Download - f4aelk Detail Carens
F4AEL-K
- Sephia & Spectra- Shuma- Carens- Rio
2
Section View
INTRODUCTION
3
Overview
The F4AEL-K is an electronically controlled, 4-speed overdrive, automatic transaxle. It is very compact in design, yet it weighs nearly 200 pounds. It is a “true” 4-speed because 4th gear is designed into the transaxle and is not an addition.
Characteristics
The gear ratios for the four forward speeds and reverse are achieved using 5 multi-disc clutch packs mounted in two clutch drums, 1 one-way clutch, 1 band for 2nd and 4th gears, and a single compound planetary gear set. An additional one-way clutch reduces engine braking during deceleration in 4th gear. While the transaxles used on all Sephias are mechanically the same, electronic control varies depending on which engine is coupled to.
INTRODUCTION
4
Electronic Shift Control
INTRODUCTION
5
Electronic Shift Control
The TCM uses 4 solenoid valves to control the transaxle. Solenoids A, B and C control the shifts. An additional, DCC solenoid valve controls the damper (Torque converter) clutch. Some transaxle require the driver to manually select Power or Economy mode. The F4AEL-K transaxle’s TCM automatically chooses the shift pattern based on engine load and vehicle speed.
Linear (Pressure Control) Solenoid Valve
On 1998 and later Sephias, the cable-operated throttle valve, used on pre-1998 models, has been replaced by a duty-cycled, linear solenoid valve, This pressure control solenoid valve is controlled by the Transaxle Control Module (TCM), based on the inputs from various sensors.
In case of pre-1998 Sephias, the hydraulic line pressure should be adjusted.
INTRODUCTION
6
Linear (Pressure Control) Solenoid Valve
INTRODUCTION
7
Integrated Engine/Transaxle Control
INTRODUCTION
8
To ensure total control over the transaxle, the ECM and TCM share common data signals. They both use through a Serial Communications Link, or Data Bus. This system is called Torque Reduction Control, or TRC.
TRC provides smoother up and down shifts by :
• Momentarily shutting off #1 and #4 fuel injectors during up-shifting.
• Momentarily retarding ignition timing during down-shifting.
These actions improve shift feel by minimizing the torque and pressure variations during shifts. TRC is available when :
• Transaxle Range Switch is in “D”
• Engine speed is between 1,000 and 6,000rpm
• Engine is at least at half throttle (TPS value greater than 1.6 volts)
• Engine coolant temperature 140 (60 ) or greater.
Integrated Engine/Transaxle Control
INTRODUCTION
9
If a component of the electronic control system should fail, the Fail-Safe o
r “Limp” mode will allow the vehicle to be driven to the nearest repair facili
ty. Depending on the affected component, the transaxle will operate with
some degree of diminished performance and drive-ability will be affected.
When the transaxle is in full Fail-Safe mode, only 3rd gear is available in
Drive range. P, N, and R ranges “appear” to be unaffected, however shift
ing in and out of a forward gear or reverse will be more severe. While in
Fail-Safe mode, the O/D OFF lamp will flash to indicate that a malfunctio
n has occurred. In addition, the MIL will come on steady and the ECM w
ill store a DTC P1624, MIL request. (North America Only) Freeze Data c
aptured when this DTC sets will also be available.
Fail-Safe Operation
INTRODUCTION
10
F4AEL-K
Floor shift, O/D OFF
Type3elements 1stage 2phases, electronic
controlled lock-upStall RPM D: 2,080∼2,380 R: 2,080∼2,380
OWC 1Stall torque ratio 2.15
Forward 3Coasting 2
3 ―4 3Reverse 2
L&R brake 4
Torqueconverter
Disc usageof clutch
and brake
Model
ATX control
F4AEL-K
Floor shift, O/D OFF
Type3elements 1stage 2phases, electronic
controlled lock-upStall RPM D: 2,080∼2,380 R: 2,080∼2,380
OWC 1Stall torque ratio 2.15
Forward 3Coasting 2
3 ―4 3Reverse 2
L&R brake 4
Torqueconverter
Disc usageof clutch
and brake
Model
ATX control
INTRODUCTION
Specifications
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11
A3E, A5E, A5D
Water cooling
Spec. (M-III) SK ATF SP-III
Quantity 5.9 L
TROCHOID
P-R-N-D-2-1Shift lever
Cooling system
Items
Oil
Oil pump type
A3E, A5E, A5D
Water cooling
Spec. (M-III) SK ATF SP-III
Quantity 5.9 L
TROCHOID
P-R-N-D-2-1Shift lever
Cooling system
Items
Oil
Oil pump type
Specifications
11INTRODUCTION
12
A3E, A5E, A5D
ACCUMULATOR, LINEAR SOL V/V
SOL V/V (ON/OFF)
Variable line pressure
ON/OFF 4EA, DUTY 1EA
2
4Accumulators
OWC
Hydraulic control
Items
Solenoid valves
Lock up control
Line pressure control
A3E, A5E, A5D
ACCUMULATOR, LINEAR SOL V/V
SOL V/V (ON/OFF)
Variable line pressure
ON/OFF 4EA, DUTY 1EA
2
4Accumulators
OWC
Hydraulic control
Items
Solenoid valves
Lock up control
Line pressure control
Specifications
12INTRODUCTION
13
1. V.F.S(Variable Force Solenoid valve) has been adopted to control the line pressure2. The logic for Power/Economy mode was built in TCM.
