Automatic Transmission/transaxle: Other Jaguar S-type I рестайлинг

Upshifts

Transmission upshifting is controlled by the TCM. The TCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.

The TCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel.

Downshifts

Under certain conditions the transmission will downshift automatically to a lower gear range (without moving the gearshift lever). There are three categories of automatic downshifts, coastdown, torque demand and 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 and engine and transmission calibration requirements.

Range Selection

Depending on the vehicle options selected the transmission range selector may have different range positions.

The standard range selector has eight positions: P, R, N, D, 5, 4, 3 and 2.

Scheme 47

"P"

In the PARK position

1. There is no power flow through the transmission.
2. The parking pawl locks the output shaft to the case.
3. The engine may be started.
4. The ignition key may be removed.

In the REVERSE position

1. The vehicle may be operated in a rearward direction, at a reduced gear ratio.
2. Backup lamps are illuminated.

In the NEUTRAL position

1. There is no power flow through the transmission.
2. The output shaft is not held and is free to turn.
3. The engine may be started.

"D"

DRIVE is the normal position for most forward driving.

The D position provides

1. Automatic shift 1-6 and 6-1.
2. Apply and release of the torque converter clutch.
3. Maximum fuel economy during normal operation.
4. Engine braking in 6th gear.

"5"

The 5 position provides

1. Automatic shift 1-5 and 5-1.
2. Apply and release of the torque converter clutch.
3. Engine braking in 5th gear.

"4"

The 4 position provides

1. Automatic shift 1-4 and 4-1.
2. Apply and release of the torque converter clutch.
3. Engine braking in 4th gear.

"3"

The 3 position provides

1. Automatic shift 1-3 and 3-1.
2. Engine braking in 3rd gear.

"2"

The 2 position provides

1. Automatic shift 1-2 and 2-1.
2. Engine braking in 2nd gear.

The sport mode switch

1. Allows the driver to select or de-select the automatic transmission sport mode.
2. Allows the automatic transmission to operate normally when the sport mode is selected, but under acceleration the gear shift points are extended to make full use of the engine's power reserves.
3. Allows the driver to drive the vehicle in the "D" position with the full automatic transmission shift or manually shift gears in the "second, third, fourth and fifth" positions.
4. Is illuminated when Sport mode is selected.
5. Communicates with the TCM through the CAN network to show the sport mode switch status.

Geartrain

Power is transmitted from the torque converter to the planetary gearsets through the input shaft. Clutches are used to hold and drive certain combinations of gearsets. This results in six forward ratios and one reverse ratio, which are transmitted to the output shaft and differential.

Gear Ratio

Single Planetary Gearset

The single planetary gear overdrive carrier is driven by the input shaft.

The single planetary gear set consists of

1. 1 sunwheel
2. 4 planetary gears meshing with the sunwheel
3. 1 planetary gear carrier
4. 1 ring gear

Scheme 48

Double Planetary Gearset

The double planetary gearset is splined to the output shaft.

The double planetary gear set consists of

1. 2 sunwheels of different sizes
2. 3 short planetary gears meshing with the sunwheels
3. 3 long planetary gears meshing with the sunwheels
4. 1 planetary gear carrier
5. 1 ring gear

Scheme 49

Shift Elements

The other shift elements in addition to the torque converter lock-up clutch are

1. Three rotating multi-plate clutches A, B and E.
2. Two fixed multi-disc brakes C and D.

All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping shifts, that is to say during the shift one of the clutches must continue to transmit the drive at lower main pressure until the other clutch is able to accept the input torque.

The shift elements, clutches or brakes are engaged hydraulically. The transmission fluid pressure is built up between the cylinder and the piston, this presses the clutch plates together.

When the transmission fluid pressure drops, the cup spring pressing against the piston moves it back to its original position.

The purpose of these shift elements is to perform in-load shifts with no interruption to traction.

Multi-plate clutches A, B and E supply power from the engine to the planetary gear train; multi-disc brakes C and D bear against the transmission housing in order to achieve a torque reaction effect.

Scheme 50

Multi Plate Clutch

Clutch E is equalized in terms of dynamic pressure, that is to say its piston is exposed to the transmission fluid flow on both sides, in order to prevent pressure build up in the clutch as the speed increases. This equalization process is achieved by a baffle plate and pressure-free transmission fluid supply by a lubricating passage, through which the space between piston and baffle plate is filled with transmission fluid.

