U341E gear

(1)

C

H

D Deessttiinnaattiioonn NNeew w MMooddeell PPrreevviioouus s MMooddeell CChhaanngge e ((ffrroom m pprreevviioouus s mmooddeell)) E Euurrooppee UU334411EE AA224466EE Adopted newly. Adopted newly. 

 Multi-mode automatic transmission has been adopted.Multi-mode automatic transmission has been adopted.



 The shift lever with multi-mode automatic transmission hasThe shift lever with multi-mode automatic transmission has

been adopted.



 DTC (Diagnostic Trouble Codes) changedDTC (Diagnostic Trouble Codes) changed

 

Specification

 M Mooddeell NNeeww PPrreevviioouuss T Trraannssaaxxllee UU334411EE AA224466EE E Ennggiinnee 11ZZZZ--FFEE 11ZZZZ--FFEE 1 1sstt 22..884477 44..000055 2 2nndd 11..555522 22..220088 Gear Ratio* Gear Ratio* 33rrdd 11..000000 11..442255 4 4tthh 00..770000 00..998811 R Reevveerrssee 22..334433 33..227722 D Diiffffeerreennttiiaal l GGeeaar r RRaattiioo 44..223377 22..996622 Fluid Capacity* Fluid Capacity*22 LLiitteerrs s ((UUS S qqttss, , IImmpp..qqttss)) 66..9 9 ((77..33, , 66..11)) 77..6 6 ((88..00, , 66..77)) F Flluuiid d TTyyppee AATTF F TTyyppe e TT--IIVV AATTF F TTyyppe e DD--IIII Weight (Reference)* Weight (Reference)*33 kkg g ((llbb)) 770 0 ((3311..88)) 8800..2 2 ((3366..44))

*

11

: Counter Gear Ratio Included

*

22

: Differential Included

*

(2)

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(3)

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

216CH05 216CH05

Front Planetary Gear

Front Planetary Gear Counter Drive GearCounter Drive Gear

F F₂₂ _B_B 3 3 C C11 C C₂₂ F F₁₁

Rear Planetary Gear

C C₃₃ B B₁₁ BB22 Input Shaft Input Shaft

Counter Driven Gear

CH-38

 

Specification

 C C11 FFoorrwwaarrddCClluuttcchh 44 C C22 DDiirreeccttCClluuttcchh 33 C C33 RReevveerrsseeCClluuttcchh 33 B

B₁₁ OD & 2nd BrakeOD & 2nd Brake e e o. o. o o scscss 22

B B₂₂ 22nnddBBrraakkee 44 B B₃₃ 11sstt&&RReevveerrsseeBBrraakkee 44 F F₁₁ NNoo..1 1 OOnnee--WWaay y CClluuttcchh TThhe e NNoo. . oof f SSpprraaggss 1166 F F₂₂ NNoo..2 2 OOnnee--WWaay y CClluuttcchh TThhe e NNoo. . oof f RRoolllleerrss 1155 T Thhe e NNoo. . oof f SSuun n GGeeaar r TTeeeetthh 4466

Front Planetary Gear TThhe e NNoo. . oof f PPiinniioon n GGeeaar r TTeeeetthh 2211

T Thhe e NNoo. . oof f RRiinng g GGeeaar r TTeeeetthh 8855 T Thhe e NNoo. . oof f SSuun n GGeeaar r TTeeeetthh 3322 R Reeaar r PPllaanneettaarry y GGeeaarr TThhe e NNoo. . oof f PPiinniioon n GGeeaar r TTeeeetthh 2211 T Thhe e NNoo. . oof f RRiinng g GGeeaar r TTeeeetthh 7755 T Thhe e NNoo. . oof f DDrriivve e GGeeaar r TTeeeetthh 5522 ou ounner eer earar T Thhe e NNoo. . oof f DDrriivveen n GGeeaar r TTeeeetthh 5533

(4)

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(5)

C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

240CH102 240CH102 Turbine Runner Turbine Runner Pump Pump Impeller Impeller Stator Stator OD Input OD Input Shaft Shaft One-way One-way Clutch Clutch Lock-up Lock-up Clutch Clutch Crescent Crescent

U341E

Conventional

CH-39

2

2 .

.

T

orq

ue

Conve

rte

r



This torque converter has optimally designed fluid passages and impeller configuration resulting in

substantially enhanced transmission efficiency to ensure better starting,

substantially enhanced transmission efficiency to ensure better starting, acceleration and fuel

acceleration and fuel economy

economy

.



