U341E gear

CH-37

CHASSIS – AUTOMATIC TRANSAXLE

U341 1E AUTOMATIC AUTOMATIC TRANSAXLE TRANSAXLE  U34 1. Ge Gene ner ral The compact and high-capacity 4-speed U341E automatic transaxle [Super ECT (Electronic Controlled Transaxle)] is used. The following chart describes the changes from the previous model. Destination

New Model

Previous Model

Change (from previous model) Adopted newly.

Europe

U341E

A246E

 Multi-mode automatic transmission has been adopted.  The shift lever with multi-mode automatic transmission has been adopted.

 DTC (Diagnostic Trouble Codes) changed

 Specification 

Model

New

Previous

Transaxle

U341E

A246E

Engine

1ZZ-FE

1ZZ-FE

1st

2.847

4.005

2nd

1.552

2.208

3rd

1.000

1.425

4th

0.700

0.981

Reverse

2.343

3.272

4.237

2.962

6.9 (7.3, 6.1)

7.6 (8.0, 6.7)

ATF Type T-IV

ATF Type D-II

70 (31.8)

80.2 (36.4)

Gear Ratio*

Differential Gear Ratio Fluid Capacity* 2

Liters (US qts, Imp.qts)

Fluid Type Weight (Reference)* 3

kg (lb)

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

CH

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CH-38

CHASSIS – AUTOMATIC TRANSAXLE

Counter Drive Gear

Front Planetary Gear

C1 C2

F2

B3

F1 Rear Planetary Gear

Input Shaft

C3

B1

B2

Counter Driven Gear 216CH05

 Specification 

C1

Forward Clutch

4

C2

Direct Clutch

3

C3

Reverse Clutch

B1

OD & 2nd Brake

B2

2nd Brake

4

B3

1st & Reverse Brake

4

F1

No.1 One-Way Clutch

The No. of Sprags

16

F2

No.2 One-Way Clutch

The No. of Rollers

15

The No. of Sun Gear Teeth

46

The No. of Pinion Gear Teeth

21

The No. of Ring Gear Teeth

85

The No. of Sun Gear Teeth

32

The No. of Pinion Gear Teeth

21

The No. of Ring Gear Teeth

75

The No. of Drive Gear Teeth

52

The No. of Driven Gear Teeth

53

Front Planetary Gear

Rear Planetary Gear

oun ou n er

ear ear

e

o. o

scss sc

3 2

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CH-39

CHASSIS – AUTOMATIC TRANSAXLE

2. Torq orque ue Conve Converte rter r  This torque converter has optimally designed fluid passages and impeller configuration resulting in substantially enhanced transmission efficiency to ensure better starting, acceleration and fuel economy economy..

 Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to slippage at medium and high speeds is used.  Specification 

orque onver onver er ype Stall Torque Ratio

3-Element, 1-Step, 2-Phase

Turbine Runner Pump Impeller

(with Lock-up Mechanism) 1.8

Lock-up Clutch

Stator OD Input Shaft

CH One-way Clutch

240CH102

3. Oi Oill Pu Pump The shape of the teeth in the oil pump have been changed and the crescent has been discontinued, has been adopted. As a result, the oil pump has been made more compact, and the driving torque has been reduced, thus attaining excellent volumetric efficiency during low-speed operation. Crescent

U341E

Conventional

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CH-40

CHASSIS – AUTOMATIC TRANSAXLE

4. Pla Plane neta tary ry Gear Gear Unit Construction  A CR-CR type planetary gear has been adopted in the planetary gear unit, which is located on the input shaft. This planetary gear is a type of planetary gear unit that joins the front and rear planetary carriers to the ring gear. As a result, the unit has been made significantly more simple and compact.

 A centrifugal fluid pressure canceling mechanism has been adopted in the C1 clutch, which is applied when the gears are shifted from 3rd to 4th.

F2

B3

Rear Planetary Gear

Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear

216CH07

Function of Component Component

Function

C1

Forward Clutch

Connect input shaft and front planetary sun gear.

C2

Direct Clutch

Connect intermediate shaft and rear planetary carrier.

