Automatic Transaxle/transmission - Aisin AW21: Other Ford Fusion I рестайлинг

Material

Material

GEAR RATIO

GEAR RATIO

SHIFT SPEED MANUAL D POSITION 3.0L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL D POSITION 3.0L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL L POSITION 3.0L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL L POSITION 3.0L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL D POSITION 3.5L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL D POSITION 3.5L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL L POSITION 3.5L ENGINE (MINIMUM THROTTLE)

SHIFT SPEED MANUAL L POSITION 3.5L ENGINE (MINIMUM THROTTLE)

STALL SPEED

STALL SPEED

SOLENOID RESISTANCE READING

SOLENOID RESISTANCE READING

CLUTCH AND BRAKE PRESSURE CHART

CLUTCH AND BRAKE PRESSURE CHART

Range Selection

Fusion and Milan - This transaxle has 5 selector lever positions: P, R, N, D and L.

Scheme 377

MKZ - This transaxle has 5 selector lever positions: P, R, N, D (with an overdrive cancel button) and L.

Scheme 378

Park

In the PARK position

1. there is no powerflow through the transaxle.
2. the parking pawl locks the final drive.
3. the engine may be started.
4. the ignition key may be removed.

Reverse

In the REVERSE position

1. the vehicle may be operated in a rearward direction, at a reduced gear ratio.
2. engine braking will occur.
3. the reverse lamps will be activated.

Neutral

In the NEUTRAL position

1. there is no powerflow through the transmission.
2. the output shaft is not held and is free to turn.
3. the engine may be started.

Drive

DRIVE is the normal position for the best fuel economy.

DRIVE provides

1. automatic shifts gears 1st through 6th.
2. apply and release of the torque converter clutch.
3. maximum fuel economy during normal operation.

Manual Low (L) Position

In this position the transaxle will upshift and downshift 1st through 4th gear with extended shift scheduling. Engine braking will occur in 1st through 4th gears.

This position

1. provides increased engine braking during downhill/mountain driving.
2. provides extended shift scheduling, allowing both upshifts and downshifts at a higher overall rpm to provide optimum engine braking.
3. is not intended for use under extended or normal driving conditions and results in lower fuel economy.

Overdrive Cancel

Note. When pressing the overdrive cancel button (engaged) and using manual low, the transaxle will actually operate in 1st - 3rd gears until either the selector lever is moved out of the manual low position or the overdrive cancel button is turned off (disengaged).

Pressing the overdrive off button on the selector lever handle will allow

1. automatic shifts, gears 1st - 4th.
2. increased engine braking.

Shift Patterns

Based on signals from the sensors, the system controls gear shift lockup.

Downshifts

Under certain conditions the transaxle will downshift automatically to a lower gear range (without moving the selector lever). There are 3 categories of automatic downshifts

1. Coastdown
2. Torque demand
3. Forced or kickdown shifts

Coastdown

The coastdown downshift occurs when the vehicle is coasting down to a stop.

Kickdown

For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are subject to variations due to tire size, engine and transmission calibration requirements.

Automatic Gearshift Control

In automatic gearshift control, based on each gearshift pattern, Shift Solenoid A (SSA) and Shift Solenoid B (SSB) turn ON or OFF and Shift Solenoid C (SSC), Shift Solenoid D (SSD), Shift Solenoid E (SSE) and Shift Solenoid F (SSF) are operated linearly according to information that includes vehicle speed, the degree to which the accelerator is open and brake signal.

Driver Adaptive Shift Control

This automatic transaxle does not have a driving mode selection switch that allows drivers to select a mode themselves. The vehicle is ordinarily in adaptive mode. However, when specific conditions are met, the Transmission Control Module (TCM) selects a shifting pattern appropriate to driving conditions from all of the shifting patterns and switches automatically.

1. GREEN - Mode 1 - Switched from mode 2 to warm up the transmission fluid. This mode acts to protect the transaxle before the adaptive mode.
2. GREEN - Mode 2 - After engine start-up, warm-up speed is increased for a certain period when transmission fluid temperature is low and the vehicle speed is 0.
3. HIGH TEMP - When transmission fluid temperature becomes too high, this mode activates lock-up at an earlier timing to stop the temperature rise and lower the temperature.

