Automatic Transaxle System: Other Kia Rio II рестайлинг

Front clutch

Front clutch is engaged at 3rd gear of D range and R range. When it is engaged, reverse sun gear of the planetary gear rotates.

Power flow

Input shaft --> Rear clutch retainer--> Front clutch--> Kick-down drum--> Reverse sun gear--> Long pinion--> Ring gear--> Transfer driven gear

Scheme 45

Rear clutch

Rear clutch is engaged at 1st~3rd gear of D/2/L range. When it is engaged, forward sun gear of the planetary gear rotates.

Power flow

Input shaft--> Rear clutch retainer--> Rear clutch--> Rear clutch hub--> Forward sun gear--> Short pinion

Scheme 46

End clutch

End clutch is engaged at 4th gear (Actually, end clutch is being engaged from 3rd gear. This is only for smooth shifting to 4th gear). When it operates, planetary carrier rotates.

Power flow

Input shaft--> End clutch retainer--> End clutch--> End clutch hub--> End clutch shaft--> Planetary carrier--> Ring gear--> Transfer driven gear

Scheme 47

Kick down brake

End clutch is composed of a kick down brake band, drum, servo piston and servo switch. It is engaged at 2nd&4th gear. When it operates, reverse sun gear of the planetary gear is held.

Power flow

Kick down brake--> Kick down drum hold--> Reverse sun gear hold

Scheme 48

The kickdown brake is a band type brake; it is composed of a kickdown band, drum, kickdown servo, switch and anchor.

When the 2nd pressure is admitted to the apply side chamber of kickdown servo cylinder, the kickdown piston and rod moves toward the left, tightening the brake band to hold the kickdown drum. As a result, the reverse sun gear (interlocked with the kickdown drum) is held. This brake functions during 2nd gear and during overdrive.

The kickdown servo switch detects the position of the kickdown piston just before the brake is applied, and sends the signal to the transaxle control module. Using this signal, the transaxle control module controls the 2nd pressure both before, and during application of the brake. In the initial control stage or until just before the kickdown brake is applied, a higher 2nd pressure is supplied to the kickdown servo so that the kickdown piston con move quickly for faster response to the kickdown condition that has been initiated. In the second control stage or while the brake is being applied, the 2nd pressure is regulated at an optimum level so that the band is tightened on the drum the proper amount for good kickdown "feeling".

Scheme 49

Low&Reverse brake

Low & Reverse brake is engaged at 1st gear of L range and R range. When it operates, the planetary carrier is held.

Power flow

Low & Reverse brake--> Planetary carrier hold

Scheme 50

Low & reverse brake is of the multiple disc type and is composed of a center support, disc plates and a piston.

The brake operates when the shift is in 1st gear in the "L" range or back gear. It fastens the carrier in the planetary gearing set. That is, the shafts of the long and short pinions are fastened.

Scheme 51

One Way Clutch (O.W.C)

One-way clutch is of the sprag type and is incorporated between the pinion carrier and the center support.

In 1st gear (D or 2 range), the long pinion rotates clockwise. This reduces a force which has the tendency to cause the carrier is blocked from rotating in that direction by the one-way clutch. As a result, the long pinion transmits its force to the annulus gear. The carrier, which is coupled with the one-way clutch outer race, is free to turn in clockwise direction. In an engine braking condition under which the annulus gear is turned first, the carrier turns clockwise freely and, therefore, the engine braking effect is not obtained.

Scheme 52

Planetary Gear

The planetary gear set incorporated in this transaxle consists of a forward sun gear, a reverse sun gear, a short pinion, a carrier to support both pinions, and an annulus gear.

The reverse sun gear is connected to the front clutch retainer via the kickdown drum, while the forward sun gear is connected to the rear clutch hub.

The carrier is built in one unit with the low reverse brake's hub and the outer race of the one-way clutch. The carrier is connected to the end clutch via the end clutch shaft.

The annulus gear, to which the output flange is connected, conveys driving force to the transfer drive gear installed on the output flange. And the parking sprag is provided on the outer circumference of the annulus gear.

The Ravigneaux type plnetary gear set consists of two sun gears, each meshing with one of two sets of planetary pinion gears in a single carrier, and a single annulus gear that meshes with one of the sets of pinions. The two sun gears are called the forward and the reverse sun gears, for the gear conditions they operate in. Power input is to either of these two sun gears. Power output is through the annulus gear, which has the parking sprag on the outer circumstance. Various holding elements are built into gear set components.- Ravigneaux type planetary gear ratio.

