General Description
The New Alpha 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 uphill.
DTC Description
The TCM 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 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 judges the shift lever position by reading all signals, for the Transaxle Range Switch, simultaneously.
The PCM/TCM sets this code when the Transaxle Range Switch has no output signal for an extended period of time.
The Transaxle Range Switch sends the shift lever position information to the TCM 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 judges the shift lever position by reading all signals, for the Transaxle Range Switch, simultaneously.
The PCM/TCM sets this code when the Transaxle Range Switch outputs multiple signals for an extended period of time.
The automatic transmission 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 transmission 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.
This DTC code is set when the ATF temperature output voltage is lower than the 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), if this DTC is detected.
The automatic transmission 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 transmission 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.
This DTC code is set when the ATF temperature output voltage is lower than the 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), if this DTC is detected.
The automatic transmission 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 transmission 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.
This DTC code is set when the ATF temperature output voltage is lower than the 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), if this DTC is detected.
The input (turbine) speed sensor outputs waveform signals according to the revolutions of the input shaft, installed in front of End clutch retainer, of the transmission. The TCM determines the input shaft speed by calculating 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 expected high rpm detected, The Fail-Safe function will be set by the TCM if this code is detected.
The input (turbine) speed sensor outputs waveform signals according to the revolutions of the input shaft, installed in front of End clutch retainer, of the transmission. The TCM determines the input shaft speed by calculating 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 (PG-A), when the vehicle is running faster than 30 km/h. The Fail-Safe function will be set by the TCM if this code is det
The OUTPUT SPEED SENSOR (PG-B) outputs waveform signals according to the revolutions of the output shaft of the transmission. The OUTPUT SPEED SENSOR (PG-B) is installed in front of the Transfer Drive Gear and determine the Transfer Drive Gear rpms by calculating the frequency of the pulses. This value, together with the throttle position data, is mainly used to decide the optimum gear position.
The PCM/TCM sets this code if the calculated value of the signals is noticeably different from the value calculated, using the Vehicle Speed Sensor output, when the vehicle is running faster than 30 km/h (18.6mph). The PCM/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 input speed is 1000 rpm and the 2nd gear ratio is 2.846, then the output speed is about 2846 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 input speed is 1000 rpm and the 2nd gear ratio is 1.581, then the output speed is 1581 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 input speed is 1000 rpm and the 3rd gear ratio is 1.000, then the output speed is approx. 1000 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 input speed is 1000 rpm and the 4th gear ratio is 0.685, then the output speed is 685 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 PCM/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 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 PCM/TCM increases the duty ratio to engage the Damper Clutch by monitoring slip rpms (difference value between engine speed and turbine speed). To decrease the slip of the Damper Clutch, the PCM/TCM increases the duty ratio by applying more hydraulic pressure.
When slip rpm does not drop under some value with 100% duty ratio, the PCM/TCM determines that the Torque Converter Clutch is stuck OFF and sets this code.
The PCM/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 PCM/TCM increases duty ratio, to engage the Damper Clutch, by monitoring slip rpms. (difference in value between engine speed and turbine speed). However, If a very small amount of slip rpm is maintained, the TCM applies 0% duty ratio value, then the TCM judges that the Torque Converter Clutch is stuck ON and sets this code.
The PCM/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 the 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 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 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 TCM judges that the DCCSV circuit is malfunctioning and sets this code.
The Pressure Control Solenoid Valve A (PCSV A) converts the electric signals, which are controlled by the TCM, into hydraulic pressure.
The PCSV A controls the hydraulic pressure, which is applied to the Clutches and Brakes, to reduce the shift shock during shifting.
The PCM/TCM checks the Pressure Control Solenoid Valve signals by monitoring the feedback signals 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 PCSV A drive circuit is malfunctioning and sets this code.
The Automatic Transmission changes the gear position of the transmission utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. The New Alpha Automatic Transmission consists of a: LR (Low and Reverse Brake), KD (Kick Down Brake), FC (Front Clutch), RC (Rear Clutch), and EC (End Clutch). The gear position is determined by the combination of 3 kinds of Shift Control Solenoid Valves. (SCSV A, SCSV B, SCSV C)
The PCM/TCM checks the Shift Control Solenoid Valve A 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 SCSV A control solenoid 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 New Alpha Automatic Transmission consists of a: LR (Low and Reverse Brake), KD (Kick Down Brake), FC (Front Clutch), RC (Rear Clutch), and EC (End Clutch). The gear position is determined by the combination of 3 kinds of Shift Control Solenoid Valves. (SCSV A, SCSV B, SCSV C)
The TCM checks the Shift Control Solenoid Valve B 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 SCSV B control solenoid 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 New Alpha Automatic Transmission consists of a: LR (Low and Reverse Brake), KD (Kick Down Brake), FC (Front Clutch), RC (Rear Clutch), and EC (End Clutch). The gear position is determined by the combination of 3 kinds of Shift Control Solenoid Valves. (SCSV A, SCSV B, SCSV C)
The TCM checks the Shift Control Solenoid Valve C 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 SCSV C control solenoid circuit is malfunctioning and sets this code.
The Pressure Control Solenoid Valve B (PCSV B) converts the electric signals, which are controlled by the TCM, into hydraulic pressure. The PCSV B is designed to control the Rear Clutch and related skip shift from 4th to 2nd or from 2nd to 4th.
The TCM checks the Pressure Control Solenoid Valve signals by monitoring the feedback signals 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 PCSV B drive circuit is malfunctioning and sets this code.
The KICK DOWN BRAKE is one of the New Alpha automatic transmissions members, which is engaged in the 2nd or 4th gear position, and is released in the 1st or 3rd gear position. The Kick Down Servo switch is installed inside the Kick down brake to provide the optimum hydraulic pressure control by checking the position of the kickdown brake. The Kick Down Server switch is OFF when the gear is in the 2nd or 4th position, and the switch is ON when the gear is 1st or 3rd position.
The TCM sets this code if the Kick Down Servo switch is ON when the gear is in the 2nd or 4th position, or the switch is OFF when the gear is in the 1st or 3rd position.
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.
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.
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 or the vehicle communications method, which is now widely used to transfer the vehicle data.