1. DOWN SLOPE - When driving down a slope, the TCM detects a down slope based on the engine control unit signal and output rpm. TCM switches to down slope mode to alleviate the load to the brake by downshifting.

Gear Shift Control

When the selector lever is moved from N to D or from N to R, after the engine is started, a shift control solenoid assembly SSC, SSD or SSE is used for the fluid pressure required by C1 clutch or C3 clutch and appropriately regulated fluid pressure is supplied to the clutch, engaging smoothly without shock.

Reverse Converter Control

If the selector lever is moved from N to R while the vehicle is moving forward and the transaxle shifts into REVERSE, the wheels will be locked, which is extremely dangerous. In order to avoid this, the TCM inhibits the transaxle from shifting into REVERSE while moving forward.

Geartrain

The geartrain consists of the planetary gearsets, apply components, final drive gearset and differential.

GEAR RATIO

Differential

The differential allows the halfshafts and wheels to rotate at different speeds during cornering.

The differential assembly consists of the following components

1. Differential case (part of the final drive carrier)
2. Two pinion gears supported by a pinion shaft
3. Two side gears supported by the differential case and halfshafts

When driving in a straight line, both front wheels rotate at relatively the same speed. This means both side gears are rotating at the same speed, as well, while both pinion gears revolve (but do not rotate) with the side gears. During cornering, the wheel on the outside of the turn is forced to rotate faster than the wheel on the inside of the turn. Since the side gears must now rotate at different speeds, the pinion gears rotate on the pinion shaft allowing the drive axles to rotate at different speeds while still transferring output torque.

C1 Clutch

The C1 clutch connects the front planetary carrier to the rear sun gear of the rear planetary set. The C1 clutch is applied in 1st (typical operation during engine braking), 2nd, 3rd and 4th gears.

C2 Clutch

The C2 clutch connects the intermediate shaft to the rear planetary carrier. The C2 clutch is applied in 4th, 5th and 6th gears.

C3 Clutch

The C3 clutch connects the front planetary carrier to the middle sun gear of the rear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also in REVERSE when the vehicle speed is 7 km/h (4 mph) or less.

B1 Brake

The B1 brake locks the middle sun gear of the rear planetary gear set. The B1 brake is applied in 2nd and 6th gears.

B2 Brake

The B2 brake locks the rear planetary carrier in REVERSE gear when the vehicle speed is 7 km/h (4 mph) or less.

F1 One-Way Clutch

The F1 one-way clutch locks the counterclockwise rotation of the rear planetary carrier during 1st gear operation (during both normal operation and engine braking).

Valve Body

The valve body supplies transmission fluid by switching the transmission fluid circuit for the hydraulic pressure that is generated by the transmission fluid pump. Based on the hydraulic pressure generated by the transmission fluid pump the Transmission Control Module (TCM) sends control signals to the solenoid valves in accordance with vehicle conditions. When the solenoid valve is activated, the control hydraulic pressure to the clutch and brakes is determined (according to the equilibrium with the obtained hydraulic pressure) and gear shift and lockup are accomplished. In addition, an appropriate amount of transmission fluid is supplied to the torque converter, planetary gears and lubricating parts.

Transmission Control Module (TCM) Control Function

In automatic gear shift control, based on each gear shift pattern, Shift Solenoid A (SSA) and Shift Solenoid B (SSB) turn ON or OFF and Shift Solenoid C (SSC), Shift Solenoid D (SSD), Shift Solenoid E (SSE) and Shift Solenoid F (SSF) are operated linearly according to information that includes vehicle speed, the degree to which the accelerator is open and brake signals. For the gear and solenoid operation chart, refer to SPECIFICATIONS .

The Transmission Range (TR) sensor is built in the TCM, it detects the automatic transmission range information via the Hall-effect sensor and outputs the information to the TCM. The TCM reads the voltage and adjusts the automatic transmission range.

Brake Pedal Position (BPP)

The Brake Pedal Position (BPP) switch tells the PCM when the brakes are applied. The Torque Converter Clutch (TCC) disengages when the brakes are applied and the BPP switch closes when the brakes are applied and opens when they are released.

