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Toyota Automatic Transmission A340 Series. Repair Manual - part 2

Type of Transmission

A340E

Type of Engine

7M−GE, 7M−GTE, 3VZ−E

Torque Converter

Stall Torque Ratio

Truck : C & C 2.0 : 1 Others 2.1 : 1

Lock−Up Mechanism

Equipped

Gear Ratio

1st Gear

2.804

2nd Gear

1.531

3rd Gear

1.000

O/D Gear

0.705

Reverse Gear

2.393

Plates (Disc/Plate)

O/D Direct Clutch

2/2

Forward Clutch

5/5

Direct Clutch

4/4

2nd Brake

5/5

1st & Reverse Brake

6/6

O/D Brake

4/3

mm (in.)

Second Coast Brake Band Width

40 (1.57)

ATF

Type

ATF DEXRONR II

Capacity

liters (US qts, Imp. qts)

Total

7.2 (7.6, 6.3)

Drain and Refill

1.6 (1.7, 1.4)

General Specifications

−

AUTOMATIC TRANSMISSION

Description

AT−5

Type of Transmission

A340F

Type of Engine

22R−E

Torque Converter

Stall Torque Ratio

2.3 : 1

Lock−Up Mechanism

Equipped

Gear Ratio

1st Gear

2.804

2nd Gear

1.531

3rd Gear

1.000

O/D Gear

0.705

Reverse Gear

2.393

Plates (Disc/Plate)

O/D Direct Clutch

2/2

Forward Clutch

5/5

Direct Clutch

4/4

2nd Brake

5/5

1st & Reverse Brake

6/6

O/D Brake

4/3

mm (in.)

Second Coast Brake Band Width

40 (1.57)

ATF

Type

ATF DEXRONR II

Capacity

liters

(US qts, Imp. qts)

Total

7.6 (8.0, 6.7)

Drain and Refill

1.6 (1.7, 1.4)

General Specifications (Cont’d)

AT−6

−

AUTOMATIC TRANSMISSION

Description

Type of Transmission

A340H

Type of Engine

3VZ−E

Torque Converter

Stall Torque Ratio

2.1 : 1

Lock−Up Mechanism

Equipped

Gear Ratio

Transmission

1st Gear

2.804

2nd Gear

1.531

3rd Gear

1.000

O/D Gear

0.705

Reverse Gear

2.393

Transfer

High (H2, H4)

1.000

Low (L4)

2.659

Number of

Discs and

Plates

(Disc

/Plate)

Transmission

Forward Clutch

4/4

Direct Clutch

3/3

O/D Direct Clutch

1/1

2nd Brake

4/4

1st & Reverse Brake

5/5

O/D Brake

3/2

Transfer

Transfer Direct Clutch

6/6

Front Drive Clutch

6/6

Low Speed Brake

7/6

mm (in.)

Second Coast Brake Band Width

40 (1.57)

ATF

Type

ATF DEXRONR II

Capacity liter

(US qts, Imp. qts)

Total

Transmission: 10.3 (10.9, 9.1),
Transfer: 1.1 (1.2, 1.0)

Drain & Refill

Transmission: 4.5 (4.8, 4.0),
Transfer: 0.8 (0.8, 0.7)

General Specifications (Cont’d)

−

AUTOMATIC TRANSMISSION

Description

AT−7

f ..... Operating

AT2157

No. 2 One−Way

Clutch (F

)

Input Shaft

Front Planetary

Carrier

O/D Planetary

Sun Gear

O/D One−Way

Clutch (F

)

Front & Rear Planetary

Sun Gear

Front Planetary

Ring Gear

O/D Planetary

Carrier

Output Shaft

O/D Input Shaft

No. 1 One−Way

Clutch (F

)

O/D Planetary

Ring Gear

Rear Planetary Ring Gear

Direct

Clutch (C

)

O/D Brake (B

)

2nd Brake (B

)

Rear Planetary Carrier

1st & Reverse

Brake (B

)

O/D Direct

CIutch (C

)

2nd Coast Brake (B

)

Forward Clutch (C

)

Shift lever position

Gear position

Parking

Reverse

Neutral

1st

2nd

3rd

O/D

1st

2nd

3rd

1st

*2nd

OPERATION

Mechanical Operation

OPERATING CONDITIONS

(A340E, A340F)

* Down−shift only in the L range and 2nd gear − no up−shift.

