CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-41

U340E AND U441E AUTOMATIC TRANSAXLES

J DESCRIPTION
D The new model uses 2 types (U340E, U441E) of automatic transaxle. D A U340E automatic transaxle is provided on the 1NZ-FE engine model, and a U441E automatic transaxle is provided on the 2NZ-FE engine model. D A low-viscosity type automatic transmission fluid (Toyota Genuine ATF WS) is used for the U340E automatic transaxle. D Shift control in uphill/downhill traveling is used for the automatic transaxles. D The basic construction of the automatic transaxles is the same as on the previous model.

CH

171CH03

165CH23

U340E Automatic Transaxle

"

U441E Automatic Transaxle

Specification A U340E 1NZ-FE 1st 2nd 2.847 1.552 1.000 0.700 2.343 4.237 6.4 (6.78, 5.63) Toyota Genuine ATF WS kg (lb) 68.5 (150.7) U441E 2NZ-FE 2.875 1.568 z 0.696 2.300 4.375 5.6 (5.96, 4.96) Toyota Genuine ATF Type T-IV 56.7 (124.7)

Transaxle Type Engine Type

Gear Ratio

3rd 4th Reverse

Differential Gear Fluid Capacity*2 Fluid Type

Ratio*1 Liters (US qts, Imp.qts)

Weight (Reference)*3

*1: Counter Gear Ratio Included *2: Differential Included *3: Weight shows the figure with the fluid fully filled.

CH-42

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

J TORQUE CONVERTER
D This torque converter has optimally designed fluid passages and impeller configuration resulting in substantially enhanced transmission efficiency to ensure good starting, acceleration and fuel economy. D Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to slippage at medium and high speeds is used. Pump Impeller Turbine Runner Lock-up Clutch

Stator Input Shaft

One-way Clutch

216CH06

"

Specifications A U340E 3-Element, 1-Step, 2-Phase (With Lock-up Mechanism) 1.95 U441E z 2.00

Automatic Transaxle Type Torque Converter Type Stall Torque Ratio

J OIL PUMP
The oil pump is combined with torque converter, lubricates the planetary gear units and supplies operating pressure to the hydraulic control.

Driven Gear

Drive Gear Pump Body Stator Shaft

247CH20

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-43

J ATF (AUTOMATIC TRANSMISSION FLUID) WS

D ATF WS is used in the U340E automatic transaxle. D The ATF WS is used to reduce the resistance of the ATF and ensure fuel economy by reducing its viscosity in the practical operation range. At the high-temperature end, its viscosity is the same as that of the ATF Type T-IV, which ensures the durability of the automatic transaxle. D There is no interchangeability between the ATF WS and other types of ATFs (ATF Type T-IV, D-II).

Viscosity Reduced Viscosity High

: ATF Type T-IV : ATF WS

CH

High

Temperature
259LSK03

Service Tip D The color of the ATF level gauge used in the ATF WS has been changed to black. (Orange was used in the ATF Type T-IV on the previous model.) D If a vehicle with a transaxle filled with ATF WS is replenished with another type of ATF, the vehicle might not start off at extremely low temperatures.

CH-44

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

J PLANETARY GEAR UNIT 1. U340E Automatic Transaxle

General D A CR-CR type planetary gear is used in the planetary gear unit which is located on the input shaft. This planetary gear is a type of the planetary gear unit that joins the front and rear planetary carriers to the front and rear ring gears. As result, the unit has been made significantly simple and compact. D A centrifugal fluid pressure canceling mechanism is used in the C1 clutch which is applied when shifting from 3rd to 4th. B3 Counter Drive Gear C1

B1 C2

B2

F2

Input Shaft F1

C3 Rear Planetary Gear Front Planetary Gear Counter Driven Gear

216CH05

"

Specification A C1 C2 C3 B1 B2 B3 F1 F2 Forward Clutch Direct Clutch Reverse Clutch OD & 2nd Brake 2nd Brake 1st & Reverse Brake No. 1 One-Way Clutch No. 2 One-Way Clutch The No. of Sprags The No. of Rollers The No. of Sun Gear Teeth The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth The No. No of Discs 4 3 2 2 3 4 16 15 46 21 85 32 21 75 52 53

Front Planetary Gear

Rear Planetary Gear

The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Drive Gear Teeth The No. of Driven Gear Teeth

Counter Gear

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES Function of Components Component C1 C2 C3 B1 B2 B3 F1 F2 Forward Clutch Direct Clutch Reverse Clutch OD & 2nd Brake 2nd Brake 1st & Reverse Brake No. 1 One-Way Clutch No. 2 One-Way Clutch Function Connects input shaft and front planetary sun gear. Connects intermediate shaft and rear planetary carrier. Connects intermediate shaft and rear planetary sun gear. Locks the rear planetary sun gear.

CH-45

Prevents rear planetary sun gear from turning counterclockwise. Locks the front planetary ring gear and rear planetary carrier. Prevents rear planetary sun gear from turning counterclockwise. Prevents front planetary ring gear and rear planetary carrier from turning counterclockwise. These gears change the route through which driving force is transmitted, in accordance with the operation of each clutch and brake, in order to increase or reduce the input and output speed.

Planetary Gears

CH

Motive Power Transaxle Shift Lever Position P R N Solenoid Valve S1 Park Reverse Neutral 1st D 2nd 3rd 4th 1st 3 2nd 3rd 2 L 1st 2nd 1st ON ON ON ON ON OFF OFF ON ON OFF ON ON ON S2 ON ON ON ON OFF OFF ON ON OFF OFF ON OFF ON f f f f f f f f f f f f f f f f f f f f f f f f f f f f f f C1 Clutch C2 C3 B1 Brake B2 B3 One-Way Clutch F1 F2

Gear

CH-46

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

1st Gear (D, 3 or 2 Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C1

C2

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

248CH39

2nd Gear (D or 3 Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C2

C1

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

171CH06

3rd Gear (D or 3 Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C1

C2

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

248CH40

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES 4th Gear (D Position)

CH-47

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C1

C2

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

248CH41

CH

2nd Gear (2 Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C2

C1

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

171CH09

1st Gear (L Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C1

C2

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

248CH42

CH-48

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

Reverse Gear (R Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear

C1

C2

C3 B1

F1

Input Shaft (Intermediate Shaft)

B2

Counter Driven Gear

248CH43

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-49

2. U441E Automatic Transaxle

General D A ravigneaux type planetary gear is used in the planetary gear unit which is located on the input shaft. This planetary gear combines a set of sun gears with two different diameters and a short pinion gear and long pinion gear. D A centrifugal fluid pressure canceling mechanism is used in the C1 clutch, which is applied when shifting from the 4th to 3rd and from the 4th to 2nd. B1 C1 C3 B2 B3 Counter Drive Gear

C2

CH
Input Shaft

F1

F2 Planetary Gear Counter Driven Gear

00SCH33Y

"

Specification A C1 C2 C3 B1 B2 B3 F1 F2 Forward Clutch Direct Clutch Reverse Clutch OD & 2nd Brake 2nd Brake 1st & Reverse Brake No. 1 One-Way Clutch No. 2 One-Way Clutch The No. of Sprags The No. of Rollers The No. of No. 1 Sun Gear Teeth The No. of No. 2 Sun Gear Teeth The No. No of Discs 4 2 2 2 2 4 12 15 24 30 20 19 69 44 45

Planetary Gear

The No. of Long Pinion Gear Teeth The No. of Short Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Drive Gear Teeth The No. of Driven Gear Teeth

Counter Gear

CH-50

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

Function of Components Component C1 C2 C3 B1 B2 B3 F1 F2 Forward Clutch Direct Clutch Reverse Clutch OD & 2nd Brake 2nd Brake 1st & Reverse Brake No. 1 One-Way Clutch No. 2 One-Way Clutch Function Connects input shaft and planetary sun gear No. 1. Connects input shaft and planetary carrier. Connects input shaft and planetary sun gear No. 2. Locks the planetary sun gear No. 2. Prevents planetary sun gear No. 2 from turning counterclockwise. Locks the planetary carrier. Prevents planetary sun gear No. 2 from turning counterclockwise. Prevents planetary carrier from turning counterclockwise. These gears change the route through which driving force is transmitted, in accordance with the operation of each clutch and brake, in order to increase or reduce the input and output speed.

Planetary Gears

Motive Power Transaxle Shift Lever Position P R N Solenoid Valve S1 Park Reverse Neutral 1st D 2nd 3rd 4th 1st 3 2nd 3rd 2 L 1st 2nd 1st ON ON ON ON ON OFF OFF ON ON OFF ON ON ON S2 ON ON ON ON OFF OFF ON ON OFF OFF ON OFF ON f f f f f f f f f f f f f f f f f f f f f f f f f f f f f f C1 Clutch C2 C3 B1 Brake B2 B3 One-Way Clutch F1 F2

Gear

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES 1st Gear (D, 3 or 2 Position) Long Pinion Gear Short Pinion Gear Counter Drive Gear
C2

CH-51

F2

B3

Sun Gear No. 2 Sun Gear No. 1

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH35

CH

2nd Gear (D or 3 Position)

Sun Gear No. 2 Sun Gear No. 1

F2

B3

Long Pinion Gear

Short Pinion Gear Counter Drive Gear

C2

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH36

3rd Gear (D or 3 Position)

F2

Sun Gear No. 2 Sun Gear No. 1

B3

Long Pinion Gear

Short Pinion Gear Counter Drive Gear

C2

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH37

CH-52

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

4th Gear (D Position)

F2

B3

Long Pinion Gear

Short Pinion Gear Counter Drive Gear

C2

Sun Gear No. 2 Sun Gear No. 1

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH38

2nd Gear (2 Position)

F2

B3

Sun Gear No. 2 Sun Gear No. 1

Long Pinion Gear

Short Pinion Gear Counter Drive Gear

C2

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH39

1st Gear (L Position)

F2

B3

Sun Gear No. 2 Sun Gear No. 1

Long Pinion Gear

Short Pinion Gear Counter Drive Gear

C2

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH40

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES Reverse Gear (R Position) Short Pinion Gear Counter Drive Gear
C2

CH-53

F2

B3

Long Pinion Gear

Sun Gear No. 2 Sun Gear No. 1

Input Shaft
C1 C3 B1
F1

B2

Ring Gear

Counter Driven Gear

165CH41

CH

CH-54

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

3. Centrifugal Fluid Pressure Canceling Mechanism

There are two reasons for improving the conventional clutch mechanism: D To prevent the generation of pressure by the centrifugal force that applied to the fluid in piston fluid pressure chamber (hereafter referred to as chamber A) when the clutch is released, a check ball is provided to discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time for the fluid to fill the chamber A. D During shifting, in addition to the original clutch pressure that is controlled by the valve body, the pressure that acts on the fluid in the chamber A also exerts influence, which is dependent upon revolution fluctuations. To address these two needs for improvement, a canceling fluid pressure chamber (hereafter referred to as chamber B) has been provided opposite chamber A. C1 Clutch Chamber B

Chamber A Piston

247CH21

U340E Automatic Transaxle 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. Centrifugal Fluid Pressure applied to the Chamber A Clutch Piston Centrifugal Fluid Pressure applied to Chamber B Chamber B (Canceling Fluid Pressure)

Target Fluid Pressure

Chamber A (Piston Fluid Pressure) Fluid Pressure applied to Piston Shaft Side

157CH17

Fluid pressure applied to piston

Centrifugal fluid pressure applied to chamber B

Target fluid pressure (original clutch pressure)

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-55

J VALVE BODY UNIT 1. General

The valve body consists of the upper and lower valve bodies and 5 solenoid valves. The 5 solenoid valves are installed in the lower valve body for serviceability.
"

U340E Valve Body A Solenoid Valve SL Upper Valve Body

CH
Solenoid Valve S2 Lower Valve Body Solenoid Valve S1 Solenoid Valve ST Solenoid Valve SLT
00SCH98Y

"

U441E Valve Body A Solenoid Valve SL Solenoid Valve ST Upper Valve Body

Solenoid Valve S1

Lower Valve Body Solenoid Valve S2 Solenoid Valve SLT

00SCH34Y

2. Function of Solenoid Valve

Solenoid Valve S1 S2 ST SL SLT Action For 2-3 shift valve control For 1-2 and 3-4 shift valve control For clutch to clutch pressure control For clutch engagement pressure control For line pressure control Function Shifts gears by switching the 2-3 shift valve and controlling the C2 clutch. Shifts gears by switching the 1-2 and 3-4 shift valves and controlling 2 clutches (C1 and C2) and 2 brakes (B1 and B2). Switches 3-4 and 4-3 shift valves. Controls the lock-up clutch. Controls the line pressure, secondary pressure, and accumulator back pressure.

CH-56

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

J ELECTRONIC CONTROL SYSTEM 1. General

The electronic control system of the U340E and U441E automatic transaxles consists of the controls listed below. System Clutch to Clutch Pressure Control (See page CH-60) Clutch Pressure Optimal Control (See page CH-60) Line Pressure Control (See page CH-61) Shift Control in Uphill/Downhill Traveling (See page CH-62) High Response Shift Control (See page CH-61) Shift Timing Control Lock-up Timing Control Engine Torque Control N to D Squat Control Diagnosis (See page CH-63) Fail-Safe (See Page CH-63) Function D Controls the pressure that is applied directly to B1 brake and C1 clutch by actuating the solenoid valves (ST, SLT) in accordance with engine ECU signals. D The solenoid valves minutely control the clutch pressure in accordance with the engine output and driving conditions. The solenoid valve SLT minutely controls the clutch pressure in accordance with the engine output and driving conditions. Actuates the solenoid valve SLT to control the line pressure in accordance with information from the engine ECU and the operating conditions of the transaxle. Controls to restrict the 4th upshift or to provide appropriate engine braking by using the engine ECU to determine whether the vehicle is traveling uphill or downhill. The shift time lag has been reduced to half by the centrifugal fluid pressure canceling mechanism and clutch pressure optimal control. The engine ECU sends current to the solenoid valve S1 and/or S2 based on the signals from each sensor and shifts the gear. The engine ECU sends current to the solenoid valve SL based on signals from each sensor and engages or disengages the lock-up clutch. Temporarily retards the engine ignition timing to restrict the output torque, thus ensuring the shift feel during up or down shifting. When the shift lever is shifted from the N to D position, the gear is temporarily shifted to the 3rd and then to the 1st to reduce vehicle squat. When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the failed section. Even if a malfunction is detected in the sensors or solenoids, the engine ECU effects fail-safe control to prevent the vehicles drivability from being affected significantly.

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-57

2. Construction
The configuration of the electronic control system in the U340E and U441E automatic transaxles is as shown in the following chart. SENSORS AIR FLOW METER
CRANKSHAFT POSITION SENSOR

ACTUATORS VG NE S2 VTA1 VTA2 VPA VPA2 SLT SOLENOID VALVE S2 S1 SOLENOID VALVE S1

THROTTLE POSITION SENSOR

ACCELERATOR PEDAL POSITION SENSOR WATER TEMPERATURE SENSOR

SOLENOID VALVE SLT

CH
THW ST SOLENOID VALVE ST

NEUTRAL START SWITCH

P, R, N D, 2, L 3 Engine ECU NT THO1 STP SPD

SL

SOLENOID VALVE SL

SHIFT LOCK ECU SPEED SENSOR NT

ATF TEMPERATURE SENSOR

IGT1X IGT4 IGF

ESA IGNITON COIL with IGNATER SPARK PLUGS

STOP LIGHT SWITCH COMBINATION METER D Vehicle Speed Signal

CANH, CANL SKID CONTROL ECU COMBINATION METER SPEED SENSOR DLC3 TC W CHECK ENGINE WARNING LIGHT

00SCH78Y

CH-58

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

3. Layout of Main Components

Check Engine Warning Light

Ignition Switch D Key Interlock Solenoid Engine ECU

DLC3

Stop Light Switch

Shift Lock ECU D P Detection Switch D 3 Range Position Switch Solenoid Valve SL

Solenoid Valve SLT ATF Temperature Sensor Solenoid Valve ST Solenoid Valve S2 Solenoid Valve S1 U340E Automatic Transaxle

Speed Sensor NT Neutral Start Switch

00SCH79Y

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-59

4. Construction and Operation of Main Components

ATF Temperature Sensor D The ATF temperature sensor is installed in the lower valve body for direct detection of the fluid temperature. D The ATF temperature sensor is used for correction of clutch and brake pressures to keep smooth shift quality every time.

ATF Temperature Sensor Lower Valve Body

247CH24

CH

U340E Automatic Transaxle Speed Sensor NT

The speed sensor NT detects the input speed of the transaxle. The forward clutch (C1) drum is used as the timing rotor for this sensor. Thus, the engine ECU can detect shift timing of the gears and appropriately control the engine torque and hydraulic pressure in response to the various conditions.

Speed Sensor NT

216CH12

U340E Automatic Transaxle

Speed Sensor NT

CH-60

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

5. Clutch Pressure Control

Clutch to Clutch Pressure Control This control is used for shifting from the 3rd to 4th gear, and from the 4th to 3rd gear. It actuates solenoid valves ST and SLT in accordance with the signals from the engine ECU, and guides this output pressure directly to 4-3 shift timing valve and 3-4 shift timing valve in order to regulate the line pressure that acts on the B1 brake and C1 clutch. As a result, compact B1 and C1 accumulators without a back pressure chamber have been realized. Solenoid Valve SLT Accumulator Control Valve 3-4 Shift Valve

3-4 Shift Timing Valve

C1

4-3 Shift Timing Valve Solenoid Valve ST B1

247CH25

Clutch Pressure Optimal Control The engine ECU monitors the signals from various types of sensors such as the speed sensor NT, allowing solenoid valve SLT to minutely control the clutch pressure in accordance with engine output and driving conditions. As a result, smooth shift characteristics have been realized.

Input Shaft Speed

Target rpm Change Ratio

Signals from Various Sensors Engine Speed Engine Torque Information ATF Temp.

Practical rpm Change Ratio

Time Engine

Speed Sensor NT SLT

Clutch/Brake Pressure

Solenoid Drive Signal

Output Shaft Torque

Time
247CH26

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-61

6. Line Pressure Control

Through the use of the solenoid valve SLT, the line pressure is optimally controlled in accordance with the engine torque information, as well as with the internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure can be controlled minutely in accordance with the engine output, traveling condition, and the ATF temperature, thus realizing smooth shift characteristics and optimizing the workload in the oil pump.

Engine ECU Line Pressure

Engine CPU

Throttle Valve Opening Intake Air Mass Water Temp. Engine rpm Speed Sensor NT ATF Temp. Shift Position

Primary Regulator
Transmission CPU

CH

Fluid Pressure

Solenoid Drive Signal

Current

Pump

Throttle Pressure Solenoid Valve SLT

232CH150

7. High Response Shift Control

Due to the use of the previously mentioned centrifugal fluid pressure canceling mechanism and the clutch pressure optimal control, not only smooth shifting has been achieved, but the shift time lag has been halved to realize excellent response.

CH-62

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

8. Shift Control in Uphill/Downhill Traveling

General This control helps minimize the gear shifting when the driver operates the accelerator pedal while driving on a winding uphill or downhill road in order to ensure a smooth drive. Shift Control in Uphill Traveling When the engine ECU detects uphill travel, it prohibits upshifting to the 4th after downshifting to the 3rd. Shift Control in Downhill Traveling If a signal indicating that the driver has operated the brake pedal is input while the engine ECU detects downhill travel, it downshifts from the 4th to 3rd.

Uphill Corner

Without Control 4th 3rd 4th With Control 4th 3rd

3rd

4th 4th 3rd Brake Operation 4th

264CH06

Uphill/Downhill Judgment The actual acceleration calculated from the speed sensor signal is compared with the reference acceleration (based on level road travel) stored in the engine ECU to determine uphill or downhill travel.

Actual Acceleration < Reference Acceleration Reference acceleration Actual acceleration Smaller

Actual Acceleration > Reference Acceleration

Greater Uphill Downhill

162CH10

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

CH-63

9. Diagnosis
D When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the failed section. Furthermore, the check engine warning light in the combination meter illuminates or blinks to inform the driver. D At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read by connecting an intelligent tester II. For details, see the Yaris Repair Manual (Pub. No. RM00S0E).

10. Fail-Safe
This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.
"

Fail-Safe Control List A Malfunction Part Function During a vehicle speed signal malfunction, the 4th upshift is prohibited. During a speed sensor NT signal malfunction, the 4th upshift is prohibited. During a ATF temperature sensor malfunction, the 4th upshift is prohibited. During a solenoid valves SLT or SL malfunction, the 4th upshift is prohibited. During a water temperature sensor, knock sensor, or throttle position sensor malfunction, the 4th upshift is prohibited. During a malfunction in the solenoid valve S1 or S2, the current to the faulty solenoid valve is cut off and control is effected by operating the normal solenoid valves. Shift control is effected as described in the table below, depending on the failed solenoid valve. When solenoid valve S1 is abnormal Solenoid valve S1 x x x x S2 ON # OFF OFF OFF ON Gear When solenoid valve S2 is abnormal Solenoid valve S1 ON ON OFF OFF S2 x x x x Gear When solenoid valves S1 and S2 are abnormal Solenoid valve S1 x x x x S2 x x x x Gear

Vehicle Speed Signal Speed Sensor NT ATF Temperature Sensor Solenoid Valve SLT or SL Water Temperature Sensor, Knock Sensor, or Throttle Position Sensor

CH

Solenoid Valve S1 or S2

When all solenoid vale are normal Solenoid valve S1 ON ON OFF OFF S2 ON OFF OFF ON Gear

1st 2nd 3rd 4th

3rd 3rd 3rd 4th

2nd 2nd 3rd 3rd

3rd 3rd 3rd 3rd

CH-64

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES

J SHIFT CONTROL MECHANISM 1. General

D A gate type shift lever that uses a shift control cable is used. For the gate type, the shift lever button and the overdrive switch of the straight type shift lever have been discontinued. Similar functions are achieved through a single-shift operation (fore-aft and side-to-side). D A shift lock system that consisting of the key interlock device and shift lock mechanism is used.

2. Shift Lock System

General D The key interlock device prevents the key from being pulled out after the ignition switch is turned OFF, unless the shift lever is moved to the P position. Thus, the driver is urged to park the vehicle in the P position. D The shift lock mechanism prevents the shift lever from being shifted to a position other than the P position, unless the ignition switch is ON and the brake pedal is depressed. It prevents the vehicle from starting off suddenly. Layout of Main Components

Ignition Switch D Key Interlock Solenoid

Shift Lock Override Button

Stop Light Switch

Shift Lock Solenoid Shift Lock ECU D P Detection Switch

00SCH45Y

CHASSIS U340E AND U441E AUTOMATIC TRANSAXLES Key Interlock Solenoid The activation of the key interlock solenoid that is mounted on the upper column bracket moves the lock pin to restrict the movement of the key cylinder. Therefore, if the shift lever is shifted to any position other than P, the ignition key cannot be moved from the ACC to the LOCK position. Key Interlock Solenoid

CH-65

00SCH62Y

System Operation D The shift lock ECU uses the P detection switch to detect the shift lever position, and receives input signals from the stop light switch and ignition switch. Upon receiving these signals, the shift lock ECU turns ON the key interlock solenoid and the shift lock solenoid in order to release the key interlock and shift lock. D A shift lock override button, which manually overrides the shift lock mechanism, is used.
"

CH

System Diagram A

Shift Lock ECU Stop Light Switch Ignition Switch Shift Lock Circuit
Shift Lock Solenoid P Detection Switch

Key Interlock Solenoid

232CH94