Furthermore, a hydraulically operated lock-up mechanism which cuts power

Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to

transmission losses due to

slippage at medium and high speeds is used.



Specification



3-Element, 1-Step, 2-Phase

orque onv

orque onvererer er ypeype

(with Lock-up Mechanism)

S

Sttaalll l TToorrqquue e RRaattiioo 11..88

3

3 .

.

Oi

l P

u

m

p

The shape of the teeth in the

oil pump have been changed and the crescent has been discontinued, has been

adopted.

As a result, the

As a result, the oil pump has been made more compact, and

oil pump has been made more compact, and the driving torque has been reduced, thus attaining

the driving torque has been reduced, thus attaining

excellent volumetric efficiency during low-speed operation.

(6)

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(7)

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

216CH07 216CH07

Rear Planetary Gear

Rear Planetary Gear Front Planetary GearFront Planetary Gear

Counter Drive Gear

Intermediate Shaft

Counter Driven Gear

F F22 _B_B 3 3 C C11 C C22 C C33 _F_F₁₁ B B11 BB22

CH-40

4

4 .

.

Pla

ne

ta

ry Gea

r Unit

Construction



A CR-CR type planetary gear

A CR-CR type planetary gear has been adopted in the planetary gear

has been adopted in the planetary gear unit, which is located on the input

unit, which is located on the input

shaft. This planetary gear is a type of

planetary gear unit that joins the front and rear planetary carriers

to the ring gear. As a

result, the unit has been

result, the unit has been made significantly more simple and compact.

made significantly more simple and compact.



A centrifugal fluid pressure canceling mechanism has been adopted in the

C

₁₁

clutch, which is applied

when the gears are shifted from 3rd to 4th.

Function of Component

C Coommppoonneenntt FFuunnccttiioonn C C₁₁ FFoorrwwaarrd d CClluuttcchh CCoonnnneecct t iinnppuut t sshhaafft t aannd d ffrroonnt t ppllaanneettaarry y ssuun n ggeeaarr.. C C₂₂ DDiirreecct t CClluuttcchh CCoonnnneecct t iinntteerrmmeeddiiaatte e sshhaafft t aannd d rreeaar r ppllaanneettaarry y ccaarrrriieerr.. C C₃₃ RReevveerrsse e CClluuttcchh CoConnnneecct t iinntteerrmmeeddiiaatte e sshhaafft t aannd d rreeaar r ppllaanneettaarry y ssuun n ggeeaarr.. B B11 OOD D & & 22nnd d BBrraakkee LLoocck k tthhe e rreeaar r ppllaanneettaarry y ssuun n ggeeaarr.. B B₂₂ 22nnd d BBrraakkee PPrreevveenntts s rreeaar r ppllaanneettaarry y ssuun n ggeeaar r ffrroom m ttuurrnniinng g ccoouunntteerrcclloocckkwwiissee.. B B₃₃ 1s1st & t & ReReveversrse Be Brarakeke LoLock ck ththe fe froront nt plplananetetarary ry rining gg geaear ar and nd rerear ar plplananetetarary cy cararririerer.. F

F₁₁ No.No.1 O1 One-ne-WWay ay CluClutchtch PrePrevenvents ts rearear pr planlanetaetary ry sun sun geagear fr from rom turturninning cg counountertercloclockwckwiseise..

F

F₂₂ No.2 One-Way ClutchNo.2 One-Way Clutch Prevents front planetary ring gear and rear planetary carrier from turningPrevents front planetary ring gear and rear planetary carrier from turning

counterclockwise.

Planetary Gears

These gears change the route through which

These gears change the route through which driving force is transmitted, indriving force is transmitted, in

accordance with the operation of each clutch and brake, in

accordance with the operation of each clutch and brake, in order to increaseorder to increase

or reduce the input and output

(8)

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(9)

C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

193CH39 193CH39

1st Gear (D or S mode 2, 3, 4 Position)

