Transcript SORENTO AUTO TRANSMISSION

1
BL AUTOMATIC
TRANSMISSION
(AISIN 30-40 LEi)
CONTENTS
2
1.
SPECIFICATION
2.
SYSTEM CONSTRUCTION
3.
SYSTEM LAYOUT
4.
POWER FLOW
5.
COMPONENTS
6.
SHIFT LOCK DEVICE INSTALLATION
7.
ELECTRICAL CONTROL PARTS
8.
HYDARULIC CONTROL SYSTEM
9.
ELECTRONIC CONTROL
10.
DIAGNOSIS
11.
WIRING DIAGRAM
12.
SHIFT PATTERN
SPECIFICATION
3
General Specifications
ENGINE
A-2.5 TCI
A/T Model
3.5 V6
30-40LEi (AISIN AW)
General
4 speed transmission (Full line pressure control)
Maximum input torque (kg.m)
Weight (kg)
35
79.8
Type
3 Elements 1 Stage 2 Phases
Torque converter
Dia. (mm)
Components
3 Clutches, 4 Brakes, 3 OWCs
Planetary gear
Gear ratio
Shift mode
ATF oil
ATF capacity (liter)
Adapted vehicle
254
3 Planetary gear sets (Simple type)
1,2,3,4/R
2.804, 1.531, 1.000, 0.705 / 2.393
P-R-N-D-2-L / SNOW(2WD only)
CASTLE AUTO FLUID D - I I
9.2
TERRACAN(HMC), CROWN(TOYOTA), VOLVO 960
SYSTEM CONSTRUCTION
4
Block Diagram
Engine
Shift lever
Torque
토크 converter
컨버터
Oil pump
Inhibitor switch
Sensors & switches
SCSV A
Input shaft
Valve body
Clutch
Control valves
SCSV B
OWC
DCCSV
Brake
PCSV
Accumulators
Planetary gear
Output shaft
C
U
ECU
Output sensor
Input sensor
Propeller shaft
T
Power flow
Hydraulic flow
Mechanical flow
Electrical flow
SYSTEM LAYOUT
5
1
2
7
6
3
5
8
9
4
1. Output speed sensor
To detect output shaft revolution
2. Neutral switch
To detect "N" range(A/T) or "Neutral" range(M/T)
3. Elbow (cooler out)
Way-out from a cooler hose to the A/T
4. Elbow (cooler in)
Way-in to the cooler hose from the torque converter
5. Air Breather hose
For air ventilation inside transmission
6. Oil temp. sensor
To detect the oil temperature
7. Input speed sensor
To detect input shaft revolution
8. Outer lever
Connected to the control cable to change driving range
9. T/M wire
Solenoid valves and sensors connection
POWER FLOW
Components and operation
9
POWER FLOW
10
Components and operation
POSITION
SOLENOID
CLUTCH
BRAKE
GEAR
O.W.C.
S1
S2
SL
C0
C1
C2
B0
B1
B2
B3
F0
F1
F2
RATIO
P
ON
○
OFF
×
OFF
×
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
－
R(V<7)
ON
○
OFF
×
OFF
×
ON
○
OFF
×
ON
○
OFF
×
OFF
×
OFF
×
ON
○
ON
○
OFF
×
OFF
×
2.393
R(V>=7)
ON
○
ON
○
OFF
×
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
ON
○
OFF
×
OFF
×
－
N
ON
○
OFF
×
OFF
×
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
－
1st
ON
○
OFF
×
OFF
×
ON
○
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
ON
○
OFF
×
ON
OFF
○×
2.804
2nd
ON
○
ON
○
OFF
×
ON
○
ON
○
OFF
×
OFF
×
OFF
×
ON
○
OFF
×
ON
○
ON
OFF
○×
OFF
×
1.531
3rd
OFF
×
ON
○
ON
○
ON
○
ON
○
ON
○
OFF
×
OFF
×
ON
○
OFF
×
ON
○
OFF
×
OFF
×
1.000
4th
OFF
×
OFF
×
ON
○
OFF
×
ON
○
ON
○
ON
○
OFF
×
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
0.705
1st
ON
○
OFF
×
OFF
×
ON
○
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
OFF
×
ON
○
OFF
×
ON
OFF
○×
2.804
2nd
ON
○
ON
○
OFF
×
ON
○
ON
○
OFF
×
OFF
×
ON
○
ON
○
OFF
×
ON
○
ON
○
OFF
×
1.531
3rd
OFF
×
ON
○
OFF
×
ON
○
ON
○
ON
○
OFF
×
OFF
×
ON
○
OFF
×
ON
○
OFF
×
OFF
×
1.000
1st
ON
○
OFF
×
OFF
×
ON
○
ON
○
OFF
×
OFF
×
OFF
×
OFF
×
ON
○
ON
○
OFF
×
ON
○
2.804
2nd
ON
○
ON
○
OFF
×
ON
○
ON
○
OFF
×
OFF
×
ON
○
ON
○
OFF
×
ON
○
ON
○
OFF
×
1.531
D
2
L
POWER FLOW
11
Principle of each range
3rd gear
1st /2nd gear
C1
O/D
C1
Fr / Rr
Direct
Speed
coupling reduction
1. Power flow
OD input shaft OD gear set(coupling by C0) Fr/Rr
(speed reduction by F2(1st gear), by B2&F1(2nd gear))
2. Engine brake
- D range 1st,2nd gear: non(F2,F1 free to clockwise)
- 2 range: 1st gear(non), 2nd gear(operated by B1)
- L range 1st,2nd gear: operated by B1, B3
4th gear
O/D
Direct
Direct
coupling coupling
1. Power flow
OD input shaft  OD gear set(coupling by C0)