C3

Reverse Clutch

Con Co nnect intermediate shaft and rear planetary sun gear.

B1

OD & 2nd Brake

Lock the rear planetary sun gear.

B2

2nd Brake

Prevents rear planetary sun gear from turning counterclockwise.

B3

1stt & Re 1s Reve vers rsee Bra Brake ke

Lock Lo ck th thee fro front nt pl plan anet etar ary y rin ring g gea gearr and and re rear ar pl plan anet etar ary y car carri rier er..

F1

No.1 No. 1 OneOne-W Way Clu Clutch tch

Preven Pre vents ts rea rearr plan planeta etary ry sun gea gearr from from tur turnin ning g coun counter terclo clockw ckwise ise..

F2

No.2 One-Way Clutch

Prevents front planetary ring gear and rear planetary carrier from turning counterclockwise. These gears change the route through which driving force is transmitted, in

Planetary Gears

accordance with the operation of each clutch and brake, in order to increase or reduce the input and output speed.

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CH-41

CHASSIS – AUTOMATIC TRANSAXLE

Transaxle Power Flow Shift

Solenoid Valve

Clutch

Brake

One-way Clutch

ear S1

Position P

S2

C1

C2

C3

B1

B2

B3

F1

F2

P a rk  

R

Reverse

N

Neutral 1st

D,

2nd

S (4)*

3rd 4th 1st

S (3)*

2nd 3rd

*

CH

1st 2nd

S (1)*

1st

: Operation * : When the shift lever position is “S” and the range position indicator shows “4”, “3”, “2” or “1” 1st Gear (D or S mode 2, 3, 4 Position)

F2

Rear Planetary Gear

B3 Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear

193CH39

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CH-42

CHASSIS – AUTOMATIC TRANSAXLE

2nd Gear (D or S mode 3, 4 Position)

F2

Rear Planetary Gear

B3

Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear

193CH40

3rd Gear (D or S mode 3, 4 Position)

Rear Planetary Gear

F2

B3

Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear

193CH41

4th Gear (D or S mode 4 Position )

F2

Rear Planetary Gear

B3 Front Planetary Gear Counter Drive Gear

C2

C1

Intermediate Shaft

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CH-43

CHASSIS – AUTOMATIC TRANSAXLE 2nd Gear (S mode 2 Position)

F2

Rear Planetary Gear

B3 Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear

193CH42

1st Gear (S mode 1 Position)

F2

Rear Planetary Gear

B3

Front Planetary Gear Counter Drive Gear C1

C2

Intermediate Shaft C3

F1

B1

B2

Counter Driven Gear 193CH43

Reverse Gear (R Position)

Rear Planetary Gear

F2

B3 Front Planetary Gear

CH

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CH-44

CHASSIS – AUTOMATIC TRANSAXLE

Centrifugal Fluid Pres Pressure sure Canceling Mecha Mechanism nism  A centrifugal fluid pressure canceling mechanism has been adopted in the C 1 clutch. There are two reasons for improving the conventional clutch mechanism:

 To prevent the generation of pressure by centrifugal force applied to the fluid in the piston fluid pressure chamber (hereafter referred to as “chamber A”) when the clutch is released, a check ball was provided. Therefore, before the clutch could be subsequently applied, it took time to fill chamber A.

 During shifting, in addition to the original clutch pressure that is controlled by the valve body, body, centrifugal pressure acts on the fluid in the chamber A exerting increased pressure depending on RPM.

 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 Piston Chamber A C1 Clutch

Chamber B

240CH88

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. Clutch

Centrifugal Fluid Pressure Applied to the Chamber A

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CH-45

CHASSIS – AUTOMATIC TRANSAXLE

5. Valv alve e Bod Body y Unit General  The valve body consists of the upper and lower valve bodies and 6 solenoid valves.  The 6 solenoid valves are installed in the lower valve body for serviceability serviceability..