3. Shift lever position : P-R-N-D-2-1
4. Mode switch : O/D Off is operated
5. Shift lock mechanism : The brake pedal should be depressed at the P
range to start the engine
Main points
13INTRODUCTION
14
160,000km
1,280km - Oil seal and clutch is burned and carbon is accumulated
2,400km - Slip in clutch
8,000km - Oil seal is solidified
16,000km - Vanish
32,000km
80,000km
80°C
160°C
150°C
127°C
116°C
104°C
91°C
ATF temp. VS durability (Dexron III)
14INTRODUCTION
1515MECHANICAL CONTROL SYSTEM
3-4 clutchLR brake
OWC 1Reverse clutch
Coasting clutch
Forward clutch
2-4 brake
Small sun gear
Large sun gear
Short pinion
Long pinion
Gear Train
OWC 2
16MECHANICAL CONTROL SYSTEM
Gear Train
The gear train consists of a compound planetary gear set, an idler gear, a ring gear, and an output gear.
The compound planetary gear set contains two pinion gear sets (long and short), a small sun gear, a large sun gear and an internal gear. This arrangement allows the gear ratios to be varied by holding various members of the planetary gear set.
Operating Elements
The table lists the components that operate in each gear and range. This table can be helpful in isolating a problem to a specific component or group of components. At 3rd gear under the condition of vehicle speed 5km/h (3.1mph) or more , the fluid pressure to servo, but 2-4 brake band not applied due to pressure difference in servo. And OWC 1 at 4th gear is for just reducing of engine brake effect, but not transmitting power.
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FWD Coast 3―4 Rev 2―4 L&R OWC1 OWC2
P
R
N
1st
2nd
3rd
4th ⊙
2nd
1st
GearRangeClutch Brake
1
P
R
N
O/DS/WOFF
O/DS/WON
D
2
FWD Coast 3―4 Rev 2―4 L&R OWC1 OWC2
P
R
N
1st
2nd
3rd
4th ⊙
2nd
1st
GearRangeClutch Brake
1
P
R
N
O/DS/WOFF
O/DS/WON
D
2
Operating Elements
17MECHANICAL CONTROL SYSTEM
18MECHANICAL CONTROL SYSTEMOperating Elements
Reverse clutch
Forward clutch
Coasting clutch
19MECHANICAL CONTROL SYSTEM
Structure
Parking gear
20MECHANICAL CONTROL SYSTEM
Structure
Large sun gear
Small sun gear
21MECHANICAL CONTROL SYSTEM
Structure
2-4 brake
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Manual Control Lever
MECHANICAL CONTROL SYSTEM
The manual control lever is mounted on the transaxle case and is linked to the manual control valve in the valve body assembly and the parking assist lever through the manual shaft and manual plate.
A spring-loaded detent lever applies pressure to the manual plate to improve the shift feeling during manual gear selection.
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Manual Control Lever PARKING
MECHANICAL CONTROL SYSTEM
When the manual control lever is moved to the park position, the notch in the manual plate makes contact with the stud on the parking assist lever. The movement of the manual plate and parking assist lever pushes the parking pawl into contact with the output shell, locking the transaxle output shaft.
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Low & reverse brake
Coasting clutch
OWC 2
Small sun gear
Internal gear
Forward clutch
Large sun gear
Short pinion
2-4 brake 3-4 clutchOutput gear
Reverse clutch
OWC 1
Power Flow - R
24MECHANICAL CONTROL SYSTEM
30HYDRAULIC CONTROL SYSTEMOil pumpThe hydraulic control system consists of the oil pump, the control valve assembly, the accumulators, and the 2-4 band servo and 5 electro-hydraulic solenoid valves.
The oil pump is a trochoid type with a cast iron housing. The inner gear is driven by the torque converter through the oil pump drive shaft. The oil pump is not serviceable. If it is not operating properly, the transaxle must be replaced as an assembly. Do not remove or disassemble the pump as improper alignment during assembly will cause pump failure and could cause damage to the transaxle.
31HYDRAULIC CONTROL SYSTEMOil pump
32HYDRAULIC CONTROL SYSTEMOil FiltrationThe torque converter, oil pump and the transaxle’s internal parts are protected from foreign matter by an oil strainer, mounted to the control valve assembly and several filters and strainers inside of the valve body. Two magnets in the oil pan attract any metal particles present in the ATF.
33HYDRAULIC CONTROL SYSTEMValve Body Assembly
34HYDRAULIC CONTROL SYSTEMValve Body Assembly
The valve body assembly is mounted to the bottom of the transaxle case. It contains a manual control valve, a pressure regulator valve, three shift valves, two pressure reducing valves, a torque converter relief valve, a pressure bypass valve, a servo orifice valve, and a DC control valve. These components are housed in a 4-piece valve body assembly.
Memo
35HYDRAULIC CONTROL SYSTEMAccumulators
In order to ensure a smooth shift, operating component control valves work in conjunction with four accumulators, mounted in the transaxle case. The accumulator springs are calibrated to the characteristics of aparticular hydraulic circuit. The stop O-ring seal is replaceable, however a problem with an accumulator will require transaxle replacement.
36HYDRAULIC CONTROL SYSTEMAccumulators
37HYDRAULIC CONTROL SYSTEM2-4 Band Servo
38HYDRAULIC CONTROL SYSTEM
2-4 Band Servo
The 2-4 servo is mounted at the front of the transaxle case. It applies the 2-4 band in 2nd and 4th gear. When the transaxle shifts out of 2nd or 4th gear, the servo return spring retracts the servo piston, releasing the 2-4 band.
