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AUTOMATIC TRANSAXLE (Electronically Controlled)

O

U

T L IN E

7 B —

7 B

2

C

O N STR U C TIO N

7 B —

2

S

PE C IFIC A TIO N

7 B —

3

O M PO NENT LO C A T IO N

C

STRUCTURAL V IE W

 

7 B —

4

5

OPERATION

OF COM PONENTS

7 B —

6

IN

TER C H AN G EABILITY OF

 
 

M

A JO R

C O M P O N E N T S

 

7 B —

7

S

H

IFT P A T T E R N

 

7B —

8

RANGE AND

M O D E

 

7B —

8

SHIFT PATTERN

OF EACH

R A N G E

7B —

9

PRIORITY OF RANGE AND MODE DETERM INATION

7 B

— 10

EC-AT ELECTRICAL S Y S TE M SO LE N O ID V A LV E S AN D SH IFT C O N TR O L SOLENOID VALVE OPERATION TABLE

7 B — 11 7 B — 12 7 B — 12

2-4 BRAKE BAND APPLY SIDE DRAIN C O N T R O L 2-4 BRAKE BAND ENGAGEM ENT

7 B — 13

PRESSURE C O N T R O L

7 B

14

L ”

RANGE 2ND

GEAR C O N T R O L

7 8 — 16

 

3RD GEAR C O N TR O L

 

7 B —

17

S E LF-D IA G N O S IS S Y S T E M SELF-DIAGNOSIS F U N C T IO N

7B — 18 7 B — 18

 

FAIL-SAFE

FU N C TIO N

7B — 19

DISPLAY OF W ARNING

C O D E

7 8 — 19

D

IF F E R E N T IA L

7B — 21

O

IL C O O LER

 

7B

— 22

C

O

N D ITIO N

IN EACH

R A N G E

7 B

— 23

REVERSE GEAR (R R A N G E )

7 B — 24

1ST

GEAR

(D, S, AND

L RANG ES)

7 B

— 28

1ST

GEAR

L RANGE)

 

7 B — 32

7

2ND

GEAR

(HOLD (D AN D

S

R A N G E S )

B — 34

2ND

GEAR

(HOLD S, AN D

L

RANGES)

7 B — 38

3RD

GEAR

(D AND S RANGES)

7 B — 42

OD (D R A N G E )

 

7 B — 48

OUTLINE

C O NSTRUCTION The 1988 model EC-AT is an im proved version of that used in the 1987 EC-AT, resulting in im proved

driveability and fuel econom y.

.

1.

As a result of m odification

of the shape of the fins, the m axim um efficiency of the torque converter

is

im proved from 78% to

83% .

2.

In

order to reduce weight, the 3-4 clutch drum is changed from a cast piece to a pressed piece.

3.

With the increased power of the turbo engine models, the num ber of drive and driven plates, as well as the width of the teeth of the idle, output and differential gears, have jointly been increased.

4.

The shift selector ranges are changed as described below.

 

1988

EC-AT

P

R

N

D

S

L

1987

EC-AT

P

R

N

D

2

1

D

range shift pattern:

1st

<-> 2nd

3rd (lock-up) +-> OD (lock-up)

 

S

range shift pattern:

1st

2nd

3rd

L

range shift pattern:

1st <-» 2nd

5.

A

"H O L D ”

m ode is added to the previous

“ EC O N O M Y”

and

“ POW ER”

modes.

The shift pattern

in the

 

“ H O LD ”

m ode is as follows:

 

D

range

(2nd

<->) 3rd

 

S

range

2nd (fixed)

 

L

range

1st (fixed)

 

6.

To

further im prove the feeling during shifts, m odifications have been m ade to the passages within

the valve body, the springs, and to solenoid valve operation.

 

7.

In

order to suppress lateral vibrations transm itted to the body during sudden acceleration from a

stop, the position of the differential has been lowered.

 

8.

An air-cooled oil cooler is equipped to reduce the tem perature of the autom atic transm ission fluid.

7B—2

86U07B-502

SPECIFICATION

Model

Torque converter stall torque ratio

EC-AT (G4A-EL)

1988 626

Turbo

1.600— 1.800 : 1

Non-Turbo

1.700-1.900 : 1

1987 626

1.900-2.100 : 1

 

First

2.800

Second

1.540

Gear ratio

Third

1.000

Fourth (OD)

0.700

Reverse

2.333

Final gear ratio

3.700

 

Forward clutch

4/4

3/3

Coasting clutch

2/2

Number of drive plates/driven plates

3-4 clutch

5/5

Reverse clutch

2/2

Low and reverse brake

5/5

4/4

3/3

Servo diameter (Piston outer dia./retainer inner dia.) mm (in)

 

P185/70R14

Speedometer gear ratio (Driven/Drive gear)