AT−8

−

AUTOMATIC TRANSMISSION

Operation

NOMENCLATURE

OPERATION

O/D Direct Clutch (C

)

Connects overdrive sun gear and overdrive carrier

O/D Brake (B

)

Prevents overdrive sun gear from turning either clockwise or counterclockwise

O/D One−Way Clutch (F

When transmission is being driven by engine, connects overdrive sun gear and overdrive carrier

Forward Clutch (C

)

Connects input shaft and front planetary ring gear

Direct Clutch (C

)

Connects input shaft and front & rear planetary sun gear

2nd Coast Brake (B

)

Prevents front & rear planetary sun gear from turning either clockwise or counterclockwise

2nd Brake (B

)

Prevents outer race of F

from turning either clockwise or counterclockwise, thus preventing

front & rear planetary sun gear from turning counterclockwise

1st & Reverse Brake (B

)

Prevents rear planetary carrier from turning either clockwise or counterclockwise

No. 1 One−Way Clutch (F

)

When B

is operating, prevents front & rear planetary sun gear from turning counterclockwise

No. 2 One−Way Clutch (F

)

Prevents rear planetary carrier from turning counterclockwise

AT3282

Intermediate

Shaft

Front Planetary

Ring Gear

O/D Planetary Ring Gear

O/D Sun Gear

Rear Planetary Ring Gear

Input Shaft

Sun Gear

Output Shaft

O/D Input

Shaft

O/D Planetary Carrier

Rear Planetary Carrier

Front Planetary Carrier

FUNCTION OF COMPONENTS

(A340E, A340F)

−

AUTOMATIC TRANSMISSION

Operation

AT−9

AT6675

D or 2 Range 1st Gear

AT6676

D Range 2nd Gear

AT6677

D or 2 Range 3rd Gear

AT6678

D Range O/D

FUNCTION OF COMPONENTS (Cont’d)

The conditions of operation for each gear position are shown in the following illustrations:

AT−10

−

AUTOMATIC TRANSMISSION

Operation

AT6679

2 or L Range 2nd Gear

AT6680

L Range 1st Gear

AT6681

R Range Reverse Gear

FUNCTION OF COMPONENTS (Cont’d)

−

AUTOMATIC TRANSMISSION

Operation

AT−11

VALVE BODY

HYDRAULIC CONTROL SYSTEM

(A340E, A340F)

The hydraulic control system is composed of the oil pump, the valve body, the solenoid valves, and the

clutches and brakes, as well as the fluid passages which connect all of these components. Based on the

hydraulic pressure created by the oil pump, the hydraulic control system governs the hydraulic pressure

acting on the torque converter, clutches and brakes in accordance with the vehicle driving conditions.

There are three solenoid valves on the valve body. These solenoid valves are turned on and off by sig-

nals from the ECU to operate the shift valves. These shift valves then switch the fluid passages so that

fluid goes to the torque converter and planetary gear units.

(Except for the solenoid valves, the hydraulic control system of the ECT is basically the same as that of

the fully hydraulic controlled automatic transmission.)

HYDRAULIC CONTROL SYSTEM

OIL PUMP

Hydr. pressure control

Fluid passage switching

CLUTCHES & BRAKES

Planetary gear sets

Torque Converter

ECU

SOLENOID VALVES

LINE PRESSURE

Line pressure is the most basic and important pressure used in the automatic transmission,

because it is used to operate all of the clutches and brakes in the transmission.

If the primary regulator valve does not operate correctly, line pressure will be either too high or

too low. Line pressure that is too high will lead to shifting shock and consequent engine power

loss due to the greater effort required of the oil pump; line pressure that is too low will cause

slippage of clutches and brakes, which will, in extreme cases, prevent the vehicle from mov-

ing. Therefore, if either of these problems are noted, the line pressure should be measured to

see if it is within standard.

THROTTLE PRESSURE

Throttle pressure is always kept in accordance with the opening angle of the engine throttle

valve.

This throttle pressure acts on the primary regulator valve and, accordingly, line pressure is

regulated in response to the throttle valve opening.

In the fully hydraulic controlled automatic transmission, throttle pressure is used for regulating

line pressure and as signal pressure for up−shift and down−shift of the transmission. In the

ECT, however, throttle pressure is used only for regulating line pressure. Consequently, im-

proper adjustment of the transmission throttle cable may result in a line pressure that is too

high or too low. This, in turn, will lead to shifting shock or clutch and brake slippage.

AT−12

−

AUTOMATIC TRANSMISSION

Operation

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