DESCRIPTION
The automatic transmission is a combination of 3-element 2-phase 1-stage torque converter and double shaft electrically-controlled unit which provides 4 speeds forward and 1 reverse. The entire unit is in line with the engine.
OPERATION COMPONENTS AND FUNCTION
| Operating Element | Symbol | Function |
|---|---|---|
| Under drive clutch | UD | Connect input shaft and under drive sun gear |
| Reverse clutch | REV | Connect input shaft and reverse sun gear |
| Overdrive clutch | OD | Connect input shaft and over drive carrier |
| Low & Reverse brake | LR | Hold LR annulus gear and OD carrier |
| Second brake | 2ND | Hold reverse sun gear |
| One way clutch | OWC | Restrict the rotating direction of low & reverse annulus gear |
OPERATION COMPONENTS AND FUNCTION CHART
Scheme 32
OPERATION OF EACH VALVE
Torque converter pressure control valve: The function of this valve is to maintain a constant pressure within the torque converter.
Damper clutch control valve: Its function is to control the hydraulic pressure that acts on the Damper Clutch. Manual valve: The position of the manual valve is determined by the selector lever and applies or cuts line pressure to different valves.
Pressure control valve & Solenoid valve: The pressure control valve prevents a rapid decrease in hydraulic pressure when the clutch becomes disengaged. It also reduces the sharp increase in input shaft speed during clutch to clutch control.
Switch valve: When the OD clutch is applied, the hydraulic pressure is applied to the regulator valve via the switch valve. Hence, the line pressure is reduced at 3rd and 4th gear.
Fail Safe Valve-A: During fail safe mode, this valve releases the pressure in the LR Brake.
Fail Safe Valve-B: During fail safe mode, this valve cuts the pressure from the 2nd pressure control valve to 2nd brake.
The electronic control system used in the new generation auto transaxle is far superior to the previous systems. This system is able to adopt a variable shift pattern for smooth and problem free shifting.
A solenoid valve is applied to each of the clutches and brakes and is independently controlled. Feedback control and correction control is performed in all gears as well as utilization of mutual control system to increase shift feeling. The torque converter damper clutch uses a partial lock up and full lock-up system. An additional control method called the HIVEC system (neural network) is adopted to increase shift feeling.
Scheme 33
IDENTIFICATION COLOR OF EACH SOLENOID VALVES
| Solenoid valve | Wire color | Housing | Frequency |
|---|---|---|---|
| UD sol. valve | White, Red, Red | Black | 61.27 Hz |
| OD sol. valve | Orange, Red | Black | 61.27 Hz |
| L/R sol. valve | Brown, Yellow | Milky white | 61.27 Hz |
| 2nd sol. valve | Green, Red, Red | Milky white | 61.27 Hz |
| DCC sol. valve | Blue, Yellow, Yellow | Black | 34.64 Hz |
| ATF temp. Sensor | Black, Red | Black |
FREQUENCY CHART
Scheme 34
- L/R solenoid valve controls the direct clutch in 5A/T as well as low-reverse brake
Solenoid valve OFF: Hydraulic pressure is supplied to corresponding clutch or brake.
Except) DCCSV: When the DCCSV is ON, the damper clutch is operated.
Scheme 35
Wave Form with High-scan
Solenoid valve ON: Hydraulic pressure is released from corresponding clutch or brake.
OPERATION FLOW
- Select vehicle and system (Refer to «HOW TO SELECT VEHICLE AND SYSTEM»(ref-276745-S27550794492008011000000) )
- Select 1.1 DIAGNOSTIC TROUBLE CODES
- Select "1.1 DIAGNOSTIC TROUBLE CODES" (Refer to «HOW TO READ DTC»(ref-276745-S30047597282008011000000) )
- Select "ERAS" key on the Diagnostic Trouble codes mode.
- Select "1.2.2. ERASE FAULT CODE"
GENERAL DESCRIPTION
TCM saves "LEARNING VALUE" and keeps it at certain value, through this process, In order to "LEARNING VALUE" is protected from being erased at disconnecting Battery cable and maintaining related components.
DTC DESCRIPTION
The TCM is detected an unexpected communication error with "EEPROM", the TCM sets this code.
Refer to DTC P0560 .
The HIVEC Automatic Transmission's function, of intelligence control, is based on the Fuzzy Control System. The Fuzzy Control System determines optimal gear positions as related to driver's intention and current driving conditions. The Brake Switch provides important information by deciding whether the vehicle is decelerating by the depression of the brake pedal, or if the speed is decreasing because the vehicle is running on the uphill.