Rear Planetary Gear

F

F22 _B_B

3

3 _{Front Planetary Gear}_{Front Planetary Gear}

Counter Drive Gear

C

C₁₁

Intermediate Shaft

Counter Driven Gear

C C₂₂ C C₃₃ F F11 B B₁₁ BB₂₂

CH-41

Transaxle Power Flow

Shift Shift _S_S_o_o_l_l_e_e_n_n_o_o_i_i_d_d_V_V_a_a_l_l_v_v_e_e _C_C_l_l_u_u_t_t_c_c_h_h _B_B_r_r_a_a_k_k_e_e _O_O_n_n_e_e_-_-_w_w_a_a_y_y_C_C_l_l_u_u_t_t_c_c_h_h Position Position ear ear S S₁₁ SS₂₂ CC₁₁ CC₂₂ CC₃₃ BB₁₁ BB₂₂ BB₃₃ FF₁₁ FF₂₂ P P PPaarrk k R R RReevveerrssee N N NNeeuuttrraall 1st 1st D, D, 2nd2nd S (4)* S (4)* 3rd3rd 4th 4th 1st 1st S (3)* S (3)* 2nd2nd 3rd 3rd * * 1st1st 2nd 2nd S S ((11))** 11sstt

: Operation

* : When the shift lever position is “S” and the range position indicator shows “4”, “3”, “2” or

“1”

(10)

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(11)

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

193CH40 193CH40

193CH41 193CH41

2nd Gear (D or S mode 3, 4 Position)

3rd Gear (D or S mode 3, 4 Position)

4th Gear (D or S mode 4 Position )

Rear Planetary Gear

Rear Planetary Gear FF22

B

33 Front Planetary GearFront Planetary Gear

Counter Drive Gear

C

C11

Intermediate Shaft

Counter Driven Gear

C C22 C C33 _F_F 1 1

B

11

B

22

Rear Planetary Gear

Counter Drive Gear

Intermediate Shaft

Counter Driven Gear

Rear Planetary Gear

Counter Drive Gear

Intermediate Shaft Intermediate Shaft

B

22 F F11

B

11 C C₃₃ C C22 C C₂₂ C C₁₁ C C11

B

₃₃ F F22 F F22

B

₃₃

CH-42

(12)

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C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE – AUTOMATIC TRANSAXLE

193CH42

193CH43

2nd Gear (S mode 2 Position)

1st Gear (S mode 1 Position)

Reverse Gear (R Position)

Rear Planetary Gear

F

F22 BB₃₃ Front Planetary GearFront Planetary Gear

Counter Drive Gear

Counter Drive Gear C C11

Intermediate Shaft

Counter Driven Gear

Counter Driven Gear C C22 C C33 _F_F 1 1 B B11 BB22

Rear Planetary Gear

Counter Drive Gear

Intermediate Shaft

Counter Driven Gear

Rear Planetary Gear

Rear Planetary Gear Front Planetary GearFront Planetary Gear C C11 C C22 C C33 FF11 B B11 BB22 F F22 BB₃₃ F F22 _B_B 3 3 CH-43 CH-43

(14)

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

240CH88 240CH88 Piston Piston C C₁₁ Clutch Clutch Chamber B Chamber B Chamber A Chamber A C C₁₁ Clutch Clutch Clutch Clutch

Centrifugal Fluid Pressure

Applied to the Chamber A

CH-44

Centrifugal Fluid

Centrifugal Fluid Pres

Pres

sure Canceling M

sure Canceling Mecha

echa

nism



A centrifugal fluid pressure canceling mechanism has been adopted in the C

₁₁

clutch. There are two

reasons for improving the

reasons for improving the conventional clutch mechanism:

conventional clutch mechanism:



T

To prevent the generation of

o prevent the generation of pressure by centrifugal force applied to

pressure by centrifugal force applied to the fluid in the

the fluid in the piston fluid pressure

piston fluid pressure

chamber (hereafter referred to as “chamber A”) when the clutch is released, a

check ball was provided.

Therefore, before the clutch could be subsequently applied, it took time to fill chamber A.



During shifting, in addition to

During shifting, in addition to the original clutch pressure that

the original clutch pressure that is controlled by the

is controlled by the valve body

valve body, centrifugal

, centrifugal

pressure acts on the

pressure acts on the fluid in the chamber A

fluid in the chamber A

exerting increased pressure depending on RPM.



T

To address these two

o address these two needs for improvement, a canceling fluid

needs for improvement, a canceling fluid pressure chamber (hereafter referred

pressure chamber (hereafter referred

to

as “chamber B”) has been provided opposite chamber A.