The advantages of this dynamic pressure equalization are

1. Reliable clutch engagement and release in all speed ranges.
2. Improved shift refinement.

Scheme 51

Shift overlap control

When overlap gearshift takes place, freewheels (one-way clutches) are not used but are replaced by suitable actuation of the relevant clutches. This both enables weight and space to be saved.

The electronic-hydraulic shift action is obtained by means of various valves in the transmission control module (TCM) and main control valve body, actuated by pressure regulators. They engage or disengage the relevant clutches or brakes at the correct moments.

Output is always by the ring gear of the second, downstream planetary gear set.

Electrostatic Discharge (ESD)

Make sure all possible safety precautions are taken to protect the TCM and main control valve body unit against ESD.

Personal Wrist-Band Earthing

Earthing (grounding) by means of a wrist band or strap is the most reliable method of diverting electrostatic charges away from working personnel, and should therefore be used wherever possible, particularly if the person concerned is working while seated. The wrist band earthing (grounding) device consists of a bracelet closely attached to the wrist and a spiral earthing (grounding) cable connecting it to the earthing (grounding) contact point. This system must include a quick-release device so that the wrist can be released in the event of danger.

Shoes and Foot Earthing Straps

Electrically conductive shoes should be worn by persons who mainly work standing up or either standing or sitting in ESD protection zones, particularly if wrist band earthing (grounding) is impracticable. The standard calls for ESD shoes to record values between 0 and 35 Mega-ohms (MOhm) resistance. However, for antistatic working shoes resistance values between 0.1 and 1000 MOhm are called for, and a through-conducting resistance for protective shoes of 0.1 to 100 MOhm. A lower limit value of not less than 0.1 MOhm must be maintained on account of the contact voltage risk. For this reason the minimum value has been set contrary to the standard at the higher figure of 0.75 MOhm.

Transmission Control Module (TCM) and Main Control Valve Body

The transmission control module (TCM) and main control valve body is a combination of hydraulic and electronic control units. Both these modules are installed in the transmission, in the fluid pan.

This technical principle has the following advantages

1. Minimum tolerances (TCM is mated to solenoids)
2. Better coordination of gear shifts
3. Increased refinement
4. Optimized shift quality
5. Good reliability, since the number of plug connections and interfaces is reduced.

Scheme 52

Transmission Electronic System

The transmission control module (TCM) and its input/output network control the following transmission operations

1. Shift timing.
2. Line pressure (shift feel).
3. Torque converter clutch.

In addition, the TCM receives input signals from certain transmission-related sensors and switches. The TCM also uses these signals when determining transmission operating strategy.

Using all of these input signals, the TCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the pressure needed to optimize shift feel. To accomplish this the TCM uses six pressure control solenoids and one shift solenoid to control transmission operation.

The following provides a brief description of each of the sensors and actuators used to control transmission operation.

TCM

The TCM for the transmission is mounted on top of the main control valve body. The control module for the transmission has been designed to operate correctly in the environment in which the TCM is located.

The transmission control module is activated and deactivated by the ignition supply and is connected to the transmission link harness by a 16-way connector.

The TCM controls the operation of the transmission. The TCM processes information received in both analogue and digital form such as

1. Transmission input speed
2. Output speed
3. Throttle pedal position
4. Gear selector position
5. Engine torque
6. Engine speed
7. Transmission fluid temperature
8. Brake pedal status
9. Engine oil temperature
10. Coolant temperature
11. ABS wheel speed

This information is then used by the TCM to decide which shift pattern to select and for shift energy management. Electro-hydraulic solenoid valves and pressure regulators control the transmission gear changes.

Five pressure regulators and one solenoid valve are used to control direct transmission fluid flow to select internal clutches and control the fluid pressure at the clutch. A separate pressure regulator is used exclusively for torque converter clutch control.

The TCM monitors all TCM inputs and outputs to confirm correct system operation. If a fault occurs the TCM is able to perform default action and inform the driver of the problem, this is by the instrument cluster message center.

Solenoids

The hydraulic module contains one solenoid valve. The solenoid valve is actuated by the TCM and has two positions of open or closed, it is used to switch the position valve.

There are six electronic pressure control valves, these convert an electric current into a proportional hydraulic pressure. They are energized by the TCM and actuate the valves belonging to the relevant switching elements.

Controller Area Network (CAN) Interface

For the TCM to be able to perform shift point and shift quality management a number of external signals are required. For shift point management alone the TCM requires output speed sensor, throttle pedal position, brake pedal status and gear selector position. The controller area network (CAN) bus is used to share information between control modules. The TCM obtains most of its required data over the CAN bus from the electronic engine controls, J-Gate and ABS, Instruments pack and diagnostic tools.

Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the TCM when the brakes are applied, and disengages torque converter clutch. The BPP switch closes when the brakes are applied and opens when they are released. The BPP is also used to disengage the brake shift interlock and stops gradient calculations.

Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor detects engine coolant temperature and supplies the information to the TCM. The ECT sensor is used to control the torque converter clutch (TCC) operation.

Accelerator Pedal Position (APP) Sensor

The accelerator pedal position (APP) sensor is a potentiometer mounted on the accelerator pedal. The APP sensor detects the position of the accelerator pedal and sends this information to the electronic control module (ECM). The APP sensor is used for shift scheduling and TCC lock-up.

Input Shaft Speed (ISS) Sensor

The input shaft speed (ISS) sensor is a Hall effect type sensor.

The ISS sensor is mounted internally on the transmission and is located on the TCM and main control valve body unit.

Output Shaft Speed (OSS) Sensor

The output shaft speed (OSS) sensor is a Hall effect type sensor.

The OSS sensor is mounted internally on the transmission and is located on the TCM and main control valve body unit and is used for shift scheduling.

Position sensor

The TCM uses the position of this switch housed on the TCM and main control valve body, to determine the selected gear range on the Automatic side of the selector lever.

The selector lever is connected to the transmission by a cable, which operates the transmission selector shaft between positions Park, Reverse, Neutral and Drive. The TCM detects the driver's choice of manual range selection (5, 4, 3, 2) by means of a 3-bit code generated by the J-gate. This 3-bit code is then transformed in to a CAN message by the J-Gate module and transmitted on to the CAN bus where it is detected by the TCM.

3-Bit Code

The TCM uses this information to generate the CAN message "Gear Position Selected", which must not be confused with the similar message "Gear Position Actual" indicating the current mechanical gear ratio activated by the TCM.

Movement of the lever between Park, Reverse, Neutral and Drive manually controls the flow of transmission fluid, the TCM having control of the forward gear selected in Drive. Additional movement of the lever to 5,4,3 and 2 positions does not manually modify the fluid flow, the TCM detects these positions, and controls the gear selected electronically.

Sport mode switch

The sport mode switch

1. Allows the driver to select or de-select the automatic transmission sport mode.
2. Allows the automatic transmission to operate normally when the sport mode is selected, but under acceleration the gear shift points are extended to make full use of the engine's power reserves.
3. Allows the driver to drive the vehicle in the "D" position with the full automatic transmission shift or manually shift gears in the "second, third, fourth and fifth" positions.
4. Is illuminated when Sport mode is selected.
5. Communicates with the TCM through the CAN network to show the sport mode switch status.

TCM Monitoring Functions

As explained above the TCM monitors all input and outputs to identify possible failures. If a fault is detected the TCM takes the appropriate action to ensure the transmission enters a safe mode of operation, without sacrificing transmission durability or driver safety.

Supply Monitoring

If the battery voltage is either too great or too low, the TCM will detect a fault condition. For the TCM to be able to identify this fault, the engine must be running and the transmission fluid temperature sensor must be functioning correctly.

Solenoid Supply Monitoring

While the solenoid operating transistors are being activated, checks are run for open circuits, shorts circuits to ground and short circuits to supply. The monitoring function evaluates the voltage characteristics during the switch on process checking for the above faults.

All solenoid outputs are fully protected. The processor and the appropriate fail-safe action taken can quickly identify open and short circuit faults.

Sensor Supply Monitoring

The sensor supply voltage is a stabilized supply. This supply is monitored by the micro-processor by an Analogue to Digital Converter (ADC). If the voltage is out of the valid tolerance a raise a diagnostic trouble code (DTC) is set and the appropriate fail-safe action is performed.

Electronically Erasable Program Read Only Memory (EEPROM) Monitoring

To diagnose errors with the electronically erasable program read only memory (EEPROM) the TCM calculates 4 checksums continuously: If the processor identifies discrepancies in any of the four checksums the TCM will engage mechanical limp-home mode.

The TCM can diagnose errors within the EEPROM. Diagnosis is only performed during TCM initialization. There is no fail-safe mechanism associated with this function as the EEPROM is mainly used for the storage of fault codes and transmission calibration adaptions. If a fault occurs the TCM is able to perform default action and inform the driver of the problem, this is by the instrument cluster message center.

Watchdog Monitoring

The watchdog monitoring function has two functions. Firstly it checks that it is possible to inhibit output control by the activation of the solenoid supply transistor. Secondly the watchdog checks that the safety circuit is functioning correctly.

