Diagnosis - A4CF2: Overview Kia Spectra I рестайлинг 2

DESCRIPTION

The new small sized automatic transaxle (A4CF2) is for beta 2.0 gasoline engine.

The transaxle (A4CF2) is improved on the durability, fuel consumption and efficiency by the new main features as followed.

The new main features

1. The hydraulic centrifugal oil pressure balance piston.
2. The full line pressure variable control system.
3. The long travel damper clutch.
4. The disc type return spring.
5. The ultra flat torque converter.

GENERAL DESCRIPTION

The TCU check ROM I.D all the time, in order to maintain for best condition and surrounding.

DTC DESCRIPTION

The TCU set this code When the ROM I.D is changed by external force or input non-available data.

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 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.

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).

Refer to DTC P0711 .

Refer to DTC P0711 .

Refer to DTC P0711 .

Refer to DTC P0711 .

The input (turbine) speed sensor outputs pulse-signals according to the revolutions of the input shaft of the transmission. The PCM/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 PCM/TCM sets this code if an output pulse-signal is not detected, from the input speed sensor, when the vehicle is running faster than 19 Mile/h (30 Km/h). The Fail-Safe function will be set by the PCM/TCM if this code is detected.

Refer to DTC P0716 .

Refer to DTC P0716 .

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 19 Mile/h (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 1,592 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 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 PCM/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 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 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.

Refer to DTC P0741 .

The TCM increases the duty ratio to engage the Damper Clutch by monitoring the slip RPM (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/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/TCM judges that DCCSV circuit is malfunctioning and sets this code.

Variable Faced Solenoid (Linear Solenoid): With the duty control which uses higher frequency (600Hz), instead of the existing PWM type which adapts low frequency (60Hz) to control, spool valve can be controlled precisely.

In PWM control, the amount of oil flow is determined by the duration of "ON" signal among continuously repeated ON/OFF signals.

In VFS, the amount is decided by how widely spool valve open the passage of going through.

The TCM checks the VFS 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.

The Automatic transmission changes the gear position of the transmission by utilizing a combination of clutches and brakes, which are controlled by solenoid valves. This HIVEC automatic transmission consists of a: LR (Low and Reverse Brake), 2ND (2nd Brake), UD (Under Drive Clutch), OD (Over Drive Clutch).

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 PCM/TCM judges that the Low and Reverse control solenoid circuit is malfunctioning and sets this code.

Refer to DTC P0750 .

The PCM/TCM checks the Under Drive 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/TCM judges that Under Drive Clutch control solenoid circuit is malfunctioning and sets this code.

Refer to DTC P0750 .

The PCM/TCM checks the 2nd brake drive 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/TCM judges that 2nd Brake drive control solenoid circuit is malfunctioning and sets this code.

Refer to DTC P0750 .

The PCM/TCM checks the Under Drive 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/TCM judges that the OVER DRIVE CLUTCH drive control solenoid circuit is malfunctioning and 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 communication methods, which is now widely used to transfer the vehicle data.

The TCM reads data on the CAN-BUS line and checks whether the data is equal to the data which the TCM sent before. If the data is not the same the TCM decides that either the CAN-BUS line or TCM are malfunctioning and sets this code.

TCM calculates the best condition using the information from all kinds of sensors. If the solenoid valve receives the information on the oil pressure, the solenoid valve actuates according to the driving signal. All kinds of regulators in the valve body are controlled to change the oil passage and also the line pressure is controlled by TCM.

Scheme 16

1. PWM (Pulse Width Modulation) SOLENOID VALVE

Structure and functions

PWM solenoid valve is composed of five solenoid valves and the oil capacity in the solenoid valve is changed by the electric duty value of TCM. The oil pressure of the valve body and the torque converter engages or disengages the damper clutch. The solenoid valves send the operating oil pressure to the clutches and brakes at the each range and also control the strength and weakness of oil pressure to reduce the shock when shifting the range.

Scheme 17

Scheme 18

PWM (PULSE WIDTH MODULATION) SOLENOID

PWM (PULSE WIDTH MODULATION) SOLENOID VALVE CONTROL FEATURE

Scheme 19

PWM solenoid valve is controlled linearly according to the duty ratio.

Oil pressure range: 0~4.3 kgf/cm 2

PWM SOLENOID VALVE SPECIFICATIONS

Scheme 20

Scheme 21

Scheme 22

1. Remove the battery terminal.
2. Lift the vehicle.
3. Remove the under cover.
4. Loosen the drain plug and drain the transaxle oil.
5. Remove the oil pan.
6. Remove the oil filter.
7. Remove the valve body.
8. Disconnect the main harness (A) from valve body.
9. Remove the solenoid valve assembly (A).

Scheme 23

1. Install the solenoid valve. CAUTION: Apply the ATF oil or White Vaseline to the O-ring not to be damaged.
2. Connect the solenoid valve connector to the valve body. CAUTION: When connecting the solenoid valve connector, check the connector for rust, dirt, or oil, then reconnect it.
3. Remove the valve body. TORQUE: 10~12 Nm (100~120 kgf.cm, 7~8 lb-ft)
4. Install the oil filter. TORQUE: 10~12 Nm (100~120 kgf.cm, 7~8 lb-ft)
5. Continue to apply liquid gasket at application points at the oil pan with ø2.5 mm (0.098 in.) thickness. Liquid gasket Part name: Threebond 1281B
6. Tighten the mounting bolt with the specified torque after installing the oil pan. TORQUE: 10~12 Nm (100~120 kgf.cm, 7~8 lb-ft)
7. Install the drain plug. TORQUE: 35~45 Nm (350~450 kgf.cm, 25~32 lb-ft)
8. Installation is the reverse of the removal.

