Automatic Transaxle System: Overview Kia Sportage II

DESCRIPTION

The automatic transmission is a combination of 3-element 2-phase 1-stage torque converter and double shaft electrically-controlled unit which provides 4 speeds forward and 1 reverse. The entire unit is in line with the engine.

OPERATION COMPONENTS AND FUNCTION

OPERATION COMPONENTS AND FUNCTION

Scheme 33

OPERATION OF EACH VALVE

Torque converter pressure control valve: The function of this valve is to maintain a constant pressure within the torque converter.

Damper clutch control valve: Its function is to control the hydraulic pressure that acts on the Damper Clutch. Manual valve: The position of the manual valve is determined by the selector lever and applies or cuts line pressure to different valves.

Pressure control valve & Solenoid valve: The pressure control valve prevents a rapid decrease in hydraulic pressure when the clutch becomes disengaged. It also reduces the sharp increase in input shaft speed during clutch to clutch control.

Switch valve: When the OD clutch is applied, the hydraulic pressure is applied to the regulator valve via the switch valve. Hence, the line pressure is reduced at 3rd and 4th gear.

Fail Safe Valve-A: During fail safe mode, this valve releases the pressure in the LR Brake.

Fail Safe Valve-B: During fail safe mode, this valve cuts the pressure from the 2nd pressure control valve to 2nd brake.

The electronic control system used in the new generation auto transaxle is far superior to the previous systems. This system is able to adopt a variable shift pattern for smooth and problem free shifting.

A solenoid valve is applied to each of the clutches and brakes and is independently controlled. Feedback control and correction control is performed in all gears as well as utilization of mutual control system to increase shift feeling. The torque converter damper clutch uses a partial lock up and full lock-up system. An additional control method called the HIVEC system (neural network) is adopted to increase shift feeling.

Scheme 34

IDENTIFICATION COLOR OF EACH SOLENOID VALVES

SOLENOID VALVES IDENTIFICATION COLOR

1. L/R solenoid valve controls the direct clutch in 5A/T as well as low-reverse brake

Scheme 35

Wave Form with High-scan

Solenoid valve ON: Hydraulic pressure is released from corresponding clutch or brake.

Solenoid valve OFF: Hydraulic pressure is supplied to corresponding clutch or brake.

Except) DCCSV: When the DCCSV is ON, the damper clutch is operated.

Scheme 36

OPERATION FLOW

1. Select vehicle and system (Refer to «HOW TO SELECT VEHICLE AND SYSTEM»(ref-226850-S09709555882006032900000) )
2. Select 1.1 DIAGNOSTIC TROUBLE CODES

1. Select "1.1 DIAGNOSTIC TROUBLE CODES" (Refer to «HOW TO READ DTC»(ref-226850-S01500804252006032900000) )
2. Select "ERAS" key on the Diagnostic Trouble codes mode.
3. Select "1.2.2. ERASE FAULT CODE"

GENERAL DESCRIPTION

TCM (PCM) saves "LEARNING VALUE" and keeps it at certain value. Through this process, the "LEARNING VALUE" is protected from being erased at disconnecting Battery cable and maintaining related components.

DTC DESCRIPTION

The TCM (PCM) is detected an unexpected communication error with "EEPROM", the TCM (PCM) sets this code.

Scheme 37

Scheme 38

1. Ignition "ON" & Engine "OFF".
2. Disconnect the "C89-2" of TCM (PCM) connector.
3. Measure the voltage between terminal "8" of the "C89-2" of TCM (PCM) harness connector and chassis ground. Specification: Approx. B+
4. Is voltage within specifications? YES Fault is intermittent caused by poor contact in the sensor's and/or TCM (PCM)'s connector or was repaired and TCM (PCM) memory was not cleared. And Go to «COMPONENT INSPECTION»(ref-226850-S13027513582006032900000) procedure. NO Check the Fuse 37-10A is installed or not blown. Check for open in harness. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-226850-S14114138462006032900000) " procedure.

Refer to DTC P0560 BACK-UP LINE FOR POWER .

The HIVEC 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 on the uphill.

The TCM (PCM) 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).

Scheme 39

Scheme 40

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 TRANSAXLE RANGE SENSOR - LOW .

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 (PCM) supplies a 5V reference voltage to the sensor, and the output voltage.