During initialization the watchdog checks that it is possible to inhibit control of the pressure regulator and solenoid valves by switching the solenoid supply transistor. There is a fault if activation of the solenoids cannot be inhibited by the watchdog (NB. The supply to the solenoids can still be inhibited by the high side switch responsible for control of each solenoid i.e. One safety path is lost).

Monitoring the Substrate Temperature Sensor

The TCM is situated within the transmission on the valve body. As the TCM controls a number of high power solenoids and is surrounded by ATF, the TCM can obviously get very hot. If the temperature of the hardware rises above a pre-determined level the TCM will be shut down. Prior to the TCM shutting down the TCM will log a fault code, during shutdown the transmission will enter mechanical limp-home mode. Monitoring of the substrate temperature is performed by a temperature dependent resistor mounted on the processor.

Plausibility Checking

The TCM detects a fault if an excessive voltage jump is identified between any two consecutive measurements. Also, with the engine started from cold the transmission fluid temperature will start to rise. Therefore the substrate or fluid temperature will also start to rise because the TCM is surrounded by transmission fluid. If the engine and output shaft speed is higher than a set threshold for a predetermined length of time without the substrate temperature rising above a set threshold a fault will be detected.

Pressure Regulator/Solenoid Monitoring

Each pressure regulator and solenoid is monitored for open circuits and short circuits. The TCM also checks that the current being delivered to each solenoid valve or pressure regulator is within valid limits. When each solenoid is being driven with minimum current the TCM checks that the current is not above a threshold value. If a solenoid is being driven with maximum current, it checks that the current is not below a valid threshold. If either of these two errors occurs a plausibility error is logged and the appropriate fail-safe action is performed.

Output Speed Monitor

It is possible for the TCM to diagnose electrical errors associated with the output speed sensor while the vehicle is stationary as well as moving. Plausibility monitoring is performed on the sensor output when the vehicle is moving.

Input Speed Monitor

It is possible for the TCM to diagnose electrical errors associated with the input shaft speed sensor while the vehicle is stationary as well as moving. Plausibility monitoring is performed on the sensor output when the vehicle is moving.

Position Sensor Monitoring

The TCM can identify errors with the position switch located within the transmission. If an unrecognized position code is read by the TCM a plausibility fault will be logged. (A code is checked between positions).

The position switch outputs a 4-bit code to the TCM, the bits being labelled L1-L4. For the transmission, the following codes are used to identify the selector position.

Only for the automatic side of the J-GATE P, R, N, D

Selector position switch code

Gear Ratio Monitoring

The gear ratio diagnostic checks that each gear ratio is correctly engaged. Also, following a gear shift the diagnostic checks that the transmission has engaged the target gear within the allowed time.

Shift Energy Management

This function involves reducing or increasing the engine output torque during shifting. The aim when up-shifting is to reduce the energy that is dissipated in the friction elements of the transmission. This is done by reducing the engine torque during synchronization without interrupting the tractive drive. This function may be used for

1. Increasing the transmission service life by shortening the slipping time.
2. Improving the shift comfort by reducing the step change in torque caused by the gearshift.
3. Transferring a higher engine power, this is allowed by the mechanical in-gear strength of the transmission.

Real-time control of engine torque is required to maintain maximum shift quality and transmission durability. The TCM has the ability to control the engine output torque during the gearshift to synchronize with the operation of the transmission clutches.

Pressure Modulation

To provide a high level of shift comfort and durability, the hydraulic pressure in the shift related friction elements of the transmission must be matched very accurately to the transmission input torque. This hydraulic pressure is composed of a hydraulically pre-set basic pressure and a controlling pressure that is set by one of the electro-hydraulic pressure regulators.

The transmission input torque can be directly calculated from the following operating parameters: engine torque signals, engine speed or any signals transmitted from the ECM by CAN, and converter slip. Separate pressure characteristics for each gear change make it possible to adapt precisely to the particular shift operation. A further improvement in shift comfort is achieved by individual treatment of special cases, such as manual shifts.

Shift Quality Adapts

The shift quality adapts are used to obtain a high quality and consistent shift feel. This is achieved through monitoring shift quality and then adapting the shift pressures and shift energy management to overcome hardware variability and "in service wear".

It will typically take a new transmission approximately 161 kilometers (100 miles) of use to fully adapt.

Shift Point Selection

The gearshift points are selected by the TCM, as a function of the output speed, accelerator pedal position, selector position and shift program selected. The driver has control over the shift points by the selector lever, accelerator pedal movement and mode switch.