Fr/Rr (coupling by C1 & C2)
2. Engine brake
- D & 2 range: operates
Reverse gear
C1
O/D
Fr / Rr
C1
Fr / Rr
Speed
Direct
increase coupling
1. Power flow
OD input shaft  OD gear set (speed increase by B0)
 Fr/Rr (coupling by C1&C2)
2. Engine brake
- D range: operates
O/D
Fr / Rr
Direct Reversed
coupling rotation
1. Power flow
OD input shaft  OD gear set (coupling by C0)
 Fr/Rr (reverse rotation by B3)
2. Reverse inhibition control: C2
POWER FLOW
D range – 1st gear
12
POWER FLOW
D range – 2nd gear
14
POWER FLOW
D range – 3rd gear
16
POWER FLOW
D range – 4th gear
18
POWER FLOW
R range
20
COMPONENTS
1
22
2
COMPONENTS
OD clutch
27
OD clutch disc
(2EA)
OD sun gear
Input speed
sensor tone
wheel (16EA)
COMPONENTS
28
OD clutch
Input shaft
Hub for OD
brake
Hub for OD
clutch
OD Planetary
gear
COMPONENTS
30
OD OWC (F0) and Forward clutch
OD OWC (F0)
Forward clutch
COMPONENTS
31
Forward clutch
Hub for Direct
clutch
Forward clutch
(5EA)
COMPONENTS
33
Direct clutch
Direct
clutch
Plastic washer on Direct
clutch and OD brake piston
COMPONENTS
36
Front planetary gear
Front planetary
gear
Connected to output shaft
COMPONENTS
Front planetary gear
Sun gear for
Front planetary
gear
37
COMPONENTS
38
Direct clutch & Forward clutch & OWC1
Drum for 2nd
coast brake
Hub for 2nd
brake
OWC1 (F1)
Sun gear for
rear planetary
gear
Direct
clutch
Forward
clutch
COMPONENTS
41
Rear planetary gear & 2nd brake piston
OWC2 (F2)
Rear planetary
gear
2nd brake piston
Hub for LR brake
Oil hole
COMPONENTS
43
OD brake
OD brake piston
COMPONENTS
45
Valve body
DCCSV
SCSV
PCSV
COMPONENTS
46
Valve body
DCCSV
PCSV
Manual valve
COMPONENTS
47
Accumulators
OD direct clutch
Accumulator pistons
Second brake
Accumulator
OD brake
Accumulator
Direct clutch
Accumulator
ELECTRICAL CONTROL PARTS
54
System Description
1. Neutral start switch
2. Output speed sensor
3. Input speed sensor(C0)
4. Oil temperature sensor
5. SCSV 1, SCSV 2
6. Line pressure control sol.
7. Lock-up solenoid
ELECTRICAL CONTROL PARTS
Each electrical parts
• No input signal: ‘D’ range control
• Multi input signals: Priority of D-2-L-R-N-P
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ELECTRICAL CONTROL PARTS
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Each electrical parts (Inhibitor switch)
L(50)
2(49)
N(32)
6
2
D(33)
7
3
8
R(12)
T
C
M
ST MOTER
9
5
5
3
KEY
BOX
4
- ①②⑥⑦⑧
Connector
P(48)
1
4
9
ELECTRICAL CONTROL PARTS
Each electrical parts
57
ELECTRICAL CONTROL PARTS
58
Each electrical parts (Input speed sensor, C0)
- To detect input shaft speed
- Data for shift control
(Judge the beginning or the end of 4th gear shifting)
- Detect if 4th gear is engaged or not
1100
- 0 RPM at 4th gear  C0 (no operation)
recognition to be shifted to
3rd
gear
 C0 rev.<500 rpm:
recognition to be shifted to 4th gear
Resistan ce / ohm
 C0 rev.>500 rpm:
(1027)
1000
900
(846)
800
680
700
600 (520)
560
500
400
NC0 NC0
-G
Connector
TCM
(428)
-40
0
40
80 120 150
Temperature / degree C
560-680 ohm (20 degrees Celsiu
s)
ELECTRICAL CONTROL PARTS
59
Each electrical parts (Output speed sensor)
- To detect output shaft speed
Output speed sensor
- Data for shift control
SP
SP-G
Connector
TCM
Resistan ce / ohm
750
(715)
650
(584)
550
480
473
450
(362)
380
387
350
250
(295)
-40
0
40
80
120 150
Temperature / degree C
Resistance: 387 –473 ohm (20 degrees Celsius)
ELECTRICAL CONTROL PARTS
Each electrical parts
SHIFT SOLENOID NO.1 NO.2 (S1, S2)
60
ELECTRICAL CONTROL PARTS
61
Each electrical parts (Oil temperature sensor)
- To detect oil temperature
- Data for high or low oil temperature shift control
- 200 degrees Celsius when short or open  No lock-up control
OT
OT-G
TCM
Connector
0 degree C