By utilizing the lubrication fluid such as that of the shaft, the same amount of centrifugal force is

applied,

thus canceling the centrifugal force that is applied to the piston itself. Accordingly, it is not necessary to

discharge the fluid through the use of a check ball, and a highly responsive and smooth shifting

characteristic has been achieved.

(16)

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C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

240CH21 240CH21

Solenoid Valve SL

Upper Valve Body

Lower Valve Body

Solenoid Valve SLT Solenoid Valve SLT Solenoid Valve ST Solenoid Valve ST Solenoid Valve S1 Solenoid Valve S1 Solenoid Valve SB Solenoid Valve SB Solenoid Valve S2 Solenoid Valve S2 Lock-up Relay Lock-up Relay Valve Valve

Low Coast Modulator Valve

3-4 Shift Timing Valve

3-4 Shift Timing Valve _{2-3 Shift Valve}_{2-3 Shift Valve}

Coast Relay Valve

Coast Relay Valve 



Upper Valve Body



CH-45

5

5 .

.

V

alv

e

Bod

y Unit

General



The valve body consists of the

The valve body consists of the upper and lower valve bodies and

upper and lower valve bodies and

6 solenoid valves.



(18)

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

240CH22 240CH22 P Prriimmaarry y RReegguullaattoor r VVaallvvee 33--4 4 SShhiifft t VVaallvvee 1-2 Shift Valve 1-2 Shift Valve

Pressure Relief Valve

Accumulator Accumulator Control Valve Control Valve 4-3 Shift Timing 4-3 Shift Timing Valve No.2 Valve No.2

Lock-Up Control Valve

Lock-Up Control Valve 



Lower Valve Body



CH-46

Function of Solenoid Valve

S

Soolleennooiid d VVaallvvee AAccttiioonn FFuunnccttiioonn

S

S11 FFoor r 22--3 3 sshhiifft t vvaallvve e ccoonnttrrooll Shift gears by switching the 2-3 shift valve andShift gears by switching the 2-3 shift valve and

controlling the C

controlling the C₂₂ clutch. clutch.

S

S22 FFoor r 11--2 2 aannd d 33--4 4 sshhiifft t vvaallvve e ccoonnttrrooll

Shift gears by switching the 1-2 and 3-4 shift valves

and controlling 2 clutches (C

and controlling 2 clutches (C₁₁ and C and C₂₂) and 2 brakes) and 2 brakes

(B

(B₁₁ and B and B₂₂).).

For clutch to clutch pressure

(20)

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C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

CH-47

6

6 .

.

Ele

ctr

onic Cont

rol Syst

em

General

The electronic control system of the U341E

automatic transaxle consists of the controls listed below

automatic transaxle consists of the controls listed below.

.

S

Syysstteemm FFuunnccttiioonn

Clutch Pressure Control

Clutch Pressure Control The solenoid valve SLT minutely controls the clutch pressure in accordanceThe solenoid valve SLT minutely controls the clutch pressure in accordance

with the engine output and driving conditions.

Line Pressure Control

Actuates the solenoid valve SLT to control the line pressure in accordance

with information from the engine & ECT ECU and

with information from the engine & ECT ECU and the operating conditionsthe operating conditions

of the transaxle.

Engine Torque Control

Engine Torque Control Retards the engine ignition timing temporarily to improve shift feelingRetards the engine ignition timing temporarily to improve shift feeling

during up or down shifting .

Shift Control in U

Shift Control in Uphill Travelingphill Traveling

Controls to restrict the 4th upshift or to

Controls to restrict the 4th upshift or to provide appropriate engine brakingprovide appropriate engine braking

by using the engine & ECT

by using the engine & ECT ECU to determine whether the vehicle is travelingECU to determine whether the vehicle is traveling

uphill.

Shift Timing Control

Shift Timing Control The engine & ECT ECU sends current to the solenoid valve S1 and/or S2The engine & ECT ECU sends current to the solenoid valve S1 and/or S2

based on signals from each sensor and shifts the

based on signals from each sensor and shifts the geargear..

Lock-up Timing Control

Lock-up Timing Control The engine & ECT ECU sends current to the shift solenoid valve SL basedThe engine & ECT ECU sends current to the shift solenoid valve SL based

on signals from each sensor and engages or

on signals from each sensor and engages or disengages the lockup clutch.disengages the lockup clutch.