VFS valve controls the regulator valve and varies the line pressure from 4.5 bar to 10.5 bar according to the throttle open angle and the shift range. The holder is installed on the upper side of the case and the filter is installed to the two places on the holder outside to prevent the strange material from flowing in the VFS.

Scheme 24

VFS (VARIABLE FORCE SOLENOID) VALVE CONTROL FEATURE

Scheme 25

PWM solenoid valve is controlled linearly according to the current value.

VFS VALVE SPECIFICATIONS

Scheme 26

1. Remove the battery terminal.
2. Lift the vehicle.
3. Remove the under cover.
4. Loosen the drain plug and drain the transaxle oil.
5. Remove the oil pan.
6. Remove the oil filter.
7. Remove the valve body.
8. Disconnect the VFS solenoid valve connector (A) from the valve body.
9. Remove the solenoid valve assembly.

INPUT SPEED SENSOR DESCRIPTION Sensor type Type: HALL SENSOR Operating voltage: DC 12V Current consumption: 22mA (Max) Function Input shaft speed sensor: Detect the input shaft rotation at the OD & REV retainer side to control oil pressure when shifting. Feedback control, clutch-clutch control, damper clutch control, shift range control, incorrect ratio control and sensor trouble detection signal. Connector

Scheme 27

Scheme 28

INPUT SPEED SENSOR SPECIFICATIONS

Scheme 29

Scheme 30

1. Remove the battery terminal.
2. Remove the battery and battery tray.
3. Remove the air duct.
4. Remove the air cleaner assembly. (Refer to the «AUTOMATIC TRANSAXLE-REMOVAL/INSTALLATION»(ref-270461-S20153699902007110600000) procedures)
5. Remove the input shaft speed sensor connector (A).
6. Remove the input shaft speed sensor (A).

OUTPUT SPEED SENSOR DESCRIPTION Sensor type Type: HALL SENSOR Output voltage: DC 12V Current consumption: 22mA (Max) Function Output shaft speed sensor: Detect the output shaft RPM (T/F DRIVE GEAR RPM) at the T/F drive gear Feedback control, clutch-clutch control, damper clutch control, shift range control, incorrect ratio control and sensor trouble detection signal. Connector

Scheme 31

OUTPUT SPEED SENSOR SPECIFICATIONS

Scheme 32

Scheme 33

1. Remove the battery terminal.
2. Remove the battery and battery tray.
3. Remove the air duct.
4. Remove the air cleaner assembly. (Refer to the «AUTOMATIC TRANSAXLE-REMOVAL/INSTALLATION»(ref-270461-S20153699902007110600000) procedures)
5. Remove the output shaft speed sensor connector (A).
6. Remove the output shaft speed sensor (A).

TRANSAXLE OIL TEMPERATURE SENSOR DESCRIPTION Sensor type Type: Thermistor Use available temperature :-40~160°C (-40~320°F) Function and feature Detect the temperature of ATF through the thermistor which is exposed outside. When shifting the range, it is used as the oil pressure control information. Connector

Scheme 34

TRANSAXLE OIL TEMPERATURE SENSOR SPECIFICATIONS

Scheme 35

Scheme 36

Scheme 37

Scheme 38

Scheme 39

1. Remove the battery terminal.
2. Lift the vehicle.
3. Remove the under cover.
4. Loosen the drain plug (A) and drain the transaxle oil.
5. Remove the oil pan (A).
6. Remove the oil filter (A).
7. Remove the valve body.
8. Disconnect the oil temperature sensor connector (A) from the valve body.

Scheme 40

1. Connect the oil temperature sensor connector to the valve body. CAUTION: When connecting the oil temperature connector, check the connector for rust, dirt, or oil, then reconnect It.
2. Install the valve body. TORQUE: 10~12 Nm (100~120 kgf.cm, 7~8 lb-ft) NOTE: 6X30 mm (A): 17EA, 6X35 mm (B): 1EA, 6X40 mm (C): 1EA, 6X55 mm (D): 1EA, 6X60 mm (E): 1EA
3. Install the oil filter. TORQUE: 5~7 Nm (50~70 kgf.cm, 4~5 lb-ft)
4. Continue to apply liquid gasket at application points at the oil pan with ø0.098 in. (2.5 mm) thickness. Liquid gasket Part name: Threebond 1281B
5. Tighten the mounting bolt with the specified TORQUE after installing the oil pan. TORQUE: 10~12 Nm (100~120 kgf.cm, 7~8 lb-ft)
6. Install the drain plug. TORQUE: 35~45 Nm (350~450 kgf.cm, 25~32 lb-ft)
7. Installation is the reverse of the removal.

TRANSAXLE RANGE SWITCH DESCRIPTION

Scheme 41

Scheme 42

1. Remove the battery terminal.
2. Remove the battery and battery tray.
3. Remove the air duct.
4. Remove the air cleaner assembly (Refer to the «AUTOMATIC TRANSAXLE-REMOVAL/INSTALLATION»(ref-270461-S20153699902007110600000) procedures).
5. Disconnect the inhibitor switch connector (A).
6. Remove the control cable (A) from the manual control lever.
7. Remove the inhibitor switch (A) and manual control lever (B).