1,884 - 2,290 ohm
160 degree C
19.2 - 22.2 ohm
ELECTRICAL CONTROL PARTS
62
Each electrical parts (Shift solenoid No 1 No.2)
* Normal close type
Resistan ce / ohm
24
(22.6)
20
(16.6)
15
16
12
(11.5)
11
8
(8.4)
-40
0
40
80
120 150
Temperature / degree C
11-15 ohm (20 degrees Celsius)
* S1,S2(NC type) & DCCSV(NO type)
No battery connected
No air leakage
Battery connected
Air leakage
ELECTRICAL CONTROL PARTS
Low <= Oil Pressure => High
Each electrical parts
Low <= Current => High
63
ELECTRICAL CONTROL PARTS
64
Each electrical parts (Line pressure control solenoid valve)
TCM
SLT
-G
SLT
Connector
9
(5.59)
SHIFT
RANGE
D
2
Resistance/
꺐
Resistance/ohm
8
7
3.7 ~ 4.3
STALL
8.1 ~ 9.0
3.7
6
5
4
(2.52)
3
-40
R
6.2 ~ 7.2
15.6 ~ 19.0
3.3
(2.83)
LINE PRESSURE (kg/cm )
IDLE
(4.99)
0
40
80
120
Temperature/
Temperature
(Celsius)
걥
Resistance: 3.3 - 3.7 ohm (20 degrees Celsius)
ELECTRICAL CONTROL PARTS
Each electrical parts (Line pressure control solenoid valve)
- Linear control of applied oil pressure
According to the amount of applying current from the TCM to the line pressure control
solenoid coil, accumulator control pressure is managed resulting in smooth engagement
of clutches and brakes.
According to the TPS opening angle, it controls the applying oil pressure to the primary
regulator valve and generates proper line pressure which matches engine load.
65
ELECTRICAL CONTROL PARTS
66
Each electrical parts (Lock-up solenoid valve or DCCSV)
According to each L-up shift schedule, TCM sends signals to the
Lock-up solenoid valve which operates ON/OFF control “L-up
control” on the basis of the vehicle speed and the throttle opening.
■ Solenoid Type: NO(Normal Open)
* HP/H1(HMC), BL  NO Type
Enterprise  Duty Type
■ Hydraulic flow
Solenoid modulator valve  Lock-up solenoid 
Solenoid relay valve  Lock-up relay valve  Lockup control valve
Resistan ce / ohm
03-Model  NC Type
24
(22.6)
20
(16.6)
15
16
12
(11.5)
11
8
(8.4)
-40
0
40
80
120 150
Temperature / degree C
11-15 ohm (20 degrees Celsius)
ELECTRICAL CONTROL PARTS
Each electrical parts
67
ELECTRONIC CONTROL
68
TPS (Throttle Position Sensor) signal
- Throttle opening (%) signal
- ECM→TCM as CAN data
TPS
30
ECM
31
25
TPS output
CAN line
TCM
ELECTRONIC CONTROL
69
Water Temperature signal
- Water Temperature (Celsius) signal
- ECM→TCM as CAN data
WT
30
ECM
31
25
WT output
CAN line
TCM
HYDRAULIC CONTROL SYSTEM
70
Constructions
Hydraulic system block diagram
•Oil pump
•Valve body assembly
•Sol. Valve
TCM
•Accumulator
•Oil path
Based on the hydraulic
pressure created by the
oil pump, TCM sends
signals to solenoid and
hydraulic control syste
m governs the hydraulic
pressure acting on the
torque converter, planetary gear, clutches and
brakes in accordance
with the vehicle driving
conditions.
VOLTAGE
T/C
SOL
SEND
OIL
RGLTR VALVE
MDLTR VALVE
REASONABLE OIL
PRESS.
SHIFT VALVE
CONTROL VALVE
LUBLICATION
OIL COOLER
PLNTRY GEAR
OPERATION
OIL
PRESSURE
OIL PUMP
CLUTCH･ BRAKE
OIL PAN
HYDRAULIC CONTROL SYSTEM
Oil pump
Operated by the impeller hub inside Torque
converter, it generates oil pressure for
operating components as well as lubricating
planetary gear set.
Valve body
Consists of an upper body and a lower body.
It controls hydraulic pressure that applies to
operating components as well as changes oil
paths inside valve body.
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HYDRAULIC CONTROL SYSTEM
Accumulators
Hydraulic circuit of accumulator, of which one side
is installed in the TM case and the other side
faces the valve body, is connected with hydraulic
circuit to Clutches, Brakes in parallel. It functions
as a damper to lessen the engaging shock of
Clutches and Brakes.
