydraulic pressure
Clutch engagement pressure
Target turbine rotating speed
Controls turbine change rate at start of shift so that
target value is obtained
Performs feedback control so that target change
rate of the turbine rotating speed is obtained
Time
End Of Sie
ENGINE-TRANSAXLE TOTAL CONTROL STRUCTURE [FN4A-EL]
DPE051718880T21
Features
• When shifting, engine output torque is controlled for optimized clutch capacity.
Structure
Block diagram
3
1
4
PCM
2
5
DPE517ZT1017
1
2
3
CKP sensor
MAF sensor
Shift solenoid A
4
5
Shift solenoid B
Shift solenoid C
End Of Sie
ENGINE-TRANSAXLE TOTAL CONTROL OPERATION [FN4A-EL]
DPE051718880T15
• When shifting, engine output torque is reduced temporarily and the clutch is engaged smoothly by engine
ignition timing retard control to reduce the fluctuation of the output shaft torque during shifting.
05–17–40
AUTOMATIC TRANSAXLE
• Engine output torque is estimated according to
the engine speed, intake air amount, etc., and the
clutch engagement pressure is determined
according to the engine output torque. Thus the
set accuracy of the clutch hydraulic pressure
control is improved, realizing smooth shifting.
1
3
4
.
2
5
B3E0517T044
1
2
3
4
5
Engine output torque
Output shaft torque
Without engine ignition timing retard control
With engine ignition timing retard control
Time
End Of Sie
TORQUE CONVERTER CLUTCH (TCC) CONTROL OUTLINE [FN4A-EL]
DPE051718880T16
• The PCM selects and determines the TCC diagram based on the shift control results. With this TCC diagram,
and according to the signals from VSS, TP sensor, and other switches and sensors, the PCM sends the signal
to the duty-cycle type shift solenoids A and on/off type shift solenoid E to operate TCC control.
• Smooth TCC control, which engages the TCC gradually, has been adopted to reduce the shock when the TCC
engages.
.
1
2
05
VSS
3
7
PCM
8
4
5
6
DPE517ZT1018
1
2
3
4
TFT sensor
Input/turbine speed sensor
TP sensor
CKP sensor
5
6
7
8
Brake switch
ECT sensor
Shift solenoid A
Shift solenoid E
End Of Sie
TORQUE CONVERTER CLUTCH (TCC) OPERATION [FN4A-EL]
DPE051718880T17
TCC Release
• The PCM sends an off signal to shift solenoid E when the TCC is determined to be released. In this condition,
the TCC control valve is pushed to the right by the spring force, and torque converter pressure acts on the
05–17–41
AUTOMATIC TRANSAXLE
torque converter front chamber, releasing the TCC from the converter cover.
.
1
2
3
4
5
6
8
9
10
11
7
B3E0517T046
1
2
3
4
5
6
Torque converter front chamber
Oil cooler
Torque converter pressure
Forward clutch pressure
3-4 shift valve
Shift solenoid E
7
8
9
10
11
Shift solenoid A
OFF
Solenoid reducing pressure
Line pressure
TCC control valve
TCC Engaging Operation
• When the PCM determines that TCC operation is smooth, it sends an on signal to the shift solenoid E to push
the TCC control valve to the left. After engaging the torque converter front chamber and shift solenoid A, the
PCM gradually increases the signal of duty ratio (50 Hz on time ratio) to shift solenoid A. As a result, the torque
converter pressure acted on the torque converter front chamber is drained gradually by shift solenoid A. By
reducing the torque converter pressure in the torque converter front chamber gradually in this way, the TCC is
05–17–42
AUTOMATIC TRANSAXLE
pressed smoothly to the torque converter cover, and smooth TCC operation is possible.
.
1
3
2
4
5
6
8
05
9
10
7
2
B3E0517T047
1
2
3
4
5
Torque converter front chamber
Torque converter pressure (drain)
Torque converter pressure
Forward clutch
3-4 shift valve
6
7
8
9
10
Shift solenoid E
Shift solenoid A
ON
Line pressure
TCC control valve
Determination of TCC Inhibition
• The TCC control is inhibited when any of the following conditions are met:
• Engine coolant temperature is below 60 °C {140 °F}
• ATF temperature is low
• Brake switch is on (when depressing the brake pedal)
• Accelerator depressing speed and accelerator opening angle are above specified value
• Engine speed signal is below specified value
• Malfunction is detected by diagnosis function.
05–17–43
AUTOMATIC TRANSAXLE
End Of Sie
SLOPE MODE CONTROL OUTLINE [FN4A-EL]
DPE051718880T18
• Climbing or descending is determined based on the engine output torque and the vehicle acceleration, and the
shift gear is controlled to realize smooth vehicle driving.
Block diagram
3
VSS
1
4
5
PCM
6
2
7
DPE517ZT1019
.
1
2
3
4
MAF sensor
Brake switch
Shift solenoid A
Shift solenoid B
5
6
7
Shift solenoid C
Shift solenoid D
Shift solenoid E
End Of Sie
SLOPE MODE CONTROL OPERATION [FN4A-EL]
DPE051718880T19
Climbing hill
• When the hill is steeper than a specified grade, unnecessary shift up is prevented by holding an appropriate
shift gear.