“N” to “D” Squat Control

“N” to “D” Squat Control When the shift lever is shifted from “N” to “D” position, the gear isWhen the shift lever is shifted from “N” to “D” position, the gear is

temporarily shifted to 2nd and then to 1st

temporarily shifted to 2nd and then to 1st to reduce vehicle squat.to reduce vehicle squat.

2nd Start Control

(SNOW Mode)

Enabling the vehicle to take off in the 2nd gear and

Enabling the vehicle to take off in the 2nd gear and thus helps to take off onthus helps to take off on

ice or snow. ice or snow. Multi-Mode Automatic Multi-Mode Automatic Transmission Transmission

The engine and ECT

The engine and ECT ECU perform shift control upon receiving signals fromECU perform shift control upon receiving signals from

the transmission control switch (+: up-shift range switch signal and –:

down-shift range switch signal). This system is the same as that of the U241E.

(

(See page CH-33See page CH-33))

When the engine & ECT ECU detects a malfunction, the engine & ECT ECU

makes a diagnosis and

makes a diagnosis and memorizes the failed section.memorizes the failed section.

ag

agnonossss

To increase the speed for processing the signals, the 32-bit CPU

To increase the speed for processing the signals, the 32-bit CPU of the engineof the engine

& ECT ECU has been adopted.

(22)

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

S

SE

EN

NS

SO

OR

RS

S

A

AC

CT

TU

UA

A

T

TO

OR

RS

S

CRANKSHAFT POSITION SENSOR

WATER TEMP. SENSOR

THROTTLE POSITION SENSOR

NEUTRAL START SWITCH

KICK DOWN SWITCH*

ABS SPEED SENSOR

SOLENOID VALVE S1

SOLENOID VALVE S2

SOLEN

SOLENOID OID VVALVE SLTALVE SLT

SOLENOID VALVE SL SOLENOID VALVE SL SOLENOID VALVE ST SOLENOID VALVE ST NE NE THW THW VTA1 VTA1 ST STAA KD KD P, R, N, D P, R, N, D Engine & Engine & ECT ECU ECT ECU S1 S1 S2 S2 SL SLTT SL SL ST ST

CH-48

2

2 .

.

Con

st

ru

ct

ion

The configuration of the electronic control system in the U341E automatic transaxle is as shown in the

following chart.

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C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

240CH30 240CH30

240CH29 240CH29

Engine & ECT ECU

SNOW Mode Switch

Stop Light Switch

Kick Down Switch*

Kick Down Switch* Shift LeverShift Lever_Transmission_Transmission

Control Switch Control Switch Check Engine Check Engine Warning Light Warning Light SNOW Mode SNOW Mode Indicator Light Indicator Light S Mode Indicator S Mode Indicator Light Light Range Position Range Position Indicator Indicator

*: Only for the

*: Only for the Engine LHD Models

Engine LHD Models

Integration Relay Integration Relay DLC3 DLC3

CH-49

3

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

Input Turbine Speed Sensor

CH-50

Construction and Operation of Main Component

1)

Flui

d

d T

T

empera

emperature

ture sensor

sensor

A fluid temperature sensor is installed in

the valve body for

direct detection of the fluid temperature.

Fluid temperature sensor is used for adjusting clutch and brake pressures to keep the

Fluid temperature sensor is used for adjusting clutch and brake pressures to keep the shift quality smooth.

shift quality smooth.

2)

Inp

Input T

ut T

urb

urbine Spe

ine Speed Sen

ed Sensor

sor

This sensor detects the input speed of the

transaxle. The forward clutch (C

₁₁

) drum is used as

) drum is used as the timing

the timing

rotor for this

sensor

sensor.

.

Thus, the engine & ECT ECU can detect

Thus, the engine & ECT ECU can detect the timing of the shifting of the gears and appropriately control

the timing of the shifting of the gears and appropriately control

the engine torque and hydraulic pressure in

(28)

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C

H

CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

Linear Control Linear Control Valve SLT Valve SLT Linear Control Linear Control Valve SLT Valve SLT 3-4 Shift Valve 3-4 Shift Valve Accumulator Control Accumulator Control Valve Valve 3-4 3-4 Timing Timing Valve Valve 4-3 4-3 Timing Timing Valve Valve Solenoid Valve ST Solenoid Valve ST C C₁₁

CH-51

Clutch Pressure Control

1)

Clutc

Clutch to

h to

Clutc

Clutch Pr

h Pressur

essur

e Con

e Control

trol

A clutch to clutch pressure

control has been adopted for shifting from the

control has been adopted for shifting from the 3rd to 4th gear, and from

3rd to 4th gear, and from the

the

4th to 3rd gear. This actuates solenoid valves ST and SLT in accordance with the signals from the engine

& ECT ECU, and

guides this output pressure directly to the 4-3

guides this output pressure directly to the 4-3 timing valve and the 3-4 timing valve

timing valve and the 3-4 timing valve

in order to regulate the line pressure that acts on the B

₁₁

brake C

₁₁

clutch. As a result, compact B

₁₁

and C

₁₁

accumulators without a back pressure chamber have been

realized.