That is,accumulator functions as a damper
until the accumulator back pressure and
spring force that applies on the back side of
the piston reaches the line pressure of the
other side. If the line pressure exceeds the
accumulator back pressure and spring force,
accumulator just functions as oil path.
30-Model has 5 accumulators (C0, C1, C2, B0, B2), one of them is installed inside a
valve body and the others are located in the TM case.
78
HYDRAULIC CONTROL SYSTEM
79
Accumulators
Spring
Piston
Back
pressure
Line pressure
(PL)
PL Out
Orifice
Y
c
c'
X
b
c"
b"
Z
a
t1
X :Without Accum.
Accum. Spring load
Y>Z
t2
Function
PL In
t3
Time(t)
Accum.
Operating timing
C0
4→3
C1
N→D
C2
2→3
B0
3→4
B2
1→2
ELECTRONIC CONTROL
80
Block Diagram
Input
Output
PCSV
A/T range switch-P
A/T range switch-R
TCM
SCSV-A
A/T range switch-N
SCSV-B
A/T range switch-D
DCCSV(Lock-up sol.)
A/T range switch-2
MicroProcessor
K-Line
A/T range switch-L
O/D off Lamp
Input speed signal
SNOW Lamp(2WD)
Output speed signal
ROM
Oil Temp. signal
O/D off signal
4WD Low signal
Brake signal
CAN Data (to TCM)
SNOW signal(2WD)
RAM
CAN Data (to ECM)
ELECTRONIC CONTROL
81
Shift control
■ Shift decision factors
- TPS(CAN data), Output + Input speed(serial data)
■ Driving control (: Up/Down Shift, : Only Down Shift)
- Normal & Hot Mode
D : 1↔2↔3↔4
2 : 1↔2←3
L : 1←2
- L4 Mode
D : 1↔2↔3
2 : 1↔2←3
L : 1←2
- Snow Mode
D : 2↔3↔4
2 : 1↔2←3
L : 1←2
Gear
SCSV No.1
SCSV No.2
1st
ON
OFF
2nd
ON
ON
3rd
OFF
ON
4th
OFF
OFF
ELECTRONIC CONTROL
Damper clutch control
■ Purpose
- Low fuel consumption, NVH, (Emission) improvement
■ Operating condition
- Brake switch: Off
- Throttle opening: 12% ↑(2.5 DSL),
6.5% ↑(3.5 GSL)
- Coolant temperature: -100℃ ↑
■ Control inhibition
- Brake Switch: ON
- Throttle opening: 9% ↓(2.5 DSL),
- Low coolant temperature: -100℃↓
- 4WD LOW mode
5% ↓(3.5 GSL)
82
ELECTRONIC CONTROL
83
Squat control
When the shift lever is shifted from “N” to “D”, TCM performs Squat control to reduce shifting
shock and squatting vehicle.
Under a squat control, gear temporarily shifts from 1st to 3rd gear.
■ Purpose
- To improve N→D Shift feeling
N D
■ Operating condition
- At idle
D3
D1
- P,R,N  D
- Brake switch: ON
- Output speed: 250rpm(7km/h) or less
- Oil temperature: 20 degrees Celsius or more
■ Control
- Shift D1 D3 D1
* 2.5 DSL: Not adapted (Replaced by ETR & LPC)
* 3.5 GSL: Adapted (D1: 50ms, D3:600ms)
* ETR(Engine Torque Reduction), LPC(Line Pressure Control)
ELECTRONIC CONTROL
Engine torque reduction(ETR) and line pressure control (LPC)
Engine torque reduction control improves shift quality due to sending torque reduction
request signal from TCM to ECM and reducing engine torque while shifting “N” to “D”, “N”
to ”R” as well as shifting 1234.
* TCM have no information of real (current) engine torque, but through the calibration work
at each condition in the actual vehicle for up- and down-shifts, the TCM determines the
value by how much the engine torque has to be reduced.
Line pressure control improves shift quality due to controllable line pressure while shifting
“N” to “D”, “N” to ”R” as well as shifting 1234.
* Controlled line pressure is a mapping data which changes according to the current gear
position, TPS value, oil temperature.