Shift Map Selection

The transmission control system utilizes a number of driver selectable operating modes and also a number of adaptive/automatically selectable modes. Sport, Normal and Cruise Control mode are all driver selectable. Hot mode, traction control mode and trailer towing mode are all adaptive modes i.e. the transmission will automatically select this mode dependent upon the current driving conditions.

Normal Mode

Normal mode can be selected by activation of the transmission mode switch located on the J-Gate. Once activated this mode will remain engaged until the driver deselects the mode or engages the cruise control system. If the driver engages cruise control when Normal mode is active upon deactivation of the cruise system the transmission will automatically re-engage Normal mode. This mode can be over-ridden by a number of adaptive modes.

The mode switch is of the momentary type.

Cruise Mode

When the driver engages the cruise control system the TCM receives a CAN message transmitted by the Adaptive Cruise Control (ACC) or engine electronic controls which informs the TCM that cruise control is currently active. Upon receipt of this message the TCM selects a new transmission shift map. This map has been developed to reduce busy gearshift during cruise mode. It has also been developed to increase fuel economy.

Hot Mode

This is one of the adaptive modes the transmission can enter when conditions are correct. When the transmission fluid temperature, chip temp, engine oil temp or coolant temperature becomes hot enough to reach threshold values, the TCM will cause the transmission to enter Hot mode. This mode will automatically engage new shift and lock-up maps to reduce heat generated within the transmission. The shift map will enable the transmission to change to higher gears at lower vehicle speeds and the lock-up map will engage the lock-up clutch at lower vehicle speeds and in lower gears. The effect of this is that less heat will be generated within the transmission due to the effects of lock-up clutch slip and churning effects. There will be forced upshift strategy used in hot mode. To exit hot mode the selector lever must be moved or the brake pedal applied or the accelerator pedal applied 100%, during all of these methods of exiting from hot mode the fluid temperature must be lower than the threshold values.

Traction Control Mode

Traction Control Mode is an adaptive mode, which is automatically engaged when a traction event occurs. When driving on slippery surfaces (i.e.s and, ice) it is possible for the driven wheels to begin to spin. The TCM believes the vehicle speed is increasing and therefore it may begin to upshift. These upshifts reduce the torque at the wheel and so tend to reduce wheel slip. The downshift lines are forced downwards to prevent unwanted shifts. To reduce the effects of this, if a traction event occurs a signal is transmitted by the ABS module to the TCM over the CAN network, the TCM uses this signal to change the currently selected shift map. The new shift map will have gearshift lines further apart, thus inhibiting the transmission shifting to a lower gear.

Hill/Trailer Towing Mode

This is an adaptive mode. When the TCM detects reduced vehicle acceleration for a certain percentage of throttle opening then this mode is automatically engaged by the TCM. When this mode is engaged a new shift map and torque converter lock-up map is selected. This new shift map is designed to reduce the number of gearshifts when towing a trailer or with the car climbing a steep hill. The shift map will cause the transmission to hold on to gears for longer this increases acceleration and reduces the number of gearshifts. This mode can also give an advantage when driving at high altitudes, where the torque produced by an engine is greatly reduced by the effects of reduced ambient pressure and airflow.

Driving Mode Priority

Each of the above modes has an associated priority i.e. Normal mode cannot over-ride cruise mode etc.

Adaptive Shift Strategies

The TCM of the six speed ZF automatic transmission incorporates adaptive strategies which improve the accessibility of the vehicle`s performance in driving conditions while maintaining a relaxed driving experience when cruising.

In "Sport" mode, accelerator pedal usage and cornering behavior are monitored to assess driving style and road conditions. When an enthusiastic driving style or a demanding road is detected, 6th gear is inhibited and the lower gears are made slightly more accessible in order to prevent unwanted "hunting" between gears. Conversely, when cruising conditions are detected, 6th gear is once again made available to maximize driving refinement and economy.

Under conditions of heavy braking, the transmission will perform one or more downshifts to improve response to a subsequent accelerator pedal application. Similarly if the accelerator pedal is released rapidly following hard acceleration, one or more upshifts are inhibited to increase engine braking and also improve subsequent response.

To complement these features, when a corner is detected transmission upshifts are inhibited. This inhibition is also maintained for a short distance after the corner allowing the driver to achieve a smooth balance through the bend without unwanted shifting mid-corner.

Safety features

The safety functions are designed to safeguard against mis-operation by the driver as well as against system malfunctions. The mis-operation system prevents reverse gear from being engaged at high forward speeds (Above 5 kph) and prevents manual downshifting at excessive engine speeds.