Scheme 379

The Transmission Fluid Temperature (TFT) sensor, which is integrated within the transmission wiring, is installed on the front of the valve body. It directs the transmission fluid temperature within the hydraulic pressure control circuit and transmits a signal based on that temperature to the Transmission Control Module (TCM). Through this it controls gear shift, lockup and slip in response to changes in transmission fluid temperature for smooth shifting across wide fluid temperature zones.

Scheme 380

The transaxle SSA is installed on the middle valve body. The transaxle solenoid assembly SSB is installed on the front valve body. The solenoids turn ON and OFF in response to signals output from the TCM. According to the ON or OFF status of SSA or SSB, the 1st gear engine brake operates or the gear shifts into REVERSE. As a fail-safe function, if any transaxle solenoid assembly abnormality occurs, the TCM will disable the current to the solenoids.

Scheme 381

The shift control solenoid assembly (SSC, SSD, SSE, SSF) is installed on the front valve body. The solenoids linearly control hydraulic pressure in response to signals, output from the TCM. Through this, it controls hydraulic pressure to the clutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combination of ON or OFF status of the shift control solenoid assembly, the transaxle shifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if any shift control solenoid assembly abnormality occurs, the TCM will disable the current to the shift control solenoids.

Scheme 382

The Pressure Control Solenoid A (PCA) is installed on the front valve body. Based on a signal indicating the degree to which the throttle is opened, engine torque, and according to a duty ratio predetermined in the TCM, the solenoids control line hydraulic pressure by linearly changing the comparable throttle hydraulic pressure. Through this, it controls operating hydraulic pressure to the clutch and brakes for smooth shifting. As a fail-safe function, if any shift control solenoid assembly abnormality occurs, the TCM will disable the current to the shift control solenoids. The line pressure is maximized, if the shift control solenoid assembly current is disabled when any abnormality other than locking occurs.

Speed Sensor

The 2 speed sensors are installed in the transaxle case. One speed sensor detects revolutions of the intermediate shaft's C2 drum as input shaft revolutions. The other speed sensor detects the counterdrive gear as output shaft revolutions. These signals are transmitted to the TCM. Based on these signals, the TCM controls engine torque, shift timing and lockup.

Adaptive Shift Control

The TCM has an adaptive learning strategy to electronically control the transaxle which will automatically adjust the shift feel. The first few hundred miles of operation of the transaxle may have abrupt shifting. This is a normal operation. If the battery has been disconnected for any reason it will need to be kept disconnected for approximately 20 minutes to reset the adaptive shift pressure strategy or use the scan tool to carry out the keep alive memory (KAM) reset.

Scheme 383

The Torque Converter Clutch (TCC) solenoid is used in the transaxle control system to control the application, modulation and release of the torque converter clutch.

The TCC control solenoid is installed on the front valve body. Based on engine rpm, throttle opening degree signals and speed sensor signals, it linearly controls clutch hydraulic pressure. Through this, engagement and slip are controlled. As a fail-safe function, if any control solenoid assembly abnormality occurs, the TCM will disable the current to the TCC solenoid.

Transmission Control (TC) Switch (MKZ)

The Transmission Control (TC) switch is a momentary contact switch that allows the driver to cancel operation of overdrive.

The TC switch is located on the selector lever.

When the driver initially presses the TC switch, a signal is sent to the PCM.

The PCM uses the shift solenoids to disengage/disable overdrive operation.

At the same time, the PCM illuminates the Transmission Control Indicator Lamp (TCIL) to notify the driver that overdrive is canceled.

When the TC switch is pressed again, overdrive operation is enabled, the converter clutch is released and the TCIL is turned OFF.

Whenever the ignition is cycled (vehicle shut OFF, then started again), the TC switch is turned OFF and overdrive will be enabled, even if the TC switch had been on when the ignition was shut off.

Transmission Control Indicator Lamp (TCIL)

The Transmission Control Indicator Lamp (TCIL) is located in the instrument panel and is labeled Overdrive OFF. It is illuminated in conjunction with the TC switch.