Scheme 53

Parking Mechanism

When the shaft is in the "P" range, the parking pawl engages with the parking sprag provided on outer circumference of the annulus gear to fasten the output shaft, to prevent the wheels from rotating. In other words, when the select lever is set to the "P" range, the detent plate and the parking sprag rod move in the direction of arrow, causing the cam on the parking sprag rod to push up the parking pawl to engage with the sprag.

In case the parking pawl collides against a crest of the sprag, only the rod moves because the parking pawl cannot be moved upward, and the cam, while pressing the spring, collides with the parking pawl and the support, and is with held in this condition. If the car is moved even slightly in this condition, the turning of wheels causes the annulus gear to turn as well. Since the cam is pressed in the direction of arrow, the parking pawl is pushed up as a bottom of the sprag aligns with the parking sprag to engage with the sprag.

In this way, the parking mechanism eliminates any chances of the vehicle from being.

TROUBLESHOOTING CHART

Scheme 54

Power flow

POWER FLOW REFERENCE CHART

For each shift condition, certain holding units in the transaxle are used. Knowing which holding element is used and how they are connected in the transaxle, we can trace the power flow through the transaxle for each shift condition. One set of pinions, the short pinions, meshes with the reverse sun gear.

The other set, the long pinions, meshes with both the forward sun gear and with the annulus gear. The two sets of pinions also mesh with each other in pairs. The pinion carrier is built as a unit with the low reverse brake hub and the outer race of the one-way clutch. Power input is to either of the two sun gears.

The reverse sun gear is connected to the front clutch retainer through the kick-down drum. The forward sun gear is connected to the rear clutch hub. So by engaging either the front or the rear clutch, power is directed to either the reverse or the forward sun gear. When both front and rear clutches are engaged, the gear set is locked, and power passes directly through the transaxle. Power output is through the annulus gear, which has the parking sprag on the outer circumference and is connected to the output flange.

1st Gear ("D" and "2" range)

Operating elements: Rear Clutch, One-Way Clutch

Scheme 55

1st Gear ("L" range)

Operating elements: Rear Clutch, Low & Reverse Brake

Scheme 56

2nd Gear ("D" and "2" range)

Operating elements: Rear Clutch, Kick Down Brake

Scheme 57

3rd Gear ("D" range)

Operating elements: Front Clutch, Rear Clutch, End Clutch

Scheme 58

4th Gear ("D" range)

Operating elements: Front Clutch, Rear Clutch, End Clutch

Scheme 59

"R" range

Operating elements: Front Clutch, Low & Reverse Brake

Scheme 60

Hydraulic Control System

1. The hydraulic pressure during gear shifting engages the clutches and applies the brakes. It is regulated by the pressure control valve. The hydraulic pressure that works on the pressure control valve is further regulated by the pressure control solenoid valve which functions under the control of the transaxle control module. The transaxle control module controls the solenoid valve using a duty cycle signol, thus providing appropriate regulation of the hydraulic pressure.
2. The transaxle control module decides the timing of the gear-shifting period (during which it performs hydraulic pressure control for gear shifting) according to the change in the kickdown drum rotating speed that it detects. The module identifies the time just before the kickdown brake is applied and uses that as the timing for initiating control of the hydraulic pressure that is to be applied to the kickdown brake.
3. TCM detects torque change ratio (turbine speed change ratio in torque converter). If input torque is larger than the preset torque in TCM, TCM controls the duty of PCSV and changes oil pressure. Shift shock will be alleviated due to torque control. Torque change ratio is applied differently according to each pattern.
4. When the transaxle is cold, the fluid viscosity is high, causing slower oil pressure response. In such conditions, the transaxle control module provides a correction for the oil pressure by changing the control duty of the pressure control solenoid valve. This control is performed when the fluid temperature as indicated by the oil temperature sensor is lower than 60°C (140°F).
5. After the engine has been started and the vehicle is in motion, the transaxle control module continues to refine its performance for smoothest possible gear shifting. The hydraulic control system consists of an oil pump that generates hydraulic pressure for A/T. It also has valves and solenoid valves that control the hydraulic pressure or switch the oil passage. The valves and solenoid valves are all built into the valve body. For better and smoother shift quality, the rear clutch pressure is controlled independently, 4th-->2nd gear skip shift is available and the line pressure at 3rd/4th gear is reduced. There are 6 solenoid valves are incorporated on the valve body. 2 of those are duty-controlled type and the rest are ON/OFF type. Duty control type: Pressure control solenoid valve A/B, Damper clutch control solenoid valve ON/OFF type: Shift control solenoid valve A/B/C If the mechanical malfunction such as valve sticking occurred, the fail-safe valve has been adopted to prevent interlock. The line pressure is regulated at the 4th speed to improve the efficiency of power transmission. This function is performed by High-low pressure valve and regulator valve.