84
ELECTRONIC CONTROL
86
Reverse inhibition control
■ Purpose
- To prevent engaging “Reverse” gear while D R
shift (Neutral by C2)
D R
■ Operating condition
- D  R shift
- Output speed >= H/S
No
If,
No > H/S
Then ‘N’
■ Control
- C2 pressure drains, when output speed >= H/S
■ Control inhibition
- Output speed < R/S
* High Speed(H/S): 2.5 DSL: 350 rpm(11km/h), 3.5GSL: 400 rpm(11km/h)
* Reset Speed(R/S): 2.5 DSL: 300 rpm(9km/h), 3.5GSL: 325 rpm(9km/h)
If,
No < R/S
Then ‘R’
ELECTRONIC CONTROL
87
Engine over-run inhibition control
■ Purpose
- To prevent engine over-run by turning the O/D OFF switch accidentally
“ON” at high vehicle speed
■ Operating condition
- Driving at 4th speed
- O/D OFF switch: ON
- Vehicle speed >= wot_SH43
wot_SH43
4→3
■ Control inhibition
- O/D OFF switch: OFF
- Vehicle speed < wot_SH43
- Below 43 shift point
* wot_43SH
- 2.5 DSL: 4200 rpm(136 km/h), 3.5GSL: 5000 rpm(145 km/h)
Vehicle
speed
ELECTRONIC CONTROL
88
Adaptive shift control
■ Purpose
- Optimal shift control according to the road and driving condition
■ Functions
- Up slope mode
: Prevent a frequent gear shifting  improved
performance and fuel consumption
- Down slope mode: Use engine brake  improved driving stability
Output speed
TCM
Accelerator pedal
Engine torque
Road slope
Acceleration
Calculate
related
information
Optimal
gear
shifting
ELECTRONIC CONTROL
89
Adaptive shift control (Up slope mode)
Accelerator pedal is off while sloping upward, gear shifts up resulting in poor
acceleration. Up slope mode prevents up-shifting at the moment to maintain the driving
force during acceleration or escaping corner.
According to the slope angle, there are two modes, Up slope1 and Up slope 2.
Up slope 2
4th gear
3rd
gear
2nd gear
Up slope 1
B
A
ELECTRONIC CONTROL
90
Adaptive shift control (Down slope mode)
While driving down hill, engine brake operates automatically according to accelerator
position and braking condition at a certain slope degree.
4th gear
4th gear
3rd gear
ELECTRONIC CONTROL
91
Coast down control
To prevent the frequent gear shift during short time in the condition of low TPS opening ratio
and to improve the shift quality such as 2->1, 3->2 at the coast down road, a special shift
pattern was adopted to be operated in case of specified vehicle condition.
Normal Shift Pattern
Throttle
(%)
2->1
1->2
3->2
2->3
CD2->1
CD1->2
CD3->2
CD2->3
idle
0
A
Output speed
(rpm)
ELECTRONIC CONTROL
Coast down control
■ Coast down control start condition
- Brake switch is N (When the foot brake is depressed)
- Engine is idle (When the accelerator pedal is not depressed)
- D or 2 range
■ Coast down control cancellation condition
- After 1 second since the brake switch is OFF (To prevent hysteresis)
- TPS > 0% (When the accelerator pedal is depressed)
92
ELECTRONIC CONTROL
High ATF temperature control
When ATF temperature abnormally rises (more than 135 degrees Celsius), TCM changes
shift pattern automatically to avoid ATF temperature increase.
This kind of Hot mode situation can happen when the vehicle is moving up on a steep slope.
TCM changes the shift pattern as a high ATF shift pattern extending a low gear range but it
does not operating damper clutch.
Engaging damper clutch engagement can rapidly drop down ATF temperature but it reveals
inferior drivability.
* In case of Terracan(HMC) which uses same AT model, damper clutch can operate from
2nd gear.
- ATF Temp.>= 135 degrees Celsius  High ATF Temp. shift pattern
- ATF Temp. <= 120 degrees Celsius  Normal shift pattern
93
DIAGNOSIS
Stall test
■ Purpose
- To check the slip of components and overall performance of the
transmission
■ Caution
- Never longer than 5 seconds at a time
- Take at least one minute idle time in neutral before one more test
■ Stall RPM
- 2.5 TCI: 2420 +- 150 RPM
- 3.5 GSL: 2520 RPM
■ Test result
- Over the normal RPM: Slip of components, less line pressure
- Below the normal RPM: ATF oversupply, lack of engine power
94
DIAGNOSIS
95
Stall test
■ Test result
Condition
In "D" and "R" range
Above
standard
In "D" range only
In "R" range only
Below standard
Possible cause
Line pressure too low
OD clutch slipping
OD one-way clutch not operating properly
Forward clutch slipping
Rear one-way clutch not operating properly
Line pressure too low
OD clutch slipping
OD one-way clutch not operating properly
Direct clutch slipping
Low & reverse clutch slipping
Line pressure too low
OD clutch slipping
OD one-way clutch not operating properly
Engine out of tune
Slipping of one way clutch within torque converter
DIAGNOSIS
Line pressure test
■ Test result
Condition
In "D" and "R" ranges
Below
standard
In "D" range only
In "R" range only
Excessive line pressure at idle
96
Shift
position
Line Pressure (kg/cm2)
Idle
Stall
D
4.0 - 4.6
11.7 - 13.2
R
6.2 - 7.2
15.6 - 19.0
Possible cause
Defective or stuck the throttle valve
Defective or stuck the regulator valve
Defective the oil pump
OD clutch slipping
Fluid leakage in the "D" range line pressure
hydarulic circuit
Forward clutch slipping
OD clutch slipping
Fluid leakage in the "R" range line pressure
hydarulic circuit
Direct clutch slipping
Defective low & reverse brake
Defective or stuck the throttle valve
Defective or stuck the regulator valve
DIAGNOSIS
97
Warning lamp & Data Link Connector(DLC)
■ Trouble codes and service data display on a HI-SCAN (PRO)
■ Failure warning: O/D OFF lamp, MIL (OBD area)
■ 2 DLCs are supplied
Waning lamp : DOM/GEN Only
※ OBD area : MIL Lamp
DLC (20 PIN) : Engine compartment
DLC (16PIN) : Inside Cabin
DIAGNOSIS
20 Pin DLC connector
98
DIAGNOSIS
99
20 Pin DLC connector
PIN
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
NAME
Fuel pump
IG1
Discretionary
Condenser fan
RKE coding
Air bag
Flash power
ABS
Discretionary
Spark plug adjustment
K-line
Discretionary
EAT fail
EAT test
IGEngine fail
engine test
GND
GND
B+
FUNCTION
Fuel pump is operated under IG ON
Key switch IG1 power
Condenser fan is operated in case of ground
Data send and receiving
Data send and receiving
Data re-write
Data send and receiving
Data send and receiving
Display of TCM fail code
TCM check in case of ground
For RPM check
Display of Engine fail code
ECM check in case of ground
Battery power
DIAGNOSIS
100
Definition of D/C & W/C
■ Driving Cycle (D/C): Driving condition for Diagnosis, Memory, Erase
■ Definition
When the OBD_FRF_ACK bit2 among ECM CAN Messages turns 01,
1D/C
; ECM keeps ‘1’ (1D/C) un till IG off after engine starts.