Know and Understand the Concern

In order to correctly diagnose a concern, first understand the customer complaint or condition. Customer contact may be required in order to begin to verify the concern. Understand the conditions as to when the concern occurs. For example

1. Hot or cold vehicle temperature
2. Hot or cold ambient temperatures
3. Vehicle driving conditions
4. Vehicle loaded/unloaded

After understanding when and how the concern occurs, proceed to verifying the concern.

Verification of Condition

This part provides information which must be used in both determining the actual cause of customer concerns and carrying out the appropriate procedures.

The following procedures must be used when verifying customer concerns for the transmission.

Determine Customer Concern

Note. Some transaxle conditions may cause engine concerns. An Electronic Pressure Control (EPC) short circuit can cause engine misfiring. The Torque Converter Clutch (TCC) not disengaging will stall the engine.

Determine customer concerns relative to vehicle use and dependent driving conditions, paying attention to the following items

1. Hot or cold vehicle operating temperature
2. Hot or cold ambient temperatures
3. Type of terrain
4. Vehicle loaded/unloaded
5. City/highway driving
6. Upshift
7. Downshift
8. Coasting
9. Engagement (harsh or soft)
10. Noise/vibration - check for dependencies, either rpm dependent, vehicle speed dependent, shift dependent, gear dependent, range dependent or temperature dependent

Selector Lever Linkage Check

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the selector lever linkage is not correctly adjusted. Refer to AUTOMATIC TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS article for selector lever linkage adjustment.

Check TSBs

Refer to all TSBs which pertain to the concern and follow the procedure.

Before Pinpoint Tests

Note. Prior to entering pinpoint tests, check the PCM wiring harness for correct connections, bent or broken pins, corrosion, loose wires, correct routing, correct seals and their condition. Check the PCM, sensors and actuators for damage. Refer to the Introduction - Gasoline Engines article.

Note. If a concern still exists after electrical diagnosis has been carried out, refer to Diagnosis By Symptom .

If DTCs appear while carrying out the on-board diagnostics, refer to the Diagnostic Trouble Code (DTC) Charts for the appropriate repair procedure. Prior to entering pinpoint tests, refer to any TSBs for transaxle concerns.

Pinpoint Tests - Non OSC Equipped Vehicle

Special Tools Illustration Tool Name Tool Number 73 III Automotive Meter 105-R0057 or equivalent Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Anytime an electrical connector or solenoid body is disconnected, inspect the connector for pin condition, corrosion and contamination. Also inspect the connector seal for damage. Clean, repair or install a new connector as required.

Prior to carrying out the pinpoint tests, check the following

1. Transmission fluid level
2. Transmission fluid condition (burned, metal particles or discolored)
3. Engine cooling system
4. Other non-related transmission DTCs

Pinpoint Tests

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

Engine Idle Speed Check

Refer to the Introduction - Gasoline Engines article for diagnosis and testing of the engine idle speed.

Scheme 384

Note. If the pressure is low at stall, do not continue with the test or further transaxle damage will occur. Do not maintain Wide Open Throttle (WOT) in any transaxle range for more than 5 seconds.

This test verifies that the pressure is within specification.

1. Connect the Transmission Fluid Pressure Gauge to the appropriate pressure tap.
2. Start the engine and check the pressures, see the pressure charts to determine if the pressures are within specification. CLUTCH AND BRAKE PRESSURE CHART Clutch Range Pressure C1 Drive (1st-4th) 196-1,372 kPa (28-199 psi) C2 Drive (4th-6th) 196-1,372 kPa (28-199 psi) C3 Drive (3rd-5th) 196-1,372 kPa (28-199 psi) C3 Reverse 392-1,863 kPa (57-270 psi) B2 Low manual (1st) 588-1,372 kPa (85-199 psi) B2 Reverse 392-1,863 kPa (57-270 psi) PRESSURE DIAGNOSTIC CHART Test Results Possible Source Values of both DRIVE and REVERSE ranges are lower than the standards Pressure Control Solenoid A (PCA) Primary regulator valve failure Transmission oil pump failure Leak from hydraulic circuit of DRIVE or REVERSE range Only the value of DRIVE range is lower than the standards DRIVE range hydraulic circuit failure C1 clutch failure Only the value of REVERSE range is lower than the standards REVERSE range hydraulic circuit failure C3 clutch failure B2 brake failure
3. If the pressure is not within specification, install a new main control valve body.
4. If the pressures are OK, clear all DTCs. Test drive vehicle, code could be intermittent. If DTC returns, install a new valve body.