Solenoid Valve SL

Upper Valve Body

Lower Valve Body

Solenoid Valve S2 Solenoid Valve S1 Solenoid Valve SB

Solenoid Valve SLT Solenoid Valve ST

240CH21

 Upper Valve Body 

Low Coast Modulator Valve Lock-up Relay Valve

3-4 Shift Timing Valve

2-3 Shift Valve Coast Relay Valve

CH

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CH-46

CHASSIS – AUTOMATIC TRANSAXLE

 Lower Valve Body 

Primary Regulator Valve

3-4 Shift Valve

1-2 Shift Valve

Pressure Relief Valve

Accumulator Control Valve

240CH22

4-3 Shift Timing Valve No.2

Lock-Up Control Valve

Function of Solenoid Valve Solenoid Valve S1

Action For 2-3 shift valve control

Function Shift gears by switching the 2-3 shift valve and controlling the C 2 clutch. Shift gears by switching the 1-2 and 3-4 shift valves

S2

For 1-2 and 3-4 shift valve control For clutch to clutch pressure

and controlling 2 clutches (C 1 and C2) and 2 brakes (B1 and B2).

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CHASSIS – AUTOMATIC TRANSAXLE

CH-47

6. Ele Electr ctronic onic Control Control System System General The electronic control system of the U341E automatic transaxle consists of the controls listed below. below. System Clutch Pressure Control

Function 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

Line Pressure Control

with information from the engine & ECT ECU and the operating conditions of the transaxle.

Engine Torque Control

Retards the engine ignition timing temporarily to improve shift feeling during up or down shifting . Controls to restrict the 4th upshift or to provide appropriate engine braking

Shift Control in Uphill U phill Traveling

by using the engine & ECT ECU to determine whether the vehicle is traveling uphill.

Shift Timing Control Lock-up Timing Control “N” to “D” Squat Control

The engine & ECT ECU sends current to the solenoid valve S1 and/or S2 based on signals from each sensor and shifts the gear gear.. The engine & ECT ECU sends current to the shift solenoid valve SL based on signals from each sensor and engages or disengages the lockup clutch. When the shift lever is shifted from “N” to “D” position, the gear is temporarily shifted to 2nd and then to 1st to reduce vehicle squat.

2nd Start Control

Enabling the vehicle to take off in the 2nd gear and thus helps to take off on

(SNOW Mode)

ice or snow. The engine and ECT ECU perform shift control upon receiving signals from

Multi-Mode Automatic

the transmission control switch (+: up-shift range switch signal and –:

Transmission

down-shift range switch signal). This system is the same as that of the U241E. (See page CH-33) CH-33) When the engine & ECT ECU detects a malfunction, the engine & ECT ECU

agno ag noss s

makes a diagnosis and memorizes the failed section. To increase the speed for processing the signals, the 32-bit CPU of the engine & ECT ECU has been adopted.

CH

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CH-48

CHASSIS – AUTOMATIC TRANSAXLE

2. Con Const stru ruct ction ion The configuration of the electronic control system in the U341E automatic transaxle is as shown in the following chart. SENSORS CRANKSHAFT POSITION SENSOR

WATER TEMP. SENSOR

THROTTLE POSITION SENSOR

ACTUATORS S1

NE

THW S2

KICK DOWN SWITCH*

SOLENOID VALVE S2

VTA1

SLT SL T NEUTRAL START SWITCH

SOLENOID VALVE S1

STA ST A

SOLENOID SOLEN OID VALVE SLT

P, R, N, D

KD SL

SOLENOID VALVE SL

ABS SPEED SENSOR Engine & ECT ECU

ST

SOLENOID VALVE ST

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CHASSIS – AUTOMATIC TRANSAXLE

CH-49

3. La Layou youtt of Compone Component nt Engine & ECT ECU Integration Relay SNOW Mode Switch

Check Engine Warning Light

CH SNOW Mode Indicator Light

DLC3 Stop Light Switch Kick Down Switch*

*: Only for the Engine LHD Models

Shift Lever Transmission Control Switch

Range Position Indicator

240CH29

240CH30

S Mode Indicator Light

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CH-50

CHASSIS – AUTOMATIC TRANSAXLE

Construction and Operation of Main Component 1) Flui Fluid d Tempera emperature ture sensor

A fluid temperature sensor is installed in the valve body for direct detection of the fluid temperature. Fluid temperature sensor is used for adjusting clutch and brake pressures to keep the shift quality smooth. 2) Inp Input ut Turb Turbine ine Speed Speed Sensor Sensor

This sensor detects the input speed of the transaxle. The forward clutch (C 1) drum is used as the timing rotor for this sensor sensor.. Thus, the engine & ECT ECU can detect the timing of the shifting of the gears and appropriately control the engine torque and hydraulic pressure in response to the various conditions.