And next IG off, ECM Rest (0)
MUL_CODE
1
Bit 7
MUL_INFO
0
Bit 6
OBD_FRF_ACK
Bit 5
Bit 4
Bit 3
■ Message information
MUL_CODE:10  OBD_FRF_ACK
Bit 2: 0  D/C unsatisfied, Reset
: 1  D/C satisfied
Bit 2
Bit 1
Bit 0
DIAGNOSIS
101
Definition of D/C & W/C
■ Warm-up Cycle (W/C): Driving condition for OBD
■ Definition
When the OBD_FRF_ACK bit0 among ECM CAN Messages turns 01,
1W/C
; ECM keeps ‘1’ (1D/C) if all the conditions below are satisfied until IG
off after engine starts.
- Coolant temperature >= 71 degrees Celsius, and it should be
4 degree Celsius higher than the previous temperature.
MUL_CODE
1
Bit 7
MUL_INFO
0
Bit 6
OBD_FRF_ACK
Bit 5
Bit 4
Bit 3
■ Message information
MUL_CODE:10  OBD_FRF_ACK
Bit 0: 0  W/C unsatisfied, Reset
: 1  W/C satisfied
Bit 2
Bit 1
Bit 0
DIAGNOSIS
102
2 Consecutive Driving cycles
■ 2 Driving cycle detection:
DTC is duplicated in case
same failure is detected at
least 2 consecutive driving
cycles.
1
Symptom simulation test
2
Tester detects one failure
(one driving cycle)
3
IG OFF => ON
4
Perform the symptom
simulation test again
5
Tester detects failure
again (2 driving cycle)
PXXXX
OFF
OFF
IG OFF => ON
DIAGNOSIS
103
Warning lamp ON/OFF condition
■ Warning lamp ‘Flashing’ condition
- DTC is memorized, O/D OFF lamp illuminates
- Type A: 1D/C (DTC stored on the 1st driving cycle)
- Type B: 2D/C (DTC stored on the 2nd driving cycle)
- Type C: only failsafe (No DTC stored, W/L not flashing)
1s
1s
■ Warning lamp ‘OFF’ condition
- After no failure detected, the D/C condition below should be satisfied.
US/EUR: 3 consecutive D/C, DOM/GEN: 1D/C
- When DTC is erased by a Hi-Scan (Pro) or by means of DGC
DIAGNOSIS
DTC memory and erase
■ Memory condition
- Type A: 1D/C (DTC stored on the 1st driving cycle)
- Type B: 2D/C (DTC stored on the 2nd driving cycle)
- Type C: only failsafe (No memory)
■ Erase condition
- After no failure detected, the consecutive W/C condition below should
be satisfied.
US/EUR: 40 W/C, DOM/GEN: 40 W/C
- When DTC is erased by a Hi-Scan (Pro) or by means of DGC
104
DIAGNOSIS
105
How to check the Fail-code by means of DGI/DGC
1) Let the PIN No. 11 of DLC ground.
2) O/D OFF lamp will be flashing several seconds after O/D OFF lamp turns on.
3) For the clear of Fail-code, let the PIN No. 3 of DLC ground over than 5 sec.
K-line
DTC clear switch
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diagnosis switch
[Data Link Connector]
DIAGNOSIS
106
How to count the O/D OFF lamp flashing
For example : P1783 / P0604
A
B
D
A C A C A C A C A C A C A
B
A C A C A C A C A C A
A : 0.5sec.
B
A C A C A C A C A C A C A C A
B
B : 1.5sec.
D
B
C : 0.3sec.
A C A C A C A
D : 1.5sec.