P195/60HR15

Automatic transmission fluid

P195/60T15

87H

Type

Capacity liters

(US qt,

Imp qt)

78/36 (3.07/1.42)

78/40 (3.07/1.57)

20

: 25

21

: 25

Dexron

II or

M

III

6.2 (6.6, 5.4)

7B—3

76/50 (2.99/1.97)

6.0 (6.3, 5.3)

86U07B-503

COMPONENT LOCATION

Hold indicator

light

EC-AT control unit

STRUCTURAL

VIEW

86U07B-505

Reverse and forward drum

Control valve body

Lock-up solenoid

Oil pump

Coasting clutch

Forward clutch

Reverse clutch

Pulse generator

2-4 brake band

Fluid temperature

switch

O PERATIO N

OF COM PONENTS

Range

Gear

P

R

Reverse

N

 

1st

 

2nd

Below approx,

D

3rd

40

.km/h

 

Above approx.

40

km/h

OD

 

1st

2nd

S

Below approx.

 

3rd

40

km/h

 

Above approx.

40

km/h

1st

 

L

 

2nd

 

2nd

Below approx.

 

D

40

km/h

 

3rd

Above approx.

 

40

km/h

2nd

 

Below approx.

 

S

3rd

40

km/h

 

Above approx.

40

km/h

 

L

1st

 
 

2nd

Engine

braking

effect

-

Forward

clutch

Coasting

clutch

3-4

clutch

Operation elem ents

Reverse

clutch

2-4 brake

Applied

Released

Low & re­

One-way

One-way

verse brake

clutch 1

clutch 2

Yes

O

O

No

0

No

0

O

Yes

0

O

O

0

Yes

0

Q

O

®

O

Yes

0

o

O

No

o

No

o

o

Yes

0

O

o

O

Yes

o

0

o

®

Q

No

o

O

Yes

0

0

0

No

o

0

Yes

0

0

o

O

Yes

o

O

0

m

O

Yes

o

O

0

Yes

o

O

o

O

Yes

o

O

o

®

O

Yes

0

G

o

Yes

o

O

o

O

o

O

o

o

o

0

o

o

o

0

o

o

0

o

o

o

o

o

o

o

o

® : Indicates fluid pressure to servo but band not applied due to pressure difference in servo.

86U07B-506

7B—6

INTERCHANGEABILITY OF IV1AJOR COMPONENTS

Parts interchangeability and changes between the 1988 626 and the 1987 626 autom atic transaxle are shown below.

!

Symbols

A

: Interchangeable between ‘88 626 Non-Turbo and ’87 626

X

: Not interchangeable

Part name

Inter­

changeability

Converter housing

X

Transaxle case

X

Torque converter

X

Oil pump

X

Clutch and one-way clutch assembly

X

One-way clutch 2

X

Carrier hub assembly

X

3-4 clutch assembly

X

Output shell

X

Turbine shaft

X

Oil pump shaft

A

Control valve body

X

Differential assembly

X

Output gear assembly

A

Idle gear assembly

A

Bearing housing

X

Remark

Center line of differential lowered to reduce driveshaft vibration

Additional No.4 engine mount bolts

Efficiency improved from 78% to 83%

Oil pump body shape changed

Shape of reverse-forward drum and sun gear drum changed

Outside diameter enlarged for increased strength

Shape changed for weight reduction

Pressed-type drum instead of cast drum for weight reduction

Size enlarged for increased strength

Shaft diameter reduced for weight reduction

Shape changed due to changed transaxle case

Spring specification, valve shape, and oil pressure pas­ sage changed to improve shift feeling

Gear width increased for increased strength

Shaft diameter and gear width increased with change of differential

Shaft diameter and gear width increased with change of differential

Accumulator changed to two-piece type and body changed to aluminum for weight reduction

86U07B-507

7B—7

7

gg

g 'O’

[P t

Range

Gear

Gear ratio

s

 

P

1

R

2.333

N

,

 

1st (Di)

2.800

2nd (D2)

-

1.540

D

 

3rd (D3)

1.000

4th (OD)

0.700

1st (Si, 21)

2.880

(2)

2nd (S2, 22)

1.540

3rd (S3, 23)

1.000

1st (Li, 11)

2.800

2nd (L2, 12)

1.540

ECONOMY/POWER

Shift

88 626

’87 626

*

t

J

f

Lock-up

Engine brake

’88 626

’87 626

’88 626

’87 626

O

O

o

O

o

 

O

o

o

o

Will not shift unless selector button depressed,

ft

: Will shift without selector button depressed.

: Indicates directions of possible shift.

HOLD (Only ’88 626)

Shift

Lock-up

 

I

 

3)

>

Z

o

m

>

Engine brake

 

O

o

m

O

o

o

o

C/)

I

13

>

H

H

m

33

SHIFT PATTERN OF EACH RANGE

The 1988 626 has nine shift program s described below. The EC-AT control unit selects the proper

program

based on the range and m ode conditions.

