DESCRIPTION
The A5SR1/2 is a 5-speed, electronically controlled transmission featuring sports mode shifting. The control valve assembly features an integrated electronic control unit
GENERAL DESCRIPTION
The TCU checks the ROM ID whenever the ignition key is ON.
DTC DESCRIPTION
When the ROM ID checks fails.
The TCM monitors voltage supplied to solenoid valve.
The TCM sets this code when supply voltage to TCM is lower or higher than specification.
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 TRANSMISSION Range Switch, simultaneously.
The TCM sets this code when patterns are out of specifications.
The TRANSMISSION Range Switch has no output signal for an extended period of time.
The Automatic Transmission Fluid (ATF) temperature sensor A is installed in the INHIBITOR SWITCH and fluid (ATF) temperature sensor B is installed in the valve body. Sensor B measured the temperature of the oil flowing from the torque converter, The TCM supplies a 5V reference voltage to the sensor, and the output voltage of the sensor changes when the ATF temperature varies.
This DTC is for checking sensor failure. This code is set if the temperature data from Oil Temperature sensor is fixed between -4°F and 32°F or 32°F and 68°F for 10min.
Refer to DTC P0711 .
Refer to DTC P0711 .
Refer to DTC P0711 .
Refer to DTC P0711 .
The Input Sensor of RXC Auto transmission is composed of S1 (Sensor1) and S2(Sensor2). S1 inputs signal to TCM only at 4th gear and S2 does at 1st, 2nd, 3rd, 4th and 5th gear. Therefore, sensing pulse frequency generated by both signals, TCM calculates Input shaft speed and compute Turbine rotation. 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 1 or 2, when the vehicle is running faster than 5MPH(8km/h). The Fail-Safe function will be set by the TCM if this code is detected.
Refer to DTC P0716 .
Refer to DTC P0716 .
The OUTPUT SPEED SENSOR outputs waveform signals according to the revolutions of the output shaft of the transmission. The Output Speed Sensor is installed in front of the Parking Gear to determine the Parking Gear RPM 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 signals is noticeably different from the value calculated, using the Vehicle Speed Sensor output, when the vehicle is running faster than 15.6MPH(25km/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 3.827, then the input speed is 3827 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.
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 2.368, then the input speed is 2368 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.
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 1.520, then the input speed is 1520 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.
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 1.000, then the input speed is 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 4th gear ratio, while the transaxle is engaged in 4th gear.
The value of the input shaft speed should be equal to the value of the output shaft speed, when multiplied by the 5th gear ratio, while the transaxle is engaged in the 5th gear. For example, if the output speed is 1,000 RPM and the 5th gear ratio is 0.834, then the input speed is 834 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 5th gear ratio, while the transaxle is engaged in 5th gear.
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 current is from 0.05A (unlocked) to 0.75A (locked).
The PCM/TCM increases the duty ratio to engage the Damper Clutch by monitoring slip RPM (difference value between engine speed and turbine speed).
To decrease the slip of the Damper Clutch, the TCM increases the duty ratio by applying more hydraulic pressure. When slip RPM does not drop within specifications 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 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 current is from 0.05A (unlocked) to 0.75A (locked).
The 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 line pressure solenoid valve regulates the oil pump discharge pressure to suit the driving condition in response to a signal sent from the TCM, The line pressure duty cycle valve is not consistent when the closed throttle position signal is "ON".
To confirm the line pressure duty cycle at low pressure, the accelerator (throttle) should be open until the closed throttle position signal is "OFF".
The Automatic Transmission changes the gear position of the transmission utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. Input clutch solenoid valve is controlled by the TCM in response to signals sent from the inhibitor switch, vehicle speed sensor and accelerator pedal position sensor (throttle position sensor). Gears will then be shifted to the optimum position.
This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.
The Automatic Transmission changes the gear position of the transmission utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. Front brake solenoid valve is controlled by the TCM in response to signals sent from the inhibitor switch, vehicle speed sensor and accelerator pedal position sensor (throttle position sensor). Gear will then be shifted to the optimum position.
This is not only caused by electrical malfunction (circuit open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.
The Automatic Transmission changes the gear position of the transmission utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. Direct clutch solenoid valve is controlled by the TCM in response to signals sent from the inhibitor switch, vehicle speed sensor and accelerator pedal position sensor (throttle position sensor). Gears will then be shifted to the optimum position.
This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.
The Automatic Transmission changes the gear position of the transmission utilizing a combination of Clutches and Brakes, which are controlled by solenoid valves. High & low reverse clutch solenoid valve is controlled by the TCM in response to signals sent from the inhibitor switch, vehicle speed sensor and accelerator pedal position sensor (throttle position sensor). Gears will then be shifted to the optimum position.
This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.
Low coast brake solenoid valve is turned "ON" or "OFF" by the TCM in response to signals sent from the inhibitor witch, vehicle speed sensor and accelerator pedal position sensor (throttle position sensor). Gears will then be shifted to the optimum position.
This is not only caused by electrical malfunction (circuits open or shorted) but also by mechanical malfunction such as control valve sticking, improper solenoid valve operation.
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 TRANSMISSION Range Switch, simultaneously.
The TCM sets this code when patterns are out of specifications.
The TRANSMISSION Range Switch has no output signal for an extended period of time.
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.
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent malfunction detection ability.
In CAN communication, control units are connected with 2 communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
Refer to DTC U0001 .
Refer to DTC U0001 .