B
A C A C A
DIAGNOSIS
107
MIL Request
■ MIL: On-board warning lamp for OBD-II, EOBD Emission regulation
■ MIL ON condition
- When DTC is memorized in TCM,
; TCU CAN Message, TCU_OBD Bit 2 sets 0  1
Bit 3
MIL blinking
request
Bit 2
MIL on
request
Bit 1
freeze frame
request
Bit 0
readiness
info
■ MIL OFF condition
- After no failure detected, the D/C condition below should be satisfied.
US/EUR: 3 consecutive D/C
- When DTC is erased by a Hi-Scan (Pro) or by means of DGC
DIAGNOSIS
108
DTC detected condition and failsafe
CODE
DESCRIPTION
P0707 Output speed >= 1130, Engine rpm>= 1500
P0708 2 or more signals are dectected for more than 10 sec.
P0722
P0743
P0748
P0753
P0758
P1121
P0710
P1115
P0717
P0716
P1630
P1631
-
(1st-3rd gear) No output while 45 input pulses detected
(4th gear) 1500 output rpm drop and 0 rpm detected
(Short to GND) 'OFF' detected for 300 msec after 'ON'
(Open/short to B+) 'ON' detected for 50 msec after 'OFF'
(Open/short to GND) AD value =< 15 for 70 msec
(Short to B+) AD value >= 1000 for 500 msec
(Short to GND) 'OFF' detected for 300 msec after 'ON'
(Open/short to B+) 'ON' detected for 50 msec after 'OFF'
(Short to GND) 'OFF' detected for 300 msec after 'ON'
(Open/short to B+) 'ON' detected for 50 msec after 'OFF'
TPS message FF H is received for 0.2 sec
(Short) Abnormal sensor resistance detected for 5 min.
(Open) AD value is under 15 or over 1000 detected
WT message FF H is received for 0.2 sec
No input while 12 pulses of output signal are detected
Input speed >= 7000 rpm detected
BUS OFF is detected 0.2 sec after IG on
No message received from ECM
Output rpm >= 2260, TPS>=5%, Brake on >= 10sec
FAILSAFE
Judge 'D' range (system mechanically operates)
D>2>L>R>N>P (operation priority)
Gear shift by using input speed sensor signals
No lock-up/4thgear/ETR/LPC/Rverse/Squat control
DCCSV OFF
1st gear hold if output rpm < 375 (Open/B+ short)
4th gear hold
Lock-up inhibited
Gear hold: D range-4th,2 range-3rd,L range-1st
Lock-up inhibited
Gear hold: D range-4th,2 range-3rd,L range-1st
Judge TPS 0%, Max. line pressure, No ETR/LPC
Judge ATF temp. 200℃, No lock-up, ETR/LPC
inhibited while shifting
Judge the Temperature normal
No lock-up, ETR/LPC inhibited while shifting
No lock-up, maximum line pressure, No ETR/LPC
No lock-up, maximum line pressure, No ETR/LPC
Ignore the brake signal, Lock-up available
DIAGNOSIS
DTC
P0707
P0708
P0722
P0726
P0727
P0740
P0743
P0750
P0753
P0755
P0758
P0748
P1121
P0710
P1115
P0717
P0716
P1795
P1630
P1631
-
109
DESCRIPTION
Transmission Range Sensor Circuit Low Input
Transmission Range Sensor Circuit High Input
Output Speed Sensor Circuit No Signal
Engine Speed Input Sensor Range/Performance
Engine Speed signal invalid
Torque Converter Clutch Circuit (SL) Malfunction
Torque Converter Clutch Circuit (SL) Electrical
Shift Solenoid A(S1) Malfunction
Shift Solenoid A (S1 ) Electrical
Shift Solenoid B (S2) Malfunction
Shift Solenoid B (S2) Electrical
Pressure Solenoid (SLT) Electrical
Throttle Sensor Signal invalid
ATF Temp. Sensor Circuit Malfunction
Water Temp. Signal Malfunction from ECU to TCU
Input Speed Sensor Circuit No Signal
Input Speed Sensor Circuit Range / Performance
Transfer High/Low(L4) Switch Malfunction
CAN communication BUS OFF
No ID from ECU
Vehicle Speed Signal From Meter Set
Brake SW malfunction
3.5 V6(EUR/US)
Fault type
MIL
B
O
B
O
B
O
B
O
B
O
B
O
B
O
B
O
A
O
B
O
A
O
A
O
B
O
B
O
B
O
B
O
B
O
B
O
B
O
B
O
C
C
-
3.5 V6(DOM/GEN), A-2.5
Fault type
W/L
B
B
B
O
B
B
B
B
B
A
B
A
A
B
O
B
B
B
O
B
B
O
B
O
C
-
* Fault type - Type A: DTC stored on the 1st driving, Type B: DTC stored on the 2nd driving, Type C: only failsafe (Not DTC stored)
* Warning lamp: O/D OFF lamp
DIAGNOSIS
119
TCM input and output terminal voltage table
No
PIN NAME
SCSV 1
13
(1st, 2nd speed operation)
SCSV 2
14
9
7
(2nd,3rd speed operation)
SNOW SW
(2WD VEHICLE)
C0 CYLINDER REV. SNSR
(Over drive clutch drum)
8
VEHICLE SPEED SENSOR
31
O/D OFF SW
48
INHIBITOR SW(P)
12
INHIBITOR SW(R)
34
BATT
2
3
CONDITION
DRIVING
(P,N/1st/2nd
3rd/4th speed)
DRIVING
(P,N/1st/2nd
3rd/4th speed)
SW OFF
SW ON
INPUT&OUTPUT SIGNAL
TYPE
Frequency
Level
Vbatt - 0V
Io : 1.9A MAX
Vbatt - 0V
Frequency
Frequency
DC
IDLE
Pusle
DRIVING
Pulse
OFF SW OFF
OFF SW ON
P
R/N/D/2/L
R
P/N/D/2/L
IGN OFF
IGN ON
DC
DC
DC
DC
DC
DC
DC
DC
LOCK-UP SOLENOID
DRIVING
(over 45km/h)
Frequency
PCSV
IDLE
Io : 1.9A MAX
V GND -0.3 - 2V
V(IG.1)