1. D range

Three shift program s are

provided.

(1)

Power and

Econom y

m odes

(2)

1st, 2nd, 3rd, 3rd (lock-up), OD, and OD (lock-up) shifts are provided. Shift points in power m ode are at higher speeds than those of econom y mode. Hold m ode

2nd and 3rd shifts are provided. 2nd gear is selected only at 20 km/h (12 mph) or below to assure acceleration. After that, 3rd gear is held. To prevent over speeding the engine when Hold is selected in OD, OD is held until OD -> 3 downshift speed (168 km/h, 104 mph) is reached.

2. S range

Two shift program s are provided.

(1)

Power and Econom y m odes

(2)

1st, 2nd and 3rd shifts are provided. The shift points for both m odes are the same, and these are the same as those of D range power mode. Hold m ode 2nd gear is provided and held. To prevent over speeding the engine when Hold is selected

in 3rd, 3rd gear is held until 3 -<■ 2 downshift speed (122

3 .L range

Two shift program s are provided.

km/h, 69 mph) is reached.

(1)

Power and Econom y m odes

 

1st and 2nd shifts are provided. The shift points for both m odes are the same, and these are the same as those of D range power mode. To prevent over speeding the engine during 3 ->

2 downshift, 3rd

gear is held

until 3

2 downshift speed (112 km/h, 69 mph) is reached.

(2)

Hold m ode 1st gear is provided and held. To prevent over speeding the engine during 3 -» 2 -> 1 dow n­ shift, 3rd and 2nd gears are held until 2 -> 1 downshift speed (47 km/h, 29 mph) is reached.

4. P & N

range

The transmission is in neutral position hydraulically. However, the shift solenoid valves are in the pattern for 3rd or 1st gear according to vehicle speed in preparation for shifting to D range.

5. R range

The transm ission is in reverse gear position hydraulically. The shift solenoid valves are in the pattern

for 3rd 9ear.

7B—9

86U07B_509

PR IO RITY OF RANGE AND

MODE D ETERM INATIO N

86U07B-510

The range is determ ined according to signals received from the switches (D, S, L, N and P) within the inhibitor switch. The m ode is determ ined according to signals from the MODE switch and those from the HOLD switch. When the HOLD switch is ON, the HOLD mode has priority, regardless of the setting of the MODE switch. Therefore, the POWER and ECONOM Y m odes cannot be selected in either the D, S or L ranges while in the HOLD m ode. The HOLD indicator within the instrum ent cluster illuminates. The POW ER/ECON­ OMY indicator will not illuminate.

SWITCH

HOLD indicator

Power indicator

Econom y indicator

HOLD

MODE

ON

ON or OFF

ON

OFF

OFF

OFF

ON

OFF

ON

OFF

OFF

OFF

OFF

OFF

ON

7 B -1 0

EC-AT ELECTRICAL SYSTEM

System m odifications

1. With the addition of the HOLD function, a HOLD switch and HOLD indicator are added in the instru­

ment cluster.

*

2. The kickdow n switch has been discontinued, and the detection of a 7/8 or m ore opening of the

accelerator (formerly perform ed by the kickdow n switch) is now done by the throttle sensor.

3. The air conditioner cut-off relay has been discontinued.

7B—11

SOLENOID VALVES AND SHIFT CONTROL

SOLENOID VALVE OPERATION TABLE

RANGE

GEAR

P

Non

R

Reverse

Below approx. 18 km/h (11 mph)

N

 

Above approx. 18 km/h (11 mph)

1st

2nd

Below approx. 40 km/h (25 mph)

D

3rd

Lock-up OFF

 

Above approx. 40 km/h (25 mph)

Lock-up ON

Lock-up OFF

 

OD

 

Lock-up ON

1st

2nd

S

 

Below approx. 40 km/h (25 mph)

 

3rd

 

Above approx. 40 km/h (25 mph)

1st

L

Below approx. 110 km/h (68 mph)

 

2nd

 

Above approx. 110 km/h (68 mph)

2nd

 

D

Below approx. 40 km/h (25 mph)

 

3rd

 

Above approx. 40 km/h (25 mph)

2nd

HOLD

S

Below approx. 40 km/h (25 mph)

 

3rd

 

Above approx.

40 km/h '(25 mph)

1st

 

L

Below approx.

110 km/h (68 mph)

 

2nd

 

Above approx.