Great attention has been paid to safeguarding against, and detecting, malfunctions in the electronic control system. The design of the electrical and diagnostic system is such that system integrity is protected at all times.

The hydraulic system has "fail-safe" characteristics regarding its electrical energizing, i.e. as a result of the power supply being lost to the electro-hydraulic actuators the transmission engages a reliable emergency gear ratio to facilitate a basic limp-home mode.

Recognition of critical shift operation by monitoring the last element in the signal path, i.e. the solenoid valve, and checking by means of redundant measured variables, i.e. engine speed, input speed and output speed.

Measures are in place which guarantee a high degree of availability of safeguard functions, i.e. monitoring of safety circuits. For this purpose each time the vehicle is started there is a check on the entire safety hardware, this is during TCM initialization and the associated program parts and signal paths used during the TCM operation status. A malfunction in this part of the system, or triggering of the safety circuit, will be communicated to the driver by the instrument cluster message center.

Shift Linkage Check

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the linkage is not correctly adjusted; for selector lever cable adjustment, refer to Automatic Transmission/Transaxle External Controls article.

Electrostatic Discharge

Make sure all possible safety precautions are taken to protect the TCM and main control valve body unit against electrostatic discharge

Personal Wrist-Band Earthing

Earthing (grounding) by means of a wrist band or strap is the most reliable method of diverting electrostatic charges away from working personnel, and should therefore be used wherever possible, particularly if the person concerned is working while seated. The wrist band earthing (grounding) device consists of a bracelet closely attached to the wrist and a spiral earthing (grounding) cable connecting it to the earthing (grounding) contact point. This system must include a quick-release device so that the wrist can be released in the event of danger.

Shoes and Foot Earthing Straps

Electrically conductive shoes should be worn by persons who mainly work standing up or either standing or sitting in ESD protection zones, particularly if wrist band earthing (grounding) is impracticable. The standard calls for ESD shoes to record values between 0 and 35 Megga-ohms (MOhm) resistance. However, for antistatic working shoes resistance values between 0.1 and 1000 MOhm are called for, and a through-conducting resistance for protective shoes of 0.1 to 100 MOhm. A lower limit value of not less than 0.1 MOhm must be maintained on account of the contact voltage risk. For this reason the minimum value has been set contrary to the standard at the higher figure of 0.75 MOhm.

The hydraulic module contains one solenoid valve. The solenoid valve is actuated by the TCM and has two positions (open or closed), it is used to switch the position valve.

There are six electronic pressure control valves, these convert an electric current into a proportional hydraulic pressure. They are energized by the TCM and actuate the valves belonging to the relevant switching elements.

Two types of electronic pressure regulator are installed

1. Pressure regulator with a rising characteristic (1,3,6 green cap) i.e. as current increases pressure increases (0mA = 0 bar/700mA = 4.6 bar)
2. Pressure regulator with a falling characteristic (2,4,5 black cap) i.e. as current increases the pressure drops (0 mA = 4.6 bar/700 mA = 0 bar)

Both types of regulator have a resistance value of approximately 5 Ohms at 20°C.

System inputs

The TCM uses the permanent voltages supply to support and to maintain data in the random access memory (RAM).

The Term. 15 input is used to wake up the TCM. Once awake the TCM commences its initialization sequence. This input is not a power supply input to the TCM. For initialization to commence the ignition must be switched to the "II2" position and Vbat above 7V but below 16V (30ms after term. 15 signal on, the initialization of the TCM starts). Initialization time is 500ms max. When initialization is finished, the Drive Program is started and TCM has full functionality.

The TCM has one internal solenoid ground for all internal solenoids (SV and PR).

This internal input acts as the ground for position switch. The TCM requires two vehicle ground supplies. (Term.31). Both ground wires are linked to one grounding point on the vehicle. The TCM incorporates polarity reversal protection.

System outputs

The P/N signal (from the internal position sensor) is used to ensure that the engine is only started with the transmission gear selector in either the Park or Neutral position. When the selector is in either Park or Neutral this output is activated. This in turn closes a relay that allows the starter to be engaged if allowed by the Engine management system. If this output fails the electronic engine controls system uses a CAN bus signal supplied by the TCM to allow the engine to start.

Transmission control

The selector lever can be used to engage Park through to drive (D) mechanically. The link between the lever and the transmission is by a cable.

The manual side of the shifter, 5 through to position 2 are selected electronically by the CAN bus. Integrated with this are functions for gear selected illumination, brake shift interlock and keylock interlock system. For additional information, refer to Automatic Transmission/Transaxle External Controls article.

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the linkage is not correctly adjusted; for selector lever cable adjustment refer to SELECTOR LEVER CABLE ADJUSTMENT - GENERAL PROCEDURES .

Make sure all possible safety precautions are taken to protect the TCM and main control valve body unit against electrostatic discharge

Personal Wrist-Band Earthing

Earthing (grounding) by means of a wrist band or strap is the most reliable method of diverting electrostatic charges away from working personnel, and should therefore be used wherever possible, particularly if the person concerned is working while seated. The wrist band earthing (grounding) device consists of a bracelet closely attached to the wrist and a spiral earthing (grounding) cable connecting it to the earthing (grounding) contact point. This system must include a quick-release device so that the wrist can be released in the event of danger.

Shoes and Foot Earthing Straps

Electrically conductive shoes should be worn by persons who mainly work standing up or either standing or sitting in ESD protection zones, particularly if wrist band earthing (grounding) is impracticable. The standard calls for ESD shoes to record values between 0 and 35 Mega-ohms (MOhm) resistance. However, for antistatic working shoes resistance values between 0.1 and 1000 MOhm are called for, and a through-conducting resistance for protective shoes of 0.1 to 100 MOhm. A lower limit value of not less than 0.1 MOhm must be maintained on account of the contact voltage risk. For this reason the minimum value has been set contrary to the standard at the higher figure of 0.75 MOhm.

The hydraulic module contains one solenoid valve. The solenoid valve is actuated by the TCM and has two positions (open or closed), it is used to switch the position valve.

There are six electronic pressure control valves, these convert an electric current into a proportional hydraulic pressure. They are energized by the TCM and actuate the valves belonging to the relevant switching elements.

Two types of electronic pressure regulator are installed

1. Pressure regulator with a rising characteristic (1,3,6 green cap) i.e. as current increases pressure increases (0mA = 0 bar/700mA = 4.6 bar)
2. Pressure regulator with a falling characteristic (2,4,5 black cap) i.e. as current increases the pressure drops (0 mA = 4.6 bar/700 mA = 0 bar)

Both types of regulator have a resistance value of approximately 5 Ohms at 20°C.

The TCM uses the permanent voltages supply to support and to maintain data in the random access memory (RAM).

The Term. 15 input is used to wake up the TCM. Once awake the TCM commences its initialization sequence. This input is not a power supply input to the TCM. For initialization to commence the ignition must be switched to the "II2" position and Vbat above 7V but below 16V (30ms after term.15 signal on, the initialization of the TCM starts). Initialization time is 500ms max. When initialization is finished, the Drive Program is started and TCM has full functionality.

The TCM has one internal solenoid ground for all internal solenoids (SV and PR).

This internal input acts as the ground for position switch. The TCM requires two vehicle ground supplies. (Term.31). Both ground wires are linked to one grounding point on the vehicle. The TCM incorporates polarity reversal protection.

The P/N signal (from the internal position sensor) is used to ensure that the engine is only started with the transmission gear selector in either the Park or Neutral position. When the selector is in either Park or Neutral this output is activated. This in turn closes a relay that allows the starter to be engaged if allowed by the Engine management system. If this output fails the electronic engine controls system uses a CAN bus signal supplied by the TCM to allow the engine to start.

The selector lever can be used to engage Park through to drive (D) mechanically. The link between the lever and the transmission is by a cable.

The manual side of the shifter, 5 through to position 2 are selected electronically by the CAN bus. Integrated with this are functions for gear selected illumination, brake shift interlock and keylock interlock system. For additional information refer to the AUTOMATIC TRANSMISSION/TRANSAXLE EXTERNAL CONTROLS article .

Vehicles with diesel engine

1. Remove the transmission undertray.

Scheme 53

1. Raise and support the vehicle. Refer to «Lifting»(ref-311258-S14563139742009032500000) article.
2. Place a suitable container under the transmission.
3. Using the special tool, remove the transmission fluid fill plug. Remove and discard the transmission fluid fill plug.
4. Remove and discard the transmission fluid drain plug.
5. Install the new transmission fluid drain plug. Tighten to 8 Nm.

Scheme 54

1. Fill the transmission with 8 liters of transmission fluid through the transmission fluid filler plug hole.
2. Carry out a transmission fluid level check. See «Transmission Fluid Level Check»(ref-311290-S23095508792009032500000) .

All vehicles

1. The follow steps must be observed before starting the transmission fluid level check. The vehicle must be on a horizontal ramp. The parking brake must be applied. The engine must be running for 2 minutes with the transmission selector lever in the "P" position.
2. Connect the Jaguar Approved Diagnostic System.
3. Make sure the transmission selector lever is in the "P" position.
4. With the engine running and the foot brake applied, circulate the transmission fluid by: Moving the transmission selector lever to the "R" position Waiting for three seconds. Moving the transmission selector lever to the "D" position Waiting for three seconds. Moving the transmission selector lever to the "P" position
5. Raise and support the vehicle. Refer to «Lifting»(ref-311258-S14563139742009032500000) article.

1. Remove the transmission undertray.

1. Place a suitable container under the transmission fluid filler plug.
2. With the engine running, using the special tool remove the transmission fluid fill plug. Remove and discard the transmission fluid fill plug.
3. If the transmission fluid does not come out of the transmission fluid filler plug hole the transmission fluid level is insufficient. If this is the case add the transmission fluid in 0.5 liter units into the transmission fluid filler plug hole until fluid comes out.
4. Allow the transmission fluid to drain from the transmission fluid filler plug hole until the flow almost stops.
5. Using the special tool, install the new transmission fluid fill plug.
6. Using the special tool and a torque wrench, tighten the transmission fluid fill plug. Tighten the transmission fluid fill plug to the torque given by the calculation To make sure the transmission fill plug is torqued to the correct specification. Using the special tool and a torque wrench the following calculation steps must be followed. Multiply 35 Nm by the effective length of the torque wrench (1). Add the effective length of the special tool (2) to the effective length of the torque wrench (1). Divide the total of step 1 by the total of step 2. Set the torque wrench to the figure arrived at in step 3. Tighten the transmission fluid fill plug to the torque given by the calculation.
7. Remove the special tool.
8. Remove the container.

1. Install the transmission undertray.

1. Lower the vehicle.
2. Disconnect the Jaguar Approved Diagnostic System.

Extension Housing Seal - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Crankshaft Damper Remover 303-D121 Output Shaft Flange Holding Tool 205-053 Pinion Seal Replacer 204-264 Powertrain Assembly Jack HTJ1200-2 Seal Remover Input and Output 308-375 Slide Hammer 100-012 Slide Hammer Adaptor 100-012-01 Socket Output Flange Remover/Installer 205-789

Scheme 55

Scheme 56

Scheme 57

Scheme 58

Scheme 59

Scheme 60

Scheme 61

1. Detach the driveshaft from the transmission flange. Mark the position of the driveshaft in relation to the transmission flange. Mark the position of each nut and bolt in relation to the transmission flexible joint.
2. Loosen the heat shield retaining nut.
3. Install suitable cord to the heat shield retaining nut stud. Tighten the retaining nut.
4. Reposition the driveshaft.
5. Using the special tool, remove the transmission support. Lower the transmission to a suitable height.
6. Using the special tools, remove and discard the output shaft flange retaining nut.
7. Using the special tool, remove the output shaft flange. Remove the output shaft flange spacing shim.
8. Using the special tools, remove the extension housing seal.
9. Clean and inspect the transmission housing seal face.

Scheme 62

Scheme 63

1. Using the special tool, install the extension housing seal.
2. Using the special tools install a new output shaft flange retaining nut. Install the output shaft flange spacing shim. Install the output shaft flange. Tighten to 60 Nm.
3. Install the transmission support. Using the special tool, raise the transmission. Tighten to 55 Nm.
4. Tighten to 48 Nm.
5. Reposition the driveshaft. Undo the cord.
6. Loosen the retaining nut. Remove the cord from the heat shield retaining nut stud.
7. Tighten the retaining nut.
8. Attach the driveshaft to the transmission flange. Tighten to 88 Nm.
9. Carry out a transmission fluid level check. See «Transmission Fluid Level Check»(ref-311290-S23095508792009032500000) .

Transmission Control Module (TCM) and Main Control Valve Body - In-Vehicle Procedures

Required Equipment: Anti-Static Wrist Strap

Scheme 64

Scheme 65

Scheme 66

1. Remove the fluid pan, gasket and filter. See «Fluid Pan, Gasket and Filter»(ref-311290-S14752043522009032500000) .
2. Reposition the locking device.
3. Disconnect the TCM and main control valve body electrical connector. Reposition the electrical connector retaining ring. Disconnect the electrical connector.
4. Remove the sealing tube.
5. Remove and discard the seals.
6. Remove the TCM and main control valve body. Remove the retaining bolts.
7. Remove the TCM and main control valve body sealing block.
8. Remove and discard the seals.
9. Remove and discard the seals.