The TCM(PCM) sets this code if a Brake Switch signal is input continuously, for an extended period of time, when the vehicle is supposed to be running (moving).
The Transaxle Range Switch sends the shift lever position information to the TCM(PCM) using a 12V (battery voltage) signal. When the shift lever is in the D (Drive) position the output signal of Transaxle Range Switch is 12V and in all other positions the voltage is 0V. The TCM(PCM) judges the shift lever position by reading all signals, for the Transaxle Range Switch, simultaneously.
The TCM(PCM) sets this code when the Transaxle Range Switch has no output signal for more than 30 seconds.
Refer to DTC P0707 .
The TCM sets this code when the Transaxle Range Switch outputs multiple signals for more than 30 seconds.
The automatic TRANSAXLE fluid (ATF) temperature sensor is installed in the Valve Body. This sensor uses a thermistor whose resistance changes according to the temperature changes. The TCM supplies a 5V reference voltage to the sensor, and the output voltage.
This DTC code is set when the ATF temperature output voltage is lower than a value generated by thermistor resistance, in a normal operating range, for approximately 1 second or longer. The TCM regards the ATF temperature as fixed at a value of 80°C (176°F).
The automatic TRANSAXLE fluid (ATF) temperature sensor is installed in the Valve Body. This sensor uses a thermistor whose resistance changes according to the temperature changes. The TCM supplies a 5V reference voltage to the sensor, and the output voltage of the sensor changes when the ATF temperature varies. The automatic TRANSAXLE fluid (ATF) temperature provides very important data for the TCM's control of the Torque Converter Clutch, and is also used for many other purposes.
Refer to DTC P0711 .
Refer to DTC P0712 .
Refer to DTC P0711 .
The input (turbine) speed sensor outputs pulse-signals according to the revolutions of the input shaft of the transmission. The TCM determines the input shaft speed by counting the frequency of the pulses. This value is mainly used to control the optimum fluid pressure during shifting.
The TCM sets this code if an output pulse-signal is not detected, from the input speed sensor, when the vehicle is running faster than 30 km/h. The Fail-Safe function will be set by the TCM if this code is detected.
The Output Speed Sensor outputs pulse-signals according to the revolutions of the output shaft of the transmission. The Output Speed Sensor is installed in front of the Transfer Drive Gear to determine the Transfer Drive Gear RPMs by counting the frequency of the pulses. This value, together with the throttle position data, is mainly used to decide the optimum gear position.
The TCM sets this code if the calculated value of the pulse-signal is noticeably different from the value calculated, using the Vehicle Speed Sensor output, when the vehicle is running faster than 30 km/h. The TCM will initiate the fail safe function if this code is detected.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the 1st gear ratio, while the transaxle is engaged in the 1st gear. For example, if the output speed is 1000 RPM and the 1st gear ratio is 2.842, then the input speed is 2,842 RPM.
This code is set if the value of input shaft speed is not equal to the value of the output shaft, when multiplied by the 1st gear ratio, while the transaxle is engaged in 1st gear. This malfunction is mainly caused by mechanical troubles such as control valve sticking or solenoid valve malfunctioning rather than an electrical issue.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the 2nd gear ratio, while the transaxle is engaged in the 2nd gear. For example, if the output speed is 1000 RPM and the 2nd gear ratio is 1.529, then the input speed is 1,529 RPM.
This code is set if the value of input shaft speed is not equal to the value of the output shaft, when multiplied by the 2nd gear ratio, while the transaxle is engaged in 2nd gear. This malfunction is mainly caused by mechanical troubles such as control valve sticking or solenoid valve malfunctioning rather than an electrical issue.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the 3rd gear ratio, while the transaxle is engaged in the 3rd gear. For example, if the output speed is 1,000 RPM and the 3rd gear ratio is 1.000, then the input speed is 1,000 RPM.
This code is set if the value of input shaft speed is not equal to the value of the output shaft, when multiplied by the 3rd gear ratio, while the transaxle is engaged in 3rd gear. This malfunction is mainly caused by mechanical troubles such as control valve sticking or solenoid valve malfunctioning rather than an electrical issue.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the 4th gear ratio, while the transaxle is engaged in the 4th gear. For example, if the output speed is 1,000 RPM and the 4th gear ratio is 0.712, then the input speed is 712 RPM.