This DTC code is set when the ATF temperature output voltage is lower than a value generated by thermistor resistance, in a normal operating range, for approximately 1 second or longer. The TCM (PCM) regards the ATF temperature as fixed at a value of 80°C (176°F).

Scheme 41

Scheme 42

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 (PCM) 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 (PCM)'s control of the Torque Converter Clutch, and is also used for many other purposes.

Refer to DTC P0711 TRANSAXLE FLUID TEMPERATURE SENSOR RATIONALITY .

Refer to DTC P0712 FLUID (OIL) TEMPERATURE SENSOR CIRCUIT - LOW .

Refer to DTC P0711 TRANSAXLE FLUID TEMPERATURE SENSOR RATIONALITY .

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

Refer to DTC P0715 INPUT SPEED SENSOR CIRCUIT .

Refer to DTC P0715 INPUT SPEED SENSOR CIRCUIT .

Scheme 43

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 (PCM) 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 30 km/h. The TCM (PCM) will initiate the fail safe function if this code is detected.

Refer to DTC P0720 OUTPUT SPEED SENSOR CIRCUIT .

Refer to DTC P0720 OUTPUT SPEED SENSOR CIRCUIT .

Refer to DTC P0720 OUTPUT SPEED SENSOR CIRCUIT .

Refer to DTC P0720 OUTPUT SPEED SENSOR CIRCUIT .

Scheme 44

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.

Scheme 45

Scheme 46

Scheme 47

Scheme 48

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "ENGINE SPEED, INPUT SPEED SENSOR, OUTPUT SPEED SENSOR, GEAR POSITION" parameter on the scantool.
4. Perform the "STALL TEST" with gear position "1" Specification: 2.0 (GSL): 2400~3000rpm, 2.7 (GSL): 2100~2700rpm OPERATING ELEMENT OF EACH SHIFTING RANGE SHIFTING RANGE OPERATING ELEMENT UD/C OD/C REV/C 2ND/B LR/B OWC P ON R ON ON N ON D1 ON ON OFF D2 ON ON D3 ON ON D4 ON ON Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h). Stall test procedure in D1 and reason Procedure Warm up the engine After positioning the select lever in "D", depress the foot brake pedal fully. After that, depress the accelerator pedal to the maximum * The slippage of 1st gear operating parts can be detected by stall test in D Reason for stall test If there is no mechanical defaults in A/T, every slippage occur in torque converter. Therefore, engine revolution is output, but input and output speed revolution must be "zero" due to wheel's lock. If 1st gear operating part has faults, input speed revolution will be out of specification. If output speed revolution is output. It means that the foot brake force is not applied fully. Remeasuring is required.
5. Is "STALL TEST" within specification? YES Go to " «SIGNAL CIRCUIT INSPECTION»(ref-226850-S36194357742006032900000) " procedure. NO Go to " «COMPONENT INSPECTION»(ref-226850-S40612244672006032900000) " procedure. CAUTION: Do not let anybody stand in front of or behind the vehicle while this test is being carried out. Check the A/T fluid level and temperature and the engine coolant temperature. Fluid level: At the hot mark on the oil level gauge. Fluid temperature: 80~100°C (176~212°F). Engine coolant temperature: 80~100°C (176~212°F). Chock both rear wheel (left and right). Pull the parking brake lever on with the brake pedal fully depressed. The throttle should not be left fully open for more than eight second. If carrying out the stall test two or more time, move the select lever to the "N" position and run the engine at 1,000 RPM to let the A/T fluid cool down before carrying out subsequent.

Scheme 49

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the 1st gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO)<= 200 RPM
5. Are "INPUT & OUTPUT SPEED SENSOR" within specifications? YES Go to " «COMPONENT INSPECTION»(ref-226850-S40612244672006032900000) " procedure. NO Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-226850-S07558004482006032900000) " procedure.