In addition, when pressure is removed from the servo, orifice check spring moves the orifice valve off of its seat, allowing ATF to return to the oil pan. These actions ensure that the 2-4 band is released as quickly as possible as the shift is made.
The servo retainer seal ring is replaceable, however a servo malfunction will require transaxle replacement.
39HYDRAULIC CONTROL SYSTEM
Solenoid Valves
The solenoid valves convert electrical signals from the TCM into hydraulic pressure which acts on the shift or control valves. The solenoid valves are returned ON and OFF by the TCM.
Three solenoid valves are used to control the operating components. The operating components are fully applied when the solenoid valve is ON and fully released when the solenoid valve is OFF.
The DCC solenoid valve fully applies the damper clutch in 4th gear under normal conditions or in 3rd gear if the ATF temperature reaches 262 (128 ).
The resistances of the shift solenoids and DCC solenoid should be 14Ω to 18Ω.
40HYDRAULIC CONTROL SYSTEM
Linear Solenoid Valve
On 1998 and later Sephias, the cable operated throttle valve has been replaced by a “duty-cycled”, pressure control, or linear, solenoid valve. This valve is duty-cycled by the TCM, based on throttle opening and vehicle speed.
This change improved serviceability (no line pressure adjustments), ensures smooth shifting through the vehicle’s entire operating range, and reduces accelerator pedal effort. It also allows an increase in pressure during high speeds or heavy loads to reduce slippage and improve the durability.
Line pressure control is performed during:• Up-shifts• Down-shifts• No Shift (Change in torque requirements during cruise)• Engagements (changing the position of the shift lever)
41HYDRAULIC CONTROL SYSTEMLine Pressure Control
42HYDRAULIC CONTROL SYSTEM
Line Pressure Control
Quick Filling Pressure :
It ensures that operating components engage as soon as possible after a shift is made.
Pressure Ramp :
It is a function that ensures that operating components engage slowly and smoothly.
Characteristic Map :
It represents the changes in the shift pattern that occur due to throttle valve opening and vehicle speed variables.
The resistance of the linear solenoid should be 4.1Ω to 5.1Ω.
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N-D accumulator
N-R accumulator
Line pressure
1-2 accumulator
44HYDRAULIC CONTROL SYSTEM
Pressure Check Point
45
Line pressure
2-4 brake release
2-4 brake apply
1-2 accumulator
2-3 accumulator
45HYDRAULIC CONTROL SYSTEM
Pressure Check Point
46
2-3 accumulator
3-4 clutchDamper clutch releaseDamper clutch apply
Pressure Check Point
46HYDRAULIC CONTROL SYSTEM
48
T
C
M
OTS
Pulse generator
VSS
Inhibitor S/W
Brake S/W
OD OFF S/W
DCCSV
SCSV A, B, C
PCSV
Engine ECM
TPS
ECT
ENG. RPM T/RED ENG. Load
Communication
48ELECTRONIC CONTROL SYSTEM
49
Overview
49ELECTRONIC CONTROL SYSTEM
The TCM controls automatic transaxle and damper clutch operation.
Through various sensor and driver inputs, it monitors, analyzes, then
controls shift timing, shift quality, line pressure, and damper clutch
operation through the solenoid valves. Unlike other transaxles that have
a Power/Economy switch, the TCM decides on which shift pattern to use
based on engine load and vehicle speed.
The TCM reacts to changes in temperature, vehicle speed, engine load,
gear selection and other operating conditions. It also interfaces and
shares common data information with the Engine Control Module (ECM)
over a serial communications link. If a fault signal is detected, the TCM’s
fail-safe mode allows the transaxle to operate in reverse and 3rd gear until
it can be brought in for service.
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Sensors and Actuators
ELECTRONIC CONTROL SYSTEM
The TCM receives input signals from its sensors and outputs signals to its actuators. Some inputs are sent directly to the TCM whereas others are routed to the TCM from the ECM over a serial data link. The following is a list of the sensors and actuators used for transaxle control.
Items Function
Throttle position sensor Provides engine load data and throttle position.
Input/Turbine speed sensor Detects input shaft / turbine speed
Vehicle speed sensor Detects output shaft speed
Crankshaft position sensor Detects engine speed at the flywheel
Transaxle range switch Detects selector lever position
Stoplight switch Detects foot brake ON/OFF status
ATF temperature switch Detects ATF temperature using a thermistor
O/D OFF switch Detects Overdrive ON/OFF status
Items Function
Throttle position sensor Provides engine load data and throttle position.