V Hi - V Low
16 Pulse/Co cylinder rev.
V Hi - V Low
12Pulse/TM rev.
V(IG.1)
V GND -0.3 - 2V
Vbatt
BELOW 0.8V
Vbatt
BELOW 0.8V
Vbatt
Vbatt
REMARK
SCSV1:
Shift Control Solenoid
Valve no.1
SCSV2:
Shift Control Solenoid
Valve no.2
<- Input speed sensor
<- Output speed
Vbatt - 0V
Lo : 1.9A MAX
<- Torque conveter
solenoid valve
Current control
Lo : 1A MAX
Pressure control
solenoid valve
DIAGNOSIS
120
TCM input and output terminal voltage table
No
PIN NAME
5
EARTH FOR PCSV
47
DTC CLEAR SW
18
OIL TEMP SNSR
24
26
42
10
EARTH FOR C0 CYLINDER
REV. SNSR
EARTH FOR VSS
L4 SW
(4WD VEHICLE)
SNOW LAMP
(2WD VEHICLE)
29
O/D OFF LAMP
32
INHIBITOR SW(N)
33
INHIBITOR SW(D)
1
POWER(IGN 1)
6
EARTH FOR POWER
46
BRAKE SW
35
17
EARTH FOR POWER
EARTH FOR OTS
CONDITION
INPUT&OUTPUT SIGNAL
TYPE
Level
S/W OFF
S/W ON
IGN OFF
IDLE
DC
DC
DC
DC
V(IG.1)
V GND -0.3 - 1.0V
0V
0 - 5V
SW OFF
SW ON
LAMP OFF
LAMP ON
LAMP OFF
LAMP ON
N
P/R/D/2/L
D
P/R/N/2/L
IGN OFF
IGN ON
DC
DC
DC
DC
DC
DC
DC
DC
DC
DC
DC
DC
V(IG.1)
V GND -0.3 - 1.0V
Vbatt
1.5V MAX
Vbatt
1.5V MAX
Vbatt
BELOW 0.8V
Vbatt
BELOW 0.8V
0V
9V - 16V
SW OFF
SW ON
DC
DC
V GND -0.3 - 2V
Vbatt-2.0 - Vbatt
REMARK
OTS:Oil Temp. Sensor
DIAGNOSIS
121
TCM input and output terminal voltage table
No
PIN NAME
45
K-LINE
28
DIAG. SW
49
INHIBITOR SW(2)
50
INHIBITOR SW(L)
23
CRUISE CONTROL
(Σ3.5/S-II 2.4)
41
CAN(HIGH)
22
CAN(LOW)
CONDITION
Continuity
(10.4Kbps)
S/W OFF
S/W ON
2
P/R/N/D/L
L
P/R/N/D/2
ACC OFF
ACC ON
Continuity
(500kbit/s)
Continuity
(500kbit/s)
INPUT&OUTPUT SIGNAL
TYPE
Pulse
DC
DC
DC
DC
DC
DC
Level
Logic "0" : Vbatt 20% ↓
Logic "1" : Vbatt 80% ↑
V(IG.1)
V GND -0.3 - 1.0V
Vbatt
Below 0.8V
Vbatt
Below 0.8V
V(IG.1)
V GND -0.3 - 1.5V
REMARK
Electrical wiring diagram
122
SHIFT PATTERN
123
BL A-2.5 SHIFT PATTERN (Normal D range:FGR 4.181)
2-1
100.0
1-2
4-3
3-2 2-3
3-4
90.0
Throttle opening (%)
80.0
70.0
60.0
50.0
40.0
30.0
4L
OFF
4L ON
20.0
10.0
0.0
0
10
20
30
40
50
60
70
80
90
Vehicle Speed (Kph)
100
110
120
130
140
150
SHIFT PATTERN
124
BL Σ3.5 SHIFT PATTERN (Normal D range: FGR 4.666)
2-1 1-2
3-2
2-3
4-3 3-4
100.0
Throttle opening (%)
80.0
60.0
40.0
20.0
4L ON
4L OFF
0.0
0
50
Vehicle Speed(Kph)
100
150