Input Turbine Speed Sensor

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CH-51

CHASSIS – AUTOMATIC TRANSAXLE

Clutch Pressure Control 1) Clutc Clutch h to Clutc Clutch h Pressur Pressuree Control Control

A clutch to clutch pressure control has been adopted for shifting from the 3rd to 4th gear, and from the 4th to 3rd gear. This actuates solenoid valves ST and SLT in accordance with the signals from the engine & ECT ECU, and guides this output pressure directly to the 4-3 timing valve and the 3-4 timing valve in order to regulate the line pressure that acts on the B 1 brake C1 clutch. As a result, compact B 1 and C1 accumulators without a back pressure chamber have been realized. Smooth shifting is achieved by enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve and the 3-4 timing valve. Linear Control Valve SLT

Accumulator Control Valve

3-4 Shift Valve

CH 3-4 Timing Valve

Linear Control Valve SLT

4-3 Timing Valve Solenoid Valve ST

C1

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CH-52

CHASSIS – AUTOMATIC TRANSAXLE

Line Pressure Optimal Control Through the use of the solenoid valve SLT, SLT, the line pressure is optimally controlled in accordance with the engine torque information, as well as with the internal operating conditions of the toque converter and the transaxle. Accordingly, the line pressure can be controlled minutely in accordance with the engine output, driving conditions, and the ATF ATF temperature, thus achieving smooth shifts and optimizing the workload in the oil pump. Line Pressure

Solenoid Valve SLT

Primary Regulator

Solenoid Drive Signal

Fluid Pressure

Input Turbine Speed Sensor

Current

Pump

Transaxle

Throttle Pressure Engine

Fluid Temperature Shift Position

Throttle Valve Opening Intake Air Volume Engine Coolant Temperature Engine rpm

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CHASSIS – AUTOMATIC TRANSAXLE

CH-53

Shifting Control in Uphill Driving 1) General

With shifting control in uphill driving, the engine & ECT ECU calculates the throttle opening angle and the acceleration rate to determine whether the vehicle is in the uphill state. While driving uphill on a winding road with ups and downs, the 4th upshift is restricted to ensure a smooth drive.

Uphill

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CH-54

CHASSIS – AUTOMATIC TRANSAXLE

Fail Safe This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.  Fail Safe List 

Malfunction Part

Function

Veh ehic icle le Sp Spee eed d Si Sign gnal al

Duri Du ring ng a veh vehic icle le sp spee eed d si sign gnal al ma malf lfun unct ctio ion n, 4t 4th ups upshi hifft pr proh ohiibi bitted ed..

Inpu In putt Tur Turbi bine ne Spe Speed ed Sen Senso sorr

Duri Du ring ng an an inpu inputt turb turbin inee spee speed d sign signal al,, 4th 4th upsh upshif iftt proh prohib ibit ited ed..

Fluid Temp. Sensor

During a fluid temp. se sensor malfunction, 4t 4th upshift prohibited.

Sole So leno noid id Val Valve ve SL SLT or SL SL

Duri Du ring ng a sol solen enoi oid d valv valves es SL SLT or SL mal malfu func ncti tion on,, 4th 4th upsh upshif iftt proh prohib ibit ited ed..

Solenoid Valve SB Water Temp. Sensor, Knock Sensor, or Throttle Position

During a solenoid valve SB malfunction, S shift control prohibited, and the driving mode turns to the ordinal D range. During a engine coolant temp. sensor, knock sensor, or throttle position sensor malfunction, 4th upshift prohibited.