Input/Turbine speed sensor Detects input shaft / turbine speed
Vehicle speed sensor Detects output shaft speed
Crankshaft position sensor Detects engine speed at the flywheel
Transaxle range switch Detects selector lever position
Stoplight switch Detects foot brake ON/OFF status
ATF temperature switch Detects ATF temperature using a thermistor
O/D OFF switch Detects Overdrive ON/OFF status
51
Sensors and Actuators
ELECTRONIC CONTROL SYSTEM
Items Function
Shift solenoid A Regulates hydraulic pressure to 1-2 shift valve
Shift solenoid B Regulates hydraulic pressure to 2-3 shift valve
Shift solenoid C Regulates hydraulic pressure to 3-4 shift valve
Damper clutch solenoid Regulates hydraulic pressure to damper clutch control valve
Linear solenoid valve Regulates hydraulic line pressure
O/D OFF light Indicates O/D status, fail-safe operation and DTC storage
Data link connector Provides service data to scan tool
Items Function
Shift solenoid A Regulates hydraulic pressure to 1-2 shift valve
Shift solenoid B Regulates hydraulic pressure to 2-3 shift valve
Shift solenoid C Regulates hydraulic pressure to 3-4 shift valve
Damper clutch solenoid Regulates hydraulic pressure to damper clutch control valve
Linear solenoid valve Regulates hydraulic line pressure
O/D OFF light Indicates O/D status, fail-safe operation and DTC storage
Data link connector Provides service data to scan tool
52
Sensors and Actuators
ELECTRONIC CONTROL SYSTEM
ATF temperature sensor
53
Idle 2,000RPM
Pulse Generator
53ELECTRONIC CONTROL SYSTEM
54
C
P
U
12V
T C M
10KΩ
E C M
C
P
U
47KΩ
5V
100Hz
12V
54
Throttle Position Sensor
ELECTRONIC CONTROL SYSTEM
55
Idle 3,000RPM
55
Throttle Position Sensor (ECM -> TCM)
ELECTRONIC CONTROL SYSTEM
56
C
P
U
12V
T C M
10KΩ
E C M
C
P
U
47KΩ
200Hz
12V
5V
WTS
56
Engine Coolant Temperature
ELECTRONIC CONTROL SYSTEM
57
About 15 About 80
COLD HOT
57
Engine Coolant Temperature (ECM -> TCM)
ELECTRONIC CONTROL SYSTEM
58
C
P
U
12V
T C M
Cluster
VSS
IG1
5V
58ELECTRONIC CONTROL SYSTEM
Vehicle Speed Sensor
59
Low speed High speed
59
Vehicle Speed Sensor
ELECTRONIC CONTROL SYSTEM
60
C
P
U
T C M
10KΩ
15KΩ
Brake switch
Brake lamp
- +
20A STOP
Brake Switch
60ELECTRONIC CONTROL SYSTEM
61
Torque Reduction (TCM -> ECM) : 1st-2nd gear up-shift
61ELECTRONIC CONTROL SYSTEM
62
Engine RPM (ECM -> TCM)
idle 4,000RPM
62ELECTRONIC CONTROL SYSTEM
63
Engine Load (ECM -> TCM)
63ELECTRONIC CONTROL SYSTEM
A/C OFF, Brake ON A/C ON, Brake OFF
64
The Schedule of SCSV
Range SCSV A SCSV B SCSV C
P ON
R ON
ON
ON
ON ON
ON ON ON
VSS≤40km/h
VSS≥40km/h ON
ON ON
2 ON ON ON
L ON
Gear
Reverse
Parking
2nd.
1st.
3rd.
N
1st.
2nd.
4th.
D
VSS≤18km/h
VSS≥18km/h
Range SCSV A SCSV B SCSV C
P ON
R ON
ON
ON
ON ON
ON ON ON
VSS≤40km/h
VSS≥40km/h ON
ON ON
2 ON ON ON
L ON
Gear
Reverse
Parking
2nd.
1st.
3rd.
N
1st.
2nd.
4th.
D
VSS≤18km/h
VSS≥18km/h
ELECTRONIC CONTROL SYSTEM
65
SCSV A
SCSV C
SCSV B
SCSV B
Shift at the low speed
65ELECTRONIC CONTROL SYSTEMShift Control Solenoid Valve
66
SCSV A
SCSV C
SCSV B
SCSV B
Shift at the high speed
66
Shift Control Solenoid Valve
ELECTRONIC CONTROL SYSTEM
67
Reducing valve
Linear solenoid valve
Pressure regulator valve
Manual valve - R
Manual valveT./C solenoid valve
Lock-up
Oil pump
67HYDRAULIC CONTROL SYSTEMLinear Solenoid Valve
68
Linear Solenoid Valve
68ELECTRONIC CONTROL SYSTEM
Idle RPM, N range
Idle RPM, N->D shift
69
Linear Solenoid Valve
69ELECTRONIC CONTROL SYSTEM
Idle RPM, N->R shift
70
C
P
U
12V
O/D OFF SW (Momentary type)
T C M
1.8KΩ
OD Off Switch
70ELECTRONIC CONTROL SYSTEM
71
C
P
U
12V
HOLD SW (Momentary type)
T C M
1.8KΩ
Hold Switch
71ELECTRONIC CONTROL SYSTEM
72
C
P
U
12V
POWER SW (Alternative type)
T C M
1.8KΩ
Power Switch (Before 1998 models)
72ELECTRONIC CONTROL SYSTEM
74
MLimit switch
B+ B+ IG1
STOP20A
P range
BTN 25A METER 10A
++-
-
BRAKE S/W
1
LOCK UNLOCK
Shift Lock
74ELECTRONIC CONTROL SYSTEM
75
MLimit switch
B+ B+ IG1
STOP20A
P range
BTN 25A METER 10A
+-
BRAKE S/W
1
LOCK UNLOCK
Shift Lock (Unlock)
75ELECTRONIC CONTROL SYSTEM
76
MLimit switch
B+ B+ IG1
STOP20A
P range
BTN 25A METER 10A
+ -
BRAKE S/W
1
LOCK UNLOCK
Shift Lock (Lock)
76ELECTRONIC CONTROL SYSTEM
77
MLimit switch
B+ B+ IG1
STOP20A
P range
BTN 25A METER 10A
++-
-
BRAKE S/W
1
LOCK UNLOCK
Shift Lock (Except P Range)
77ELECTRONIC CONTROL SYSTEM
78ELECTRONIC CONTROL SYSTEM
Fail-Safe Mode
1) Vehicle speed sensor :
Shifting is normal. This is only a back-up speed sensor for the TCM. If the Input/Turbine Speed Sensor also fails (a rather unlikely scenario), all solenoids will cease to function (“total fail-safe”, 3rd gear only in “D” range)
2) Throttle Position Sensor :
• TCM considers throttle opening to always be 50 percent.