Scheme 50

1. Connect Oil pressure gauge to "UD" and "L/R" port.
2. Engine "ON".
3. Drive a car with gear position 1 in "SPORTS MODE".
4. Compare it with reference data as below. Specification: shown below STANDARD HYDRAULIC PRESSURE SPECIFICATIONS Measurement condition Standard hydraulic pressure kPa (psi) Selector lever position Shift position Engine speed (RPM) Under drive clutch pressure Reverse clutch pressure Overdrive clutch pressure Low and reverse brake pressure Second brake pressure Torque converter pressure P - 2,500 - - - 310-390 (45-56) - 250-350 (36-56) R Reverse 2,500 - 1,270-1,770 (185-256) - 1,270-1,770 (185-256) - 500-700 (185-256) N 2,500 - - - - 310-390 (45-56) - 250-390 (36-56) D 1st gear 2,500 1,010-1,050 (146-152) - - 1,010-1,050 (146-152) - 500-700 (73-101) 2nd gear 2,500 1,010-1,050 (146-152) - - - 1,010-1,050 (146-152) 500-700 (73-101) 3rd gear 2,500 590-690 (85-100) - 590-690 (85-100) - - 450-650 (65-94) 4th gear 2,500 - - 590-690 (85-100) - 590-690 (85-100) 450-650 (65-94) The values are subject to change according to vehicle model or condition
5. Is oil pressure value within specification? YES Repair AUTO TRANSAXLE (Clutch or Brake) as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-226850-S07558004482006032900000) " procedure. NO Replace AUTO TRANSAXLE (BODY CONTROL VALVE faulty) as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-226850-S07558004482006032900000) " procedure.

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 1,529 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.

Scheme 51

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.

Scheme 52

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 0,712 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 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.

Scheme 53

The TCM (PCM) 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 (PCM) 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 TCM (PCM) 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 TCM (PCM) increases the duty ratio by applying more hydraulic pressure. When slip RPM does not drop under specification with 100% duty ratio, the TCM (PCM) determines that the Torque Converter Clutch is stuck OFF and sets this code.

Refer to DTC P0741 TORQUE CONVERTER CLUTCH CIRCUIT - STUCK OFF .

The TCM (PCM) increases the duty ratio to engage the Damper Clutch by monitoring the slip RPMs (difference value between engine speed and turbine speed). If a very small amount of slip RPM is maintained though the TCM (PCM) applies 0% duty ratio value, then the TCM (PCM) determines that the Torque Converter Clutch is stuck ON and sets this code.

Refer to DTC P0741 TORQUE CONVERTER CLUTCH CIRCUIT - STUCK OFF .

The TCM (PCM) 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 (PCM) judges that DCCSV 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 HIVEC Automatic Transmission consists of a: LR (Low and Reverse Brake), 2ND (2nd Brake), UD (Under Drive Clutch), OD (Over Drive Clutch), REV (Reverse Clutch), and a RED (Reduction Brake, only for 5 speed transmissions). The LR Brake is engaged in the 1st gear and reverse gear positions.

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

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

Refer to DTC P0750 SHIFT CONTROL SOLENOID VALVE A CIRCUIT MALFUNCTION .

The HIVEC Automatic Transmission supplies the power to the solenoid valves by way of a control relay. When the TCM (PCM) sets the relay to ON, the relay operates and the battery power is supplied to all the solenoid valves. When the TCM (PCM) sets the relay to OFF, all solenoid valve power is shut off and the transmission is held in the 3rd gear position. (Fail Safe Mode)

The TCM (PCM) checks the A/T control relay signal by monitoring the control signal. If, after the ignition key is turned on, an unexpected voltage value, which is quite a bit lower than battery voltage is detected, the TCM (PCM) sets this code.

The wheel speed sensor outputs pulse-signals according to the revolutions of the vehicle speed sensor. The TCM can receive data from the Engine Control Module (ECM) or ABS control module, or it can send data to the ECM and ABS ECU 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 ECM calculates the vehicle speed based on the frequency of the pulses. If the calculated value from this sensor does not agree with the value determined by the wheel speed sensor, the TCM (PCM) sets this code by using the CAN communication.

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.

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.

Scheme 54

Scheme 55

Scheme 56

Scheme 57

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "CAN COMMUNICATION SERVICE DATA (ENGINE RPM, VEHICLE SPEED SENSOR, THROTTLE P. SENSOR)" parameters on the scantool.
4. Does "CAN BUS LINE DATA" follow the reference data? YES Fault is intermittent caused by poor contact in the sensor's and/or TCM's connector or was repaired and TCM memory was not cleared. And go to «VERIFICATION OF VEHICLE REPAIR»(ref-226850-S26166805212006032900000) procedure. NO Go to " «TERMINAL & CONNECTOR INSPECTION»(ref-226850-S42271402402006032900000) " procedure.

Refer to DTC U0001 CAN COMMUNICATION BUS OFF .

Refer to DTC U0001 CAN COMMUNICATION BUS OFF .

Scheme 58

Scheme 59