External Sealing

The transaxle has the following parts to prevent external transmission fluid leakage

1. Gaskets
2. Lip type seals
3. O-ring seals
4. Seal rings
5. Seal grommets
6. Thread sealant

Scheme 385

Neutral Position Learning

Special Tools Illustration Tool Name Tool Number Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Note. When installing a new Transmission Control Module (TCM), the initialized learned values will need to be carried out.

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING AND LIFTING»(ref-291849) article.
2. Install the scan tool.
3. Turn the ignition ON.
4. The scan tool should indicate NEUTRAL. If the scan tool does not indicate NEUTRAL, carry out TCM adjustment. For additional information, refer to «Transmission Control Module (TCM)»(ref-291884-S04520391292008073000000) .
5. If NEUTRAL is indicated on the scan tool, move the selector lever to PARK and turn the ignition OFF.
6. Turn the ignition ON and move the selector lever from PARK to DRIVE. The scan tool should indicate each PRNDL position.
7. If the diagnostic display indicates each PRNDL position, check for any DTCs.
8. If the diagnostic display does not indicate each PRNDL position, carry out «Transmission Control Module (TCM) Initial Learning»(ref-291884-S27192333742008073000000) .

Transmission Control Module (TCM) Initial Learning

Special Tools Illustration Tool Name Tool Number Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Note. Do not raise the Transmission Fluid Temperature (TFT) by stalling the engine, internal transaxle damage will occur.

Note. Clear all DTCs first.

Note. When installing a new transmission, Transmission Control Module (TCM) or reflashing the TCM, the initialized learned values will need to be carried out.

Note. This procedure cannot be carried out if the transmission fluid is not within the correct temperature specification.

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING AND LIFTING»(ref-291849) article.
2. Install the scan tool.
3. Monitor and note the engagement and shift harshness on the scan tool.
4. With the engine idling, monitor the Transmission Fluid Temperature (TFT). The TFT should be between 66°C-110°C (151°F-230°F).
5. With your foot on the brake, move the selector lever to NEUTRAL and hold for 3 seconds. Then move the selector lever to DRIVE and hold for 3 seconds. Carry this out 5 times. Then move the selector lever to PARK.
6. With your foot on the brake, move the selector lever to NEUTRAL and hold for 3 seconds. Then move the selector lever to REVERSE and hold for 3 seconds. Carry this out 5 times. Then move the selector lever to PARK.
7. Drive the vehicle and monitor the scan tool.
8. Drive the vehicle with the throttle opening between 25-30%. Drive until the vehicle reaches 6th gear, not to exceed 80 km/h (50 mph). Then release the accelerator and coast to a stop within 60 seconds. Carry this out 10 times.
9. The engagement and shift harshness have decreased.

Main Control Valve Body

Special Tools Illustration Tool Name Tool Number Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Material

Differential Seals - LH

Special Tools Illustration Tool Name Tool Number Output Shaft Seal Installer 307-567 Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Material

Differential Seals - RH, Front Wheel Drive (FWD)

Special Tools Illustration Tool Name Tool Number Output Seal Installer 307-568 Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Material

Differential Seals - RH, All Wheel Drive (AWD)

Special Tools Illustration Tool Name Tool Number Differential Seal Installer 307-593 Handle 205-153 (T80T-4000-W) Remover, Input Shaft Oil Seal 308-375 Slide Hammer 307-005 (T59L-100-B) Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Scheme 386

Scheme 387

Scheme 388

Material

Transaxle Support Insulator

Special Tools Illustration Tool Name Tool Number Lifting Bracket, Engine 303-050 (T70P-6000) Oil Pan Holding Fixture 303-1295 Support Bar, Engine 303-F072 Universal Adapter Brackets 014-0001

Scheme 389

Scheme 390

Material

Scheme 391

Scheme 392

Manual Control Lever Shaft and Seal

Special Tools Illustration Tool Name Tool Number Installer, Shift Shaft Fluid Seal 307-549