110 km/h (68 mph)

7B—12

SOLENOID VALVES

1-2

2-3

3-4

Lock-up

 

ON

ON

 

ON

ON

 

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

 

ON

ON

ON

ON

ON

ON

 

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

ON

 

ON

ON

ON

ON

86U07B-512

2-4 BRAKE BAND APPLY SIDE DRAIN CONTROL

2-4 brake band

Additional port

86U07B-516

During a downshift (kickdown) to 1st gear, the 2-4 brake band release speed is quickened and shift­

ing time

In order to increase the band releaste speed, a band servo “ ap ply” side drain port is added to the

2-3 shift valve. This is in addition to the drain

is

shortened, thus im proving vehicle response.

at the 1-2 shift valve.

Operation Downshift from OD, D3 or D2 to 1st gear

The 1-2 and 2-3 shift valves are positioned as shown in the illustration because the 1-2 solenoid valve is switched OFF (closed) and the 2-3 solenoid valve is switched ON (drain) when there is a shift to 1st gear. As a result, the drain speed is faster than previously because the 2-4 brake band “ a pp ly” side line pressure (9) is drained from the ports of both shift valves. Consequently, the shift to 1st gear is faster.

7B— 13

2-4 BRAKE BAND ENGAGEMENT PRESSURE CONTROL

1-2 accumulator

Line pressure

1-2 shift

valve

22

Line pressure

Line pressure

In

D3 and

OD

III!

Line pressure

1-2 accumulator

Line pressure Line pressure

t

Drain

Line pressure

Drain

7B— 14

B

B

f

Drain

2-4 brake band

2-4 brake band

86U07B-513

In order to reduce the feeling of shift impact during a shift from 3rd gear to OD, the two devices described

below have been adopted to weaken the initial engagem ent pressure applied to the 2-4 brake band servo.

Addition of 1-2 accum ulator rear surface pressure (13). For the 1987 EC-AT, line pressure was only applied to the 1-2 accum ulator in one location (7) in all gears. For the 1988 EC-AT, however, the line pressure is also applied to one additional location (13) for 3rd gear to OD shift. The accum ulator now functions during 3rd to OD shifts as well as during shifts from 1st to 2nd gear.

A pply side line pressure control is changed.

O

peration

1987 EC-AT

Operation of the 2-4 brake band was accom plished by sim ply taking away the “ release”

of applied to both sides (“ a pp ly”

and “ release” ) of the brake band during 3rd gear.

pressure

1988 EC-AT

Explained briefly, for 2-4 brake band operation, when the “ release”

pressure of the band servo is

drained, the “ a p p ly” pressure is also drained m omentarily. Then, when reapplied, m ovem ent of the 1-2 accum ulator causes low initial engagem ent pressure to

be applied to the

“ a p p ly”

side.

The 1-2 shift valve, 1-2 solenoid valve and 1-2 accum ulator act so as to control this “ a p p ly” side pres­

sure. The details are explained below.

1. W hen there is a shift from 3rd gear to OD, the 1-2 solenoid valve is switched OFF (close) momentarily.

2. Line pressure (12) causes the 1-2 shift valve to m ove to the left.

3. The 1-2 shift valve

drains the “ a p p ly” side pressure.

At the same time, the 1-2 accum ulator is caused to m ove to the right.

4. The 1-2 solenoid valve is once again switched ON (drain).

5. The

6. Line pressure (1) is applied to the “ ap ply”

1-2

shift valve m oves to the right.

side.

because the 1-2 accum ulator (which receives

additional back pressure at this time) is activated, and the engagem ent of the 2-4 brake becom es

The initial engagem ent pressure then becom es low,

SmOOth.

7B—15

86U07B-514

“ L” RANGE 2ND GEAR CONTROL

t I I

3-4 clutch pressure

Line pressure

Line pressure

(In

“ D”

and

“ S”

range)

86U07B-517

At a vehicle speed of 110 km/h (68 mph), the 2-3 solenoid is switched OFF (closes), and the 1-2 shift ^

valve is caused to m ove to the left side. As a result, delay in activation of the 3-4 clutch by line pressure (3) (not applied during

range)

L ”

is elim inated when there is a shift to

“ S”

or

“ D ”

range.

7B— 16

3RD GEAR CONTROL

IN D3 APPROX. 40 km/h

1-2 accumulator

(25 mph)

1-2

shift

valve

IN

Da

Drain

1-2 accumulator

OFF

i_i

Line pressure

1-2 shift

valve

Line pressure

2-4 brake band

2-4 brake band

In order to reduce shift im pact during a downshift from 3rd gear to 2nd gear, the 1-2 solenoid valve is switched OFF (closed) at a vehicle speed of below 40 km/h (25 mph), and the line pressure at the 2-4 brake band servo “ a p p ly” side is drained. The reason for this is to activate the 1-2 accum ulator when there is a shift to 2nd gear (i.e., when the 2-4 brake band is activated). Previously, when there was a shift to 2nd gear, there was only a drain of the “ release” side of the line pressure applied to the 2-4 brake band.

7 B -1 7

SELF-DSAGNOSIS SYSTEM

The EