Almera Tino V10 (2003 year). Manual

AT-18

OVERALL SYSTEM

Shift Mechanism

ECS0096P

CONSTRUCTION

FUNCTION OF CLUTCH AND BRAKE

CLUTCH AND BAND CHART

Torque converter

Oil pump

Input shaft

Brake band

Reverse clutch

High clutch

Front sun gear

Front pinion gear

Front internal gear

10. Front planetary carrier

11. Rear sun gear

12. Rear pinion gear

13. Rear internal gear

14. Rear planetary carrier

15. Forward clutch

16. Forward one-way clutch

17. Overrun clutch

18. Low one-way clutch

19. Low & reverse brake

20. Parking pawl

21. Parking gear

22. Output shaft

23. Idle gear

24. Output gear

SAT998I

Clutch and brake components

Abbr.

Function

5 Reverse clutch

R/C

To transmit input power to front sun gear 7 .

6 High clutch

H/C

To transmit input power to front planetary carrier 10 .

15 Forward clutch

F/C

To connect front planetary carrier 10 with forward one-way clutch 16 .

17 Overrun clutch

O/C

To connect front planetary carrier 10 with rear internal gear 13 .

4 Brake band

B/B

To lock front sun gear 7 .

16 Forward one-way clutch

F/O.C

When forward clutch 15 is engaged, to stop rear internal gear 13 from rotating in
opposite direction against engine revolution.

18 Low one-way clutch

L/O.C

To stop front planetary carrier 10 from rotating in opposite direction against
engine revolution.

19 Low & reverse brake

L & R/B

To lock front planetary carrier 10 .

Shift posi-

tion

Reverse

clutch

High

clutch

For-

ward

clutch

Over-

run

clutch

Band servo

Forward

one-way

clutch

Low

one-

way

clutch

Low &
revers

e brake

Lock-

Remarks

2nd

apply

3rd

release

4th

apply

PARK

POSITION

REVERSE
POSITION

NEUTRAL

POSITION

OVERALL SYSTEM

AT-19

●

*1: Operates when overdrive control switch is set in “OFF” position.

●

*2: Oil pressure is applied to both 2nd “apply” side and 3rd “release” side of band servo piston. However, brake band does not con-
tract because oil pressure area on the “release” side is greater than that on the “apply” side.

●

*3: Oil pressure is applied to 4th “apply” side in condition *2 above, and brake band contracts.

●

*4: A/T will not shift to 4th when overdrive control switch is set in “OFF” position.

●

*5: Operates when overdrive control switch is “OFF”.

●

: Operates.

●

A: Operates when throttle opening is less than 3/16, activating engine brake.

●

B: Operates during “progressive” acceleration.

●

C: Operates but does not affect power transmission.

●

D: Operates when throttle opening is less than 3/16, but does not affect engine brake.

D*4

1st

*1D

Automatic

shift

⇔

2nd

*1A

3rd

*1A

*2C

4th

*3C

1st

Automatic

shift

⇔

2nd

1st

Locks (held

stationary) in

1st speed

⇐

2nd

Shift posi-

tion

Reverse

clutch

High

clutch

For-

ward

clutch

Over-

run

clutch

Band servo

Forward

one-way

clutch

Low

one-

way

clutch

Low &
revers

e brake

Lock-

Remarks

2nd

apply

3rd

release

4th

apply

OVERALL SYSTEM

AT-21

“1

” Position

●

Forward clutch

●

Forward one-way clutch

●

Overrun clutch

●

Low and reverse brake

As overrun clutch engages, rear internal gear is locked by the operation of low &
reverse brake.
This is different from that of D

and 2

Engine brake

Overrun clutch always engages, therefore engine brake can be obtained when deceler-
ating.

SAT374J

AT-22

OVERALL SYSTEM

“D

” and “2

” Positions

●

Forward one-way clutch

●

Forward clutch

●

Low one-way clutch

Rear internal gear is locked to rotate counterclockwise because of the functioning of
these three clutches.

Overrun clutch
engagement conditions
(Engine brake)

: Overdrive control switch “OFF” and throttle opening is less than 3/16

: Operates when throttle opening is less than 3/16, but does not affect engine brake.

At D

and 2

positions, engine brake is not activated due to free turning of low one-

way clutch.

SAT377J

OVERALL SYSTEM

AT-23

“D

”, “2

” and “1

” Positions

●

Forward clutch

●

Forward one-way
clutch

●

Brake band

Rear sun gear drives rear planetary carrier and combined front internal gear. Front internal gear now
rotates around front sun gear accompanying front planetary carrier.
As front planetary carrier transfers the power to rear internal gear through forward clutch and forward one-
way clutch, this rotation of rear internal gear increases the speed of rear planetary carrier compared with
that of the 1st speed.

Overrun clutch
engagement conditions

: Overdrive control switch “OFF” and throttle opening is less than 3/16

Operates when throttle opening is less than 3/16, but does not affect engine brake.

: Always engaged

SAT378J

OVERALL SYSTEM

AT-25

“D

” (OD) Position

●

High clutch

●

Brake band

●

Forward clutch (Does not affect power
transmission)

Input power is transmitted to front planetary carrier through high clutch.
This front planetary carrier turns around the front sun gear which is fixed by brake
band and makes front internal gear (output) turn faster.

Engine brake

At D

position, there is no one-way clutch in the power transmission line and engine

brake can be obtained when decelerating.

SAT380J

OVERALL SYSTEM

AT-27

Control System

ECS0096Q

OUTLINE

The automatic transaxle senses vehicle operating conditions through various switches and sensors. It always
controls the optimum shift position and reduces shifting and lock-up shocks.

*: This sensor means Accelerator pedal position (APP) sensor.

CONTROL SYSTEM

SWITCHES & SENSORS

TCM

ACTUATORS

PNP switch
Throttle position sensor*
Engine speed signal
A/T fluid temperature sensor
Revolution sensor
Vehicle speed sensor
Overdrive control switch
Stop lamp switch

Shift control
Line pressure control
Lock-up control
Overrun clutch control
Timing control
Fail-safe control
Self-diagnosis
CONSULT-II communication line
control

Shift solenoid valve A
Shift solenoid valve B
Overrun clutch solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
O/D OFF indicator lamp

SCIA0690E

AT-28

OVERALL SYSTEM

TCM FUNCTION

The function of the TCM is to:

●

Receive input signals sent from various switches and sensors.

●

Determine required line pressure, shifting point, lock-up operation, and engine brake operation.

●

Send required output signals to the respective solenoid valves.

INPUT/OUTPUT SIGNAL OF TCM

Control Mechanism

ECS0096R

LINE PRESSURE CONTROL

TCM has various line pressure control characteristics to match the driving conditions.
An ON-OFF duty signal is sent to the line pressure solenoid valve based on TCM characteristics.
Hydraulic pressure on the clutch and brake is electronically controlled through the line pressure solenoid valve
to accommodate engine torque. This results in smooth shift operation.

Normal Control

The line pressure to throttle opening characteristics is set for suitable
clutch operation.

Sensors, switches and solenoid

valves

Function

Input

PNP switch

Detects select lever position and sends a signal to TCM.

Throttle position sensor (accelerator
pedal position (APP) sensor)

Detects throttle valve position and sends a signal to TCM.

Engine speed signal

From ECM.

A/T fluid temperature sensor

Detects transmission fluid temperature and sends a signal to TCM.

Revolution sensor

Detects output shaft rpm and sends a signal to TCM.

Vehicle speed sensor

Used as an auxiliary vehicle speed sensor. Sends a signal when revolution
sensor (installed on transmission) malfunctions.

Overdrive control switch

Sends a signal, which prohibits a shift to “D

” (overdrive) position, to the

TCM.

Stop lamp switch

Releases lock-up system when depressing pedal in lock-up condition.

Output

Shift solenoid valve A/B

Selects shifting point suited to driving conditions in relation to a signal sent
from TCM.

Line pressure solenoid valve

Regulates (or decreases) line pressure suited to driving conditions in relation
to a signal sent from TCM.

Torque converter clutch solenoid
valve

Regulates (or decreases) lock-up pressure suited to driving conditions in rela-
tion to a signal sent from TCM.

Overrun clutch solenoid valve

Controls an “engine brake” effect suited to driving conditions in relation to a
signal sent from TCM.

O/D OFF indicator lamp

Shows TCM faults when A/T control components malfunction.

SAT003J

OVERALL SYSTEM

AT-29

Back-up Control (Engine Brake)

If the selector lever is shifted to “2” position while driving in D

(OD)

or D

, great driving force is applied to the clutch inside the transmis-

sion. Clutch operating pressure (line pressure) must be increased to
deal with this driving force.

During Shift Change

The line pressure is temporarily reduced corresponding to a change
in engine torque when shifting gears (that is, when the shift solenoid
valve is switched for clutch operation) to reduce shifting shock.

At Low Fluid Temperature

●

Fluid viscosity and frictional characteristics of the clutch facing change with fluid temperature. Clutch
engaging or band-contacting pressure is compensated for, according to fluid temperature, to stabilize
shifting quality.

●

The line pressure is reduced below 60

C (140

F) to prevent

shifting shock due to low viscosity of automatic transmission
fluid when temperature is low.

●

Line pressure is increased to a maximum irrespective of the
throttle opening when fluid temperature drops to

−

C (14

F).

This pressure rise is adopted to prevent a delay in clutch and
brake operation due to extreme drop of fluid viscosity at low
temperature.

SAT004J

SAT005J

SAT006J

SAT007J

AT-30

OVERALL SYSTEM

SHIFT CONTROL

The shift is regulated entirely by electronic control to accommodate vehicle speed and varying engine opera-
tions. This is accomplished by electrical signals transmitted by the revolution sensor and throttle position sen-
sor. This results in improved acceleration performance and fuel economy.

Control of Shift Solenoid Valves A and B

The TCM activates shift solenoid valves A and B according to sig-
nals from the throttle position sensor and revolution sensor to select
the optimum gear position on the basis of the shift schedule memo-
rized in the TCM.
The shift solenoid valve performs simple ON-OFF operation. When
set to “ON”, the drain circuit closes and pilot pressure is applied to
the shift valve.

Relation Between Shift Solenoid Valves A and B and Gear Positions

Control of Shift Valves A and B

Pilot pressure generated by the operation of shift solenoid valves A and B is applied to the end face of shift
valves A and B.
The drawing above shows the operation of shift valve B. When the shift solenoid valve is “ON”, pilot pressure
applied to the end face of the shift valve overcomes spring force, moving the valve to right side on illustration.

LOCK-UP CONTROL

The torque converter clutch piston in the torque converter is locked to eliminate torque converter slip to
increase power transmission efficiency. The solenoid valve is controlled by an ON-OFF duty signal sent from
the TCM. The signal is converted to an oil pressure signal which controls the torque converter clutch piston.

Conditions for Lock-Up Operation

When vehicle is driven in 4th gear position, vehicle speed and throttle opening are detected. If the detected
values fall within the lock-up zone memorized in the TCM, lock-up is performed.

SAT008J

Shift solenoid valve

Gear position

, 2

, 1

, 2

, 1

(OD)

N-P

ON (Closed)

OFF (Open)

ON (Closed)

OFF (Open)

ON (Closed)

SAT009J

Overdrive control switch

OFF

Selector lever

“D” position

Gear position

Vehicle speed sensor

More than set value

Throttle position sensor

Less than set opening

Closed throttle position switch

OFF

A/T fluid temperature sensor

More than 40

C (104

OVERALL SYSTEM

AT-31

Torque Converter Clutch Solenoid Valve Control

The torque converter clutch solenoid valve is controlled by the TCM.
The plunger closes the drain circuit during the “OFF” period, and
opens the circuit during the “ON” period. If the percentage of OFF-
time increases in one cycle, the pilot pressure drain time is reduced
and pilot pressure remains high.

The torque converter clutch piston is designed to slip to adjust the
ratio of ON-OFF, thereby reducing lock-up shock.
OFF-time INCREASING

↓

Amount of drain DECREASING

↓

Pilot pressure HIGH

↓

Lock-up RELEASING

Torque Converter Clutch Control Valve Operation

Lock-up released
The OFF-duration of the torque converter clutch solenoid valve is long, and pilot pressure is high. The pilot
pressure pushes the end face of the torque converter clutch control valve in combination with spring force to
move the valve to the left. As a result, converter pressure is applied to chamber A (torque converter clutch pis-
ton release side). Accordingly, the torque converter clutch piston remains unlocked.
Lock-up applied
When the OFF-duration of the torque converter clutch solenoid valve is short, pilot pressure drains and
becomes low. Accordingly, the control valve moves to the right by the pilot pressure of the other circuit and
converter pressure. As a result, converter pressure is applied to chamber B, keeping the torque converter
clutch piston applied.
Also smooth lock-up is provided by transient application and release of the lock-up.

SAT010J

SAT011J

MCIB9000E

AT-32

OVERALL SYSTEM

OVERRUN CLUTCH CONTROL (ENGINE BRAKE CONTROL)

Forward one-way clutch is used to reduce shifting shocks in downshifting operations. This clutch transmits
engine torque to the wheels. However, drive force from the wheels is not transmitted to the engine because
the one-way clutch rotates idle. This means the engine brake is not effective.
The overrun clutch operates when the engine brake is needed.

Overrun Clutch Operating Conditions

Overrun Clutch Solenoid Valve Control

The overrun clutch solenoid valve is operated by an ON-OFF signal
transmitted by the TCM to provide overrun clutch control (engine
brake control).
When this solenoid valve is “ON”, the pilot pressure drain port
closes. When it is “OFF”, the drain port opens.
During the solenoid valve “ON” pilot pressure is applied to the end
face of the overrun clutch control valve.

Selector lever position

Gear position

Throttle opening

“D” position

→

move to center

, D

gear position

Less than 3/16

“2” position

→

move to center

, 2

gear position

“1” position

→

move to center

, 1

gear position

At any position

SAT014J

SAT015J

Almera Tino V10 (2003 year). Manual - part 2