Smooth shifting is achieved by enabling the solenoid valve ST to switch the orifice of the 4-3

Smooth shifting is achieved by enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve

timing valve

and the 3-4 timing valve.

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

Line Pressure

Primary Regulator

Primary Regulator Solenoid Valve SLTSolenoid Valve SLT

Solenoid Drive Signal

Fluid Fluid Pressure Pressure Current Current Throttle Pressure Throttle Pressure Pump Pump Trans-axle axle Engine Engine

Input Turbine Speed Sensor Input Turbine Speed Sensor

Fluid Temperature Fluid Temperature Shift Position Shift Position

Throttle Valve Opening Throttle Valve Opening Intake Air

Intake Air VVolumeolume

Engine Coolant Temperature Engine Coolant Temperature Engine rpm

Engine rpm

CH-52

Line Pressure Optimal Control

Through the use of

Through the use of the solenoid valve SLT

the solenoid valve SLT

, the line

, the line pressure is optimally controlled in accordance with the

pressure is optimally controlled in accordance with the

engine torque information, as well as with the internal operating conditions of the toque converter and

the

transaxle.

Accordingly, the line pressure can be controlled minutely in accordance with the engine output, driving

conditions, and the A

conditions, and the ATF temperature, thus achieving smooth shifts and

TF temperature, thus achieving smooth shifts and optimizing the workload in the oil

optimizing the workload in the oil

pump.

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

Uphill

CH-53

Shifting Control in Uphill Driving

1 1)

)

G

Ge

en

ne

er

ra

al

l

With shifting control in uphill driving, the engine & ECT ECU calculates

With shifting control in uphill driving, the engine & ECT ECU calculates the throttle opening angle and

the throttle opening angle and

the acceleration rate to determine whether the vehicle is in the uphill state. While driving uphill on a

winding road with ups and downs, the

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CHASSIS

CHASSIS – AUTOMATIC TRANSAXLE

– AUTOMATIC TRANSAXLE

CH-54

Fail Safe

This function minimizes the loss of operability when any abnormality occurs in each

sensor or solenoid.



Fail Safe List

 M Maallffuunnccttiioon n PPaarrtt FFuunnccttiioonn V Vehehicicle le SpSpeeeed d SiSigngnalal DuDuriring ng a va vehehicicle le spspeeeed sd siigngnal al mamalflfununctctioionn, 4, 4tth uh upspshihifft pt prrohohiibibitteded.. In Inpuput Tt Tururbibine Sne Spepeed Sed Senensosorr DuDuriring ang an inn inpuput tut turbrbinine spe speeeed sid signgnalal, 4t, 4th uph upshshifift prt prohohibibititeded.. F Flluuiid d TTeemmpp. . SSeennssoorr DDuurriinng g a a fflluuiid d tteemmpp. s. seennssoor r mmaallffuunnccttiioonn, 4, 4tth h uuppsshhiifft t pprroohhiibbiitteedd.. So Solelenonoid Vid Valalve Sve SLLT or ST or SLL DuDuriring a sng a sololenenoioid vad valvlves Ses SLLT or T or SL mSL malalfufuncnctitionon, 4t, 4th uph upshshifift prt prohohibibititeded.. Solenoid Valve SB

Solenoid Valve SB During a solenoid valve SB malfunction, S shift control prohibited, and theDuring a solenoid valve SB malfunction, S shift control prohibited, and the

driving mode turns to the ordinal D

driving mode turns to the ordinal D range.range.

Water Temp. Sensor, Knock

Sensor, or Throttle Position

Sensor, or Throttle Position During a engine coolant During a engine coolant temp. sensor, knock sensor, or throttle position sensortemp. sensor, knock sensor, or throttle position sensor

malfunction, 4th upshift prohibited.