• Shifts from vehicle speed input to Input/Turbine Speed Sensor
• No damper clutch (torque converter clutch) lock-up
3) Input/Turbine Speed Sensor : Shifts to vehicle speed sensor input
4) Shift Signal / Torque Reduction Control : Shift is normal, shift quality will be firmer than normal.
79ELECTRONIC CONTROL SYSTEM
Fail-Safe Mode
5) Shift Solenoid A, B or C :
• Remaining solenoids still function
• If all solenoids fail, transaxle may be manually shifted. (“total failsafe”)
6) Damper clutch solenoid : No damper clutch lock-up
7) Pressure Control Valve : Full line pressure at all times, shift quality very firm.
80ELECTRONIC CONTROL SYSTEM
Damper Clutch Lock-up Condition
The damper clutch is engaged and disengaged by a DCC solenoid valve that is controlled by the TCM. Lock-up only occurs when the transaxle is in 4th gear. While the transaxle is operating normally the damper clutch will engage as long as the following conditions are met :
• The closed throttle position signal is NOT present.
• The stoplight switch is OFF.
• The transaxle is in 4th gear.
The normal operating temperature range for ATF is from 180 (82 ) to 210 (100 ). If the ATF is below normal operating temperature, the DCC will not engage. Should the transaxle fluid temperature exceed 262 (128 ), the ATF temperature sensor sends a signal to the TCM which then reverts to a High Temperature Fluid (HTF) mode causing the damper clutch to lock-up in 3rd gear, which will lower ATF temperature.
81ELECTRONIC CONTROL SYSTEM
On-Board Diagnosis
The electronic control system includes a self-diagnostic routine that monitors the operation of the transaxle through the TCM. If faults are found, the TCM generates and stores a Diagnostic Trouble Code that causes the “O/D OFF” Indicator Light to flash and the MIL (North America only) to come ON steady. In addition the ECM will set a DTC P1624, MIL request, and will store the necessary Freeze data.
82ELECTRONIC CONTROL SYSTEM
On-Board Diagnosis
When the “O/D OFF” Indicator Light is flashing, the O/D system function is not available. A fault of any of the following will cause the TCM to generate a DTC and to flash the O/D Indicator Light.
• ATF temperature sensor
• Vehicle speed sensor
• Transaxle range switch
• Shift solenoids A, B or C
• Input/Turbine speed sensor
• Damper clutch solenoid
• Damper clutch control system
• Pressure control solenoid
• Incorrect gear ratio
• Any condition that causes the transaxle to go into Fail-safe operation.
83A/T DIAGNOSISKIA 5-step diagnosis process
Step-1 Verify
Complete A/T Diagnosis WorksheetCheck fluid levelCheck for MIL on (N/A only)Check for O/D OFF light flashing
Step-2 Analyze
Check for unusual cinditions :* ATF appearance (OE ATF may appear reddish-orrange)* ATF Odor* Noises* Leaks* Electrical wiring and connections* Blown fusesRetrieve DTCs, pending codes, and freeze frame data
Step-3Find thecause
Road test with the A/T testerStall testTime lag testATF line pressure test
Step-4 RepairReplace unit and flush transaxle cooler and linesComplete diagnosis to determine cause ; then repair
Step-5 CheckRoad testCheck all related systemsCheck for new problems
Step-1 Verify
Complete A/T Diagnosis WorksheetCheck fluid levelCheck for MIL on (N/A only)Check for O/D OFF light flashing
Step-2 Analyze
Check for unusual cinditions :* ATF appearance (OE ATF may appear reddish-orrange)* ATF Odor* Noises* Leaks* Electrical wiring and connections* Blown fusesRetrieve DTCs, pending codes, and freeze frame data
Step-3Find thecause
Road test with the A/T testerStall testTime lag testATF line pressure test
Step-4 RepairReplace unit and flush transaxle cooler and linesComplete diagnosis to determine cause ; then repair
Step-5 CheckRoad testCheck all related systemsCheck for new problems
84A/T DIAGNOSIS
KIA 5-step diagnosis process
Use the same overall diagnostic method that you would follow for any other customer complaint. Use the handy flow chart to assist you in following the Kia 5-step diagnosis process.
Effective diagnosis requires knowledge of how a system is supposed to operate in order to determine when it is not operating correctly. There are five basic steps for diagnosis and repair. If you follow these steps in a systematic manner, you will usually find the cause of the problem the first time.
85A/T DIAGNOSIS
Verify the problem
Get an accurate description of the customer’s complaint. Determine if the concern is a normal condition or a valid failure. Sometimes a valid complaint exists, but the customer may describe the problem in a way that leads you down the wrong diagnostic path. Note the symptoms, but do not begin disassembly or testing until you have narrowed down the problem area. Check to see if any the O/D OFF or MIL lights are on or flashing. Write down important information on the sheet.
Before starting on a problem get as much information as possible about the problem. Sometimes problems in one system may cause another system to operate erratically or not operate at all. Often an operational check, including a road test with the customer is helpful. Don’t assume that you have an automatic transaxle problem. Be sure to check the engine and other drive train components for potential problems.
86A/T DIAGNOSIS
Analyze the problem
Once you have verified that a legitimate problem exists, you must determine whether the problem is related to some other obvious problem such as previous repairs, accident or add on aftermarket equipment such as a car alarm or audio system. If you satisfied that it is a system problem, it’s time to make some preliminary checks.
To eliminate the obvious, a visual inspection should always include these Basic items :
• Check all electrical connectors. These are one of the most frequent causes of problems in electronically controlled transaxles.
• Check fuses
• If you have a drive-ability complaint, be sure to check the throttle position sensor (TPS).
• Check the fluid level and condition in Park.
87A/T DIAGNOSIS
Analyze the problem
• Apply the parking brake before checking the transaxle fluid.
• An incorrect fluid level can cause anything from slippage or delayed engagement to a fail-safe condition.
• If the fluid level is low, be sure to check for leaks.
• If you suspect that there are metal particles in the fluid, pull the oil pan and have a closer look.
• Check the transaxle range switch adjustment.
• Check the mechanical linkage.
88A/T DIAGNOSIS
Find the cause
Formulate a simple and logical procedure to diagnose the condition. Check the diagnosis you made by doing tests. Test for the most likely cause of failure first based on the “Symptom related diagnostic procedure” or “Diagnostic index charts” in Service manual. Isolate electrical circuits using the diagrams shown in the ETM for the vehicle.
Currently, there are 23 possible automatic transaxle related DTCs that can be stored in the TCM’s memory and displayed on the Scan Tool. The scan tool will display three DTCs at one time. If additional DTCs are stored, a down arrow will show up in the display. The TCM will display DTCs in the order in which they occurred. One problem may set multiple DTCs. DTCs can be caused by mechanical problems as well as electrical problems. If the TCM fails, communication with the Scan Tool may not be possible. There are several engine related conditions that can cause the automatic transaxle to perform poorly. If the malfunction indicator light is ON or flashing, check for engine related DTCs that can affect automatic transaxle performance.
89A/T DIAGNOSIS
Find the cause
These would include, for example, TPS, CKP, and ECT related DTCs. The MIL will come on steady any time an automatic transaxle DTC is stored. At that time P1624, MIL request, will also be stored (North America only). Any freeze data will be stored under DTC P1624. According to TCM logic, the transaxle range trouble code (P0705) accompanies vehicle speed sensor trouble code (P1500). When you have this condition, repair P0705, check to see if it has been cleared, then check for DTC P1500.
Memo
90
Code Diagnosed circuit MIL
P0601 TCM ROM malfunction ON
P0604 TCM RAM malfunction ON
P0705 Transaxle range signal (P,R,N,D,2,1) malfunction ON
P0712 ATF temeprature sensor low ON
P0713 ATF temeprature sensor high ON
P0716 Input/Turbine speed sensor signal malfunction ON
P0717 Input/Turbine speed sensor circuit malfunction ON
P0726 Engine speed input signal malfunction ON
P0727 Engine speed input malfunction ON
P0731 Incorrect first gear ratio ON
P0732 Incorrect second gear ratio ON
Code Diagnosed circuit MIL
P0601 TCM ROM malfunction ON
P0604 TCM RAM malfunction ON
P0705 Transaxle range signal (P,R,N,D,2,1) malfunction ON
P0712 ATF temeprature sensor low ON
P0713 ATF temeprature sensor high ON
P0716 Input/Turbine speed sensor signal malfunction ON
P0717 Input/Turbine speed sensor circuit malfunction ON
P0726 Engine speed input signal malfunction ON
P0727 Engine speed input malfunction ON
P0731 Incorrect first gear ratio ON
P0732 Incorrect second gear ratio ON
A/T DIAGNOSIS
The list of DTC for 1999 Sephia
91A/T DIAGNOSIS
Code Diagnosed circuit MIL
P0733 Incorrect third gear ratio ON
P0734 Incorrect fourth gear ratio ON
P0740 Damper clutch system malfunction ON
P0743 Damper clutch system circuit malfunction ON
P0748 Linear solenoid electrical ON
P0753 Shift solenoid A electrical ON
P0758 Shift solenoid B electrical ON
P0763 Shift solenoid C electrical ON
P1121 TPS signal circuit from ECM to TCM ON
P1500 Vehicle speed signal malfunction ON
P1700 O/D lamp circuit malfunction OFF
P1800 Engine torque signal malfunction OFF
Code Diagnosed circuit MIL
P0733 Incorrect third gear ratio ON
P0734 Incorrect fourth gear ratio ON
P0740 Damper clutch system malfunction ON
P0743 Damper clutch system circuit malfunction ON
P0748 Linear solenoid electrical ON
P0753 Shift solenoid A electrical ON
P0758 Shift solenoid B electrical ON
P0763 Shift solenoid C electrical ON
P1121 TPS signal circuit from ECM to TCM ON
P1500 Vehicle speed signal malfunction ON
P1700 O/D lamp circuit malfunction OFF
P1800 Engine torque signal malfunction OFF
The list of DTC for 1999 Sephia
92A/T DIAGNOSIS
Mechanical / Hydraulic Diagnosis
Before performing mechanical/hydraulic testing, make sure that the mechanical linkage is adjusted properly. Once these adjustments are checked, warm the engine to normal operating temperature and perform the following tests :
• Time lag test
• Torque converter stall test
• Hydraulic line pressure test
• Road test with Kia automatic transaxle tester
In order to prevent damage to the engine and/or transaxle, it is very important to check the engine oil, coolant level, and the automatic transaxle level before performing any pf these tests.
93A/T DIAGNOSIS
Time lag test
The time lag test checks the time lag or lapse before a shift shock is felt. This test checks the condition of the N-D, 1-2, N-R accumulators, forward and one-way clutches, 2-4 brake band and the low and reverse brake. In this test, with the engine warmed to normal operating temperature and at idle, you will hold your foot on the brake and move the shift lever to neutral, shift to drive then back to neutral. Next you’ll move the shift lever to reverse and back to neutral. The times between neutral and drive and neutral and reverse should be less than one second and should be about equal.
If one or both of the times seem excessive, retime them using a stopwatch. If the shifts are too slow or too fast, refer to the “Evaluation of time lag test” in service manual for a list of probable causes.
94A/T DIAGNOSIS
Torque converter stall test
The torque converter stall test is performed by warming the engine to normal operating temperature, then “brake torquing” the transaxle in each gear while observing engine RPM on the scan tool or the vehicle’s tachometer. The stall test will help you determine if there is slippage of operating components or a malfunction of hydraulic components.
The stall speed readings from each gear position are compared to the standard values given in service manual. If the readings are incorrect, the probable cause is given in “Evaluation of stall test O/D OFF system chart” in service manual. In order to obtain the most accurate results, from your stall test, it is highly recommended that you connect the Kia Automatic Transaxle Tester and use it to change gear positions instead of the gear shift lever selection. This method eliminates problems that could be caused by an external electrical problem.
To help prevent transaxle damage, do not hold down the accelerator pedal for more that 5 seconds. Allow sufficient cooling time by allowing
95A/T DIAGNOSIS
Torque converter stall test
the engine to idle for at least one minute between stall tests. As a general rule, if the stall speed is too low, look for an engine out of tune or a slipping one-way (sprag) clutch in the torque converter. If the stall speed is too high or the torque converter won’t stall, look for a problem with the operating components or the internal hydraulic components.
Hydraulic line pressure test
The hydraulic line pressure test is performed by connecting pressure gauge set, or equivalent, to the line pressure inspection port on the transaxle case. With the engine and transaxle at normal operating temperature, the line pressure is checked at idle and at stall speed in each gear.
If the transaxle tester is connected, make sure that the gear selection switch remains in the normal position during testing. If the gear selection switch is in any of the manual shift positions, the transaxle will be in fail-safe mode and the line pressure will be maximum.
96A/T DIAGNOSISHydraulic line pressure test
97A/T DIAGNOSISHydraulic line pressure test
The pressure readings obtained are compared to the standard values shown on the specified line pressure chart in service manual. Readings that are out of specifications can be compared to the Evaluation of pressure test in service manual to determine the probable cause. Whenever you finish performing a hydraulic line pressure test, you must install a new square head pipe plug, and check for leaks.
Memo
98A/T DIAGNOSISRepair the problem
If you have followed a logical diagnosis procedure, you should have isolated the problem to a specific area of the vehicle. Because we want to assist you in returning the car to your customer as soon as possible, only a limited number of components can be repaired or replaced at the dealership.
ATF level and condition
If the fluid has air bubbles, these are caused by overfilling the transaxle. They can cause future problems such as overheating, oxidation, and varnishing. If the fluid looks milky pink it is contaminated with water or coolant. Test the cooler for leaks, repair or replace as necessary, then replace the transaxle and flush the cooler and lines. Check for debris on the dipstick. This can include dirt, friction material,and metal particles. If the fluid is blown or black it indicates overheating or it is contaminated with dirt and friction material from worn components. It metal particles are present, replace the transaxle, then flush the cooler and lines.
99A/T DIAGNOSISATF level and condition
If the fluid is dirty, with no performance concerns, replace the oil strainer and flush the cooler and lines. Then fill the transaxle to the proper level with SP-III ATF. If the fluid is OK, but the level is low, fill the transaxle with SP-III. Depends on the area, the automatic transaxle fluid used in Kia vehicles at the factory is a slightly different color than the ATF used in other vehicles of competitors. Therefore be sure that you are familiar with the natural color of the Kia fluid.
Noise complaints
If the problem is a noise complaint caused by a driveline component, you should refer to the service manual to repair or replace it. If the noise is from the transaxle and/or torque converter replace them with re-manufactured components and flush the ATF cooler.
100A/T DIAGNOSISPerformance complaints
If you followed the Kia 5-step Diagnostic Process correctly, you should have enough data to decide whether a performance problem is caused by the engine, chassis (brakes, driveline, etc.), automatic transaxle, or the electrical system. If the problem is not related to the automatic transaxle, you’ll need to find the necessary diagnosis information in the applicable sections of the service manual or ETM for the vehicle.
When the transaxle has a mechanical, hydraulic, or an internal electrical problem, such as a solenoid valve, replace the malfunctioned parts and flush the ATF cooler. Then fill it with fresh SP-III. If the transaxle has an external electrical or mechanical linkage problem, follow the procedures in service manual. For electrical wiring or connector repair, follow the guidelines in the ETM.
101A/T DIAGNOSISCheck the repair
Verify that the repair corrected the problem by performing the system checks under the conditions documented in the customer complaint. Operate any related systems. Make sure no new problems turn up and the original problem does not recur. If DTC’s were stored, make sure that they are erased and that they do not reset.
Memo
102A/T DIAGNOSISGST
103A/T DIAGNOSISGST
104A/T DIAGNOSISGST
Where is P, N, R range status ?
CARENS
105A/T DIAGNOSISGST CARENS
106A/T DIAGNOSISGST CARENS
107A/T DIAGNOSISGST
Creep condition ?
CARENS
108A/T DIAGNOSISGST
4th gear is required for damper clutch operation.
CARENS
109A/T DIAGNOSISGST
If solenoid valve connector is disconnected, fail-safe (3rd gear holding) is activated and damper clutch is prohibited.
CARENS
110A/T DIAGNOSISGST
If solenoid valve connector is disconnected, duty ratio of VFS is fixed by value when the connector is removed.
CARENS
111A/T DIAGNOSISGST
If solenoid valve connector is disconnected, duty ratio of VFS is fixed by value when the connector is removed.
CARENS
112A/T DIAGNOSISGST
If solenoid valve connector is disconnected, 5 DTC are displayed and warning lamp is flushed.
CARENS
113A/T DIAGNOSISGST
If TR switch is disconnected during driving, 3rd gear holding is activated and lock-up is prohibited.
CARENS
114A/T DIAGNOSISGST
As engine torque increases, VFS duty ratio also increases.
CARENS
115A/T DIAGNOSISGST
If TPS is zero percent (idle) at forward range, brake switch signal does not affect VFS duty ratio.
CARENS
116A/T DIAGNOSISGST
TPS signal increases up to 100%
CARENS
117A/T DIAGNOSISGST
If input/turbine speed sensor is disconnected, OD is prohibited and warning lamp is flashed. 1st gear is available. (It means not ‘3rd gear holding’)
CARENS
118A/T DIAGNOSISGST
Manual shift is possible but lock up is prohibited.
CARENS
119A/T DIAGNOSISGST
DTC is displayed when VS reaches 40km/h or more. VSS signal becomes input speed for gear shifting but there is a little bit shift shock.
CARENS
120A/T DIAGNOSISGST
VSS DTC is displayed when input speed reaches 600rpm or more at forward range.
CARENS
121A/T DIAGNOSISGST
When VSS is disconnected, gear shifting is normal including OD.
CARENS
122A/T DIAGNOSISGST
When VSS is disconnected, gear shifting is normal including lock-up.
CARENS
123A/T DIAGNOSISGST
When VSS is disconnected, VFS is operated normally.
CARENS
124A/T DIAGNOSISGST
When VSS is disconnected, manual shift is possible.
CARENS
125A/T DIAGNOSISGST
If both VSS and input/turbine speed sensor are opened, 3rd gear holding is activated and manual shift is impossible.
CARENS
126A/T DIAGNOSISGST
VFS is anyway operated but there is some shift shock. Reverse gear is possible.
CARENS
127A/T DIAGNOSISWaveform
Engine speed at idle rpm and P range
CARENS
128A/T DIAGNOSISWaveform
Engine speed at 4,000rpm and P range
CARENS
129A/T DIAGNOSISWaveform
TPS from ECM to TCM at idle rpm and P range
CARENS
130A/T DIAGNOSISWaveform
TPS from ECM to TCM at 3,000 rpm and P range
CARENS
131A/T DIAGNOSISWaveform
TPS from ECM to TCM at IG ON.
CARENS
132A/T DIAGNOSISWaveform
ECT signal from ECM to TCM while engine cranking. Frequency and duty ratio is changed comparing with IG ON condition.
CARENS
133A/T DIAGNOSISWaveform
Engine load (torque) signal from ECM to TCM at A/C off, brake off and D range
CARENS
134A/T DIAGNOSISWaveform
Engine load (torque) signal from ECM to TCM at A/C on, brake on and D range
CARENS
135A/T DIAGNOSISWaveform
Torque reduction request signal from TCM to ECM at WOT in D range.
CARENS
136A/T DIAGNOSISWaveform
Torque reduction request signal : Trigger and foot brake load are required.
CARENS
137A/T DIAGNOSISWaveform
SCSV A : Always ON except 1st gear.
3rd gear
CARENS
138A/T DIAGNOSISWaveform
SCSV A : OFF when 3rd gear engaged and VS is lower than 40km/h. Why ?
3rd gear
CARENS
139A/T DIAGNOSISWaveform
SCSV B : 1st ,2nd gear is ON, 3rd, 4th gear is OFF
3rd gear
CARENS
140A/T DIAGNOSISWaveform
SCSV C : OFF in case of 3rd gear only.
3rd gear
CARENS
141
* HYDRAULIC CIRCUIT DIAGRAM
* ELECTRICAL WIRING DIAGRAM
APPENDIX
Hydraulic circuit diagram - R range
MN
K
18 36 37 17 8 45 54 55 26 10 12 28 30 33 32 4 22 21 5 34 6 42 44 16 23 38 51 40 41 50 25
P/N
ran
ge
S
ran
ge
IGL ra
ng
e
TE
ST
BR
AK
E S
/W
OD
OF
F L
AM
P
D ra
ng
e
OD
OF
F S
/W
IG BB
GN
D(L
OG
)
SO
L.1
SO
L.2
SO
L.3
Lo
ck
-up
SO
L
Cluster
ECM
OD
OF
F S
/W
BR
AK
E S
/W
OT
SG
ND
PC
SV
GN
D(P
OW
)
VS
S
SP
G
SP
SH
EL
D
TP
S
T/R
ED
RP
M
EN
G.
LO
AD
K-L
INE
FA
IL
B
ST
IG1
SCHEMATIC DIAGRAM
TC
M