Descending hill
• When the descent is steeper than a specified grade and the brake switch is depressed, use of the brake pedal
is reduced by shifting from 4GR to 2GR and applying the engine brake effectively.
End Of Sie
COOLING SYSTEM OUTLINE [FN4A-EL]
DPE051719900T01
1. A water-cooled AT oil cooler installed to the converter housing has been adopted.
2. The oil cooler functions as follows:
• ATF is cold: The ATF is warmed using coolant. (Warming function)
• ATF is overly hot: The ATF is cooled using coolant. (Cooling function)
3. Since this oil cooler uses coolant from the heater, cold ATF is warmed rapidly causing the ATF viscosity to
reduce rapidly. Reduction of friction within the AT results in improved fuel efficiency.
05–17–44
AUTOMATIC TRANSAXLE
2
1
3
4
ATF
ATF
5
05
DPE517ZT1020
.
1
2
3
In
Out
Coolant in
4
5
Coolant out
Coolant
End Of Sie
05–17–45
AUTOMATIC TRANSAXLE SHIFT MECHANISM
05–18
AUTOMATIC TRANSAXLE SHIFT MECHANISM
SHIFT-LOCK SYSTEM STRUCTURE . . . 05–18–5
SHIFT-LOCK SYSTEM OPERATION. . . . 05–18–5
KEY INTERLOCK SYSTEM OUTLINE . . 05–18–8
KEY INTERLOCK SYSTEM
STRUCTURE . . . . . . . . . . . . . . . . . . . . . 05–18–8
KEY INTERLOCK SYSTEM
OPERATION . . . . . . . . . . . . . . . . . . . . . . 05–18–10
AUTOMATIC TRANSAXLE SHIFT MECHANISM
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–18–1
AUTOMATIC TRANSAXLE SHIFT MECHANISM
STRUCTURAL VIEW . . . . . . . . . . . . . . 05–18–1
SELECTOR LEVER OUTLINE . . . . . . . . 05–18–2
SELECTOR LEVER STRUCTURE . . . . . 05–18–2
SHIFT-LOCK SYSTEM OUTLINE. . . . . . 05–18–4
End of Toc
AUTOMATIC TRANSAXLE SHIFT MECHANISM OUTLINE
DPE051846010T01
• The sport AT type shift mechanism has been adopted.
• To improve operability, a shift mechanism which the selector lever is located on the center of the dashboard has
been adopted.
• To prevent inadvertent selection of the wrong gear, a key interlock device and a shift-lock device have been
adopted.
• The shift-lock release mechanism has been adopted for emergency bypass assurance.
End Of Sie
AUTOMATIC TRANSAXLE SHIFT MECHANISM STRUCTURAL VIEW
DPE051846010T02
2
3
05
4
1
5
6
DPE518ZT1001
.
1
2
Key interlock solenoid
Steering lock
3
4
Selector lever
Brake switch
05–18–1
AUTOMATIC TRANSAXLE SHIFT MECHANISM
5
6
Selector cable
Shift-lock solenoid
End Of Sie
SELECTOR LEVER OUTLINE
• The selector lever is located on the center of the dashboard, improving operability.
DPE051846010T03
End Of Sie
SELECTOR LEVER STRUCTURE
DPE051846010T04
M Range Switch
Outline
• The M range switch detects the selector lever in M range position and sends a manual mode request signal to
the PCM.
1
DPE518ZT1002
.
1
M range switch
Operation
• The M range switch is an on/off type switch that turns on when the selector lever is shifted to the M range. It
also remains on during up-shift and down-shift operations.
Up Switch
Outline
• The up switch detects an up-shift operation in the M range and sends an up-shift request signal to the PCM.
05–18–2
AUTOMATIC TRANSAXLE SHIFT MECHANISM
1
DPE518ZT1003
.
1
Up switch
Operation
• The up switch is an on/off type switch that turns on when the selector lever is in the M range (+) side position.
Down Switch
Outline
• The down switch detects a down-shift operation in the M range and sends a down-shift request signal to the
PCM.
2
1
DPE518ZT1004
.
05–18–3
05
AUTOMATIC TRANSAXLE SHIFT MECHANISM
1
Down switch
2
Front side
Operation
• The down switch is an on/off type switch that turns on when the selector lever is in the M range (–) side
position.
Not P Position Switch
Outline
• The Not P position switch detects if the selector lever is not in the P position. When detected, it sends a “Not P
position” signal to the key interlock solenoid.
1
DPE518ZT1005
.
1
Not P position switch
Operation
• The Not P position switch is an on/off type switch which turns on when the selector lever is any position besides
the P position.
End Of Sie
SHIFT-LOCK SYSTEM OUTLINE
DPE051830000T01
• The shift-lock system prevents the selector lever from being shifted out of Park unless the brake pedal is
depressed when the ignition switch is turned to the ON position.
• The shift-lock can be released manually by inserting a flathead screwdriver into the shift-lock release hole.
End Of Sie
05–18–4
AUTOMATIC TRANSAXLE SHIFT MECHANISM
SHIFT-LOCK SYSTEM STRUCTURE
DPE051830000T02
• The shift-lock system consists of the brake switch, shift-lock solenoid, and selector lever component.
.
B+
B+
1
ACC
2
3
DPE518ZT1006
1
2
Brake switch
Shift-lock solenoid
3
Selector lever component
End Of Sie
SHIFT-LOCK SYSTEM OPERATION
DPE051830000T03
Shift-lock Release Condition
• The shift-lock is released when the selector lever is in the P position, the ignition switch is in ACC position or
ON position and the brake pedal is depressed.
Shift-lock Condition (When the shift-lock conditions are not satisfied)
• If the shift-lock conditions are not satisfied, electrical current does not flow to the shift-lock solenoid. The lock
05–18–5
05
AUTOMATIC TRANSAXLE SHIFT MECHANISM
slider therefore mechanically restricts the movement of the selector lever, preventing shifting out of Park.
.
2
1
DPE518ZT1007
1
Shift-lock solenoid
2
Lock slider
Shift-lock Release Condition (when the shift-lock conditions are satisfied)
• If the shift-lock conditions are satisfied, electrical current flows to the shift-lock solenoid. The slider therefore
moves toward the shift-lock solenoid and the lock slider moves to a position in which it does not restrict
05–18–6
AUTOMATIC TRANSAXLE SHIFT MECHANISM
movement of the selector lever, allowing shifting out of Park.
.
2
1
DPE518ZT1008
1
Shift-lock solenoid
2
Lock slider
Shift-lock Release Condition (when inserting a flathead screwdriver into the shift-lock release hole)
05
• To press down the lock slider, insert a flathead screwdriver into the shift-lock release hole, and press it against
the release lever to lower the lever toward the shift-lock solenoid side. As a result, the selector lever is no longer
05–18–7
AUTOMATIC TRANSAXLE SHIFT MECHANISM
restricted by the lock slider and the shift lock is released.
.
1
2
3
DPE518ZT1009
1
2
Release lever
Lock slider
3
Shift-lock solenoid
End Of Sie
KEY INTERLOCK SYSTEM OUTLINE
• The key interlock system allows the key to be removed only when the selector lever is in Park.
DPE051809000T01
End Of Sie
KEY INTERLOCK SYSTEM STRUCTURE
DPE051809000T02
Normal Key Type
• The key interlock system consists of the Not P position switch (built-in selector lever component), key interlock
05–18–8
AUTOMATIC TRANSAXLE SHIFT MECHANISM
solenoid, and steering lock.
.
B+
B+
1
ACC
2
3
DPE518ZT1010
1
2
Key interlock solenoid
Not P position switch
3
Selector lever component
Advanced Keyless Type
• The key interlock system consists of the Not P position switch (built-in selector lever component), key interlock
05
05–18–9
AUTOMATIC TRANSAXLE SHIFT MECHANISM
solenoid, (built-in ignition switch), and ignition switch.
.
B+
1
2
B+
3
ACC
4
5
DPE518ZT1011
1
2
3
Key interlock solenoid
Ignition switch
Keyless control module
4
5
Not P position switch
Selector lever component
End Of Sie
KEY INTERLOCK SYSTEM OPERATION
DPE051809000T03
Normal Key Type
Position other than Park (key interlock operates)
• The key interlock solenoid is energized when the selector lever is any position other than the P position. When
the key interlock solenoid is energized, it pulls the solenoid slider, moving the stopper in the steering lock to
05–18–10
AUTOMATIC TRANSAXLE SHIFT MECHANISM
contact the cam. Due to this, the key cannot be turned to the LOCK position.
.
1
3
2
DPE518ZT1012
1
2
Key interlock solenoid
Cam
3
Stopper
Park Position (key interlock does not operate)
• The key interlock solenoid is not energized when the selector lever is in the P position. The key interlock
solenoid slider is pushed by the return spring, releasing the stopper in the steering lock from the cam. Due to
this, the key can be turned to the LOCK position.
.
1
05
3
2
DPE518ZT1013
1
2
Key interlock solenoid
Cam
3
Stopper
Advanced Keyless Type
Position other than Park (key interlock operates)
• The key interlock solenoid is energized when the selector lever is any position other than the P position. When
the key interlock solenoid is energized, it comes out the stopper in the key interlock solenoid to contact the
05–18–11
AUTOMATIC TRANSAXLE SHIFT MECHANISM
notch of the rotor of the ignition switch. Due to this, the key cannot be turned to the LOCK position.
.
1
2
3
1
DPE518ZT1014
1
2
Key interlock solenoid
Rotor
3
Stopper
Park position (key interlock does not operate)
• The key interlock solenoid is not energized when the selector lever is in the P position. The stopper in the key
interlock solenoid is pulled by the return spring releasing the stopper from the rotor. Due to this, the key can be
turned to the LOCK position.
.
1
2
3
1
DPE518ZT1015
1
2
Key interlock solenoid
Rotor
End Of Sie
05–18–12
3
Stopper
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