Oil Pump

Oil pump generates pressure for supplying oil to the torque converter, for lubricating frictional parts of the planetary gearing set and the overrunning clutch, etc.., and for activating the hydraulic control system.

The pump is one of the inner-teeth engaging trochoid type. It always generates the oil pressure when the engine is running since the drive gear is driven by 2 pawls of the pump drive hub welded at the center of the torque converter shell.

Scheme 61

Scheme 62

Scheme 63

PRESSURE CONTROL VALVE-A, B

Pressure control valve A, B regulate the pressure supplied to each clutch under the control of the pressure control solenoid valve A, B to eliminate shock at the time of shifting.

Scheme 64

1. Pressure control valve A - Not operated

Scheme 65

1. Pressure control valve A - Operation

Scheme 66

1. Pressure control valve B - Not Operated

Scheme 67

1. Pressure control valve B - Operation The main function of this valve controls the rear clutch independently.

SHIFT CONTROL VALVE (SCV) AND SOLENOID VALVE-A, B, C (SCSV-A, B, C)

The line pressure acting upon the shift control valve is controlled by the two shift control solenoid valves (which are switch ON and OFF according to the shifting gear by the transaxle control module command), and the shift control valve is activated according to the shifting gear, thus switching the oil passages.

The relationship of the shifting gear and the ON-OFF switch of shift control solenoid valve "A", "B" and "C" is shown in the table below.

SHIFT CONTROL SOLENOID VALVE OPERATION CHART

CONTROL SWITCH VALVE (CSV) & END CLUTCH (E/C) VALVE

1. Function

Switching the pressure of E/C and SA

Scheme 68

Scheme 69

1. 2nd Gear 2nd pressure is supplied from SA through the CSV. SCSV-C maintains OFF as well as 2nd gear.

Scheme 70

1. 2nd --> 3rd gear SCSV-C maintains OFF as well as 2nd gear. The E/C pressure from shift control valve is intercepted at the E/C valve during up-shifting from 2nd to 3rd gear. SA pressure is supplied from 1-2 shift valve, but the front clutch and SR pressure is also supplied from the 2-3/4-3 shift valve, so the both SR and SA pressure will be set off..

Scheme 71

1. 3rd gear SCSV-C is changed from OFF to ON. The E/C pressure is supplied from 1-2 shift valve at the CSV after finishing the up-shifting from 2nd to 3rd gear. SA pressure is supplied from shift control valve, but the front clutch and SR pressure is also supplied from the 2-3/4-3shift valve, so the both SR and SA pressure will be set off.

Scheme 72

Scheme 73

1. Operating elements OPERATING ELEMENTS REFERENCE CHART Speed R/C E/C K/D 4th - o o 2nd o - o
2. Controls R/C engaging duty control E/C releasing duty control Continuous switching to SA
3. Description R/C engaging duty control E/C releasing duty control 4 --> 2 Skip shift only (SCSV-C ON) When releasing the E/C clutch pressure, it is controlled by duty of PCSV-A only in case of 4 --> 2 skip shift. Continuous switching to SA From (SCV) to SA through (CSV)

Scheme 74

Scheme 75

1. TCM malfunction in 1st or 2nd gear CUTTING OFF THE E/C PRESSURE BY E/C VALVE FAIL SAFE FUNCTION CHART Speed F/C R/C E/C K/D 1st o 2nd o o Fail o o F/C, SR : from 2-3/4-3 shift valve R/C : from PCV-B SA : from 1-2 shift valve
2. TCM malfunction in 1st or 2nd gear If the hydraulic pressure is supplied to E/C and the F/C, SR pressure is delayed FAIL SAFE FUNCTION CHART Speed F/C R/C E/C K/D 1st o 2nd o o Fail o o R/C, E/C, S/A : interlock NOTE: SA : Servo Apply pressure F/C : Front Clutch pressure R/C : Rear Clutch pressure K/D : Kick Down SCV : Shift Control Valve CSV : Control Switch Valve PCSV : Pressure Control Solenoid Valve SCSV : Shift Control Solenoid Valve PCV : Pressure Control Valve RCEV : Rear Clutch Exhaust Valve

Scheme 76

Scheme 77

Scheme 78

Scheme 79

Scheme 80

Scheme 81

Scheme 82

Scheme 83

SENSOR AND ACTUATOR FUNCTION

SENSOR AND ACTUATOR FUNCTION CHART

Scheme 84

INTEGRATED TCM SIDE CONNECTOR

INTEGRATED TCM INPUT/OUTPUT TERMINAL VOLTAGE REFERENCE CHART

Scheme 85