This code is set if the value of input shaft speed is not equal to the value of the output shaft, when multiplied by the 4th gear ratio, while the transaxle is engaged in 4th gear. This malfunction is mainly caused by mechanical troubles such as control valve sticking or solenoid valve malfunctioning rather than an electrical issue.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the reverse gear ratio, while the transaxle is engaged in the reverse gear. For example, if the output speed is 1,000 RPM and the reverse gear ratio is 2.480, then the input speed is 2,480 RPM.
This code is set if the value of input shaft speed is not equal to the value of the output shaft, when multiplied by the reverse gear ratio, while the transaxle is engaged in reverse gear. This malfunction is mainly caused by mechanical troubles such as control valve sticking or solenoid valve malfunctioning rather than an electrical issue.
The TCM controls the locking and unlocking of the Torque Converter Clutch (or Damper Clutch), to the input shaft of the transmission, by applying hydraulic pressure. The main purpose of T/C clutch control is to save fuel by decreasing the hydraulic load inside the T/C. The TCM outputs duty pulses to control the Damper Clutch Control Solenoid Valve (DCCSV) and hydraulic pressure is applied to the DC according to the DCC duty ratio value. When the duty ratio is high, high pressure is applied and the Damper Clutch is locked. The normal operating range of the Damper Clutch Control duty ratio value is from 30% (unlocked) to 85% (locked).
The TCM increases the duty ratio to engage the Damper Clutch by monitoring the slip RPMs (difference value between engine speed and turbine speed). If a very small amount of slip RPM is maintained though the TCM applies 0% duty ratio value, then the TCM determines that the Torque Converter Clutch is stuck ON and sets this code.
Refer to DTC P0741 .
The TCM increases the duty ratio to engage the Damper Clutch by monitoring the slip rpms (difference value between engine speed and turbine speed). If a very small amount of slip RPM is maintained though the TCM applies 0% duty ratio value, then the TCM determines that the Torque Converter Clutch is stuck ON and sets this code.
Refer to DTC P0741 .
The PCM/PCM/TCM checks the Damper Clutch Control Signal by monitoring the feedback signal from the solenoid valve drive circuit. If an unexpected signal is monitored (for example, high voltage is detected when low voltage is expected, or low voltage is detected when high voltage is expected) the PCM/PCM/TCM judges that DCCSV circuit is malfunctioning and sets this code.
The Automatic Transmission changes the gear position of the transmission by utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. The HIVEC Automatic Transmission consists of a: LR (Low and Reverse Brake), 2ND (2nd Brake), UD (Under Drive Clutch), OD (Over Drive Clutch), REV (Reverse Clutch), and a RED (Reduction Brake, only for 5 speed transmissions). The LR Brake is engaged in the 1st gear and reverse gear positions.
The TCM checks the Low and Reverse Control Signal by monitoring the feedback signal from the solenoid valve drive circuit. If an unexpected signal is monitored (for example, high voltage is detected when low voltage is expected, or low voltage is detected when high voltage is expected), the TCM judges that the Low and Reverse control solenoid circuit is malfunctioning and sets this code.
Refer to DTC P0750 .
Refer to DTC P0750 .
Refer to DTC P0750 .
Refer to DTC P0750 .
Refer to DTC P0750 .
Refer to DTC P0750 .
The HIVEC Automatic Transmission supplies the power to the solenoid valves by way of a control relay. When the TCM sets the relay to ON, the relay operates and the battery power is supplied to all the solenoid valves. When the TCM sets the relay to OFF, all solenoid valve power is shut off and the transmission is held in the 3rd gear position. (Fail Safe Mode)
The TCM checks the A/T control relay signal by monitoring the control signal. If, after the ignition key is turned on, an unexpected voltage value, which is quite a bit lower than battery voltage is detected, the TCM sets this code.
The vehicle speed sensor outputs pulse-signals according to the revolutions of the output shaft of the transmission. The TCM determines the vehicle speed by counting the frequency of the pulses. This value is mainly used, by the TCM, as comparison data for determining malfunctions of the output speed sensor.
The TCM calculates the vehicle speed based on the frequency of the pulses. If the calculated value from this sensor does not agree with the value determined by the OUTPUT SPEED SENSOR (PGB), the TCM sets this code.
The TCM can either receive data from the Engine Control Module or ABS control module, or it can send data to the ECM and ABSCM by using CAN communication. The CAN communication is one of the vehicle communications method, which is now widely used to transfer the vehicle data.
When the TCM cannot read the data from the ECM through the CAN-BUS line, the TCM sets this code.
CAN-BUS circuit malfunctioning or ECM can be a possible cause of this DTC.
Refer to DTC P1603 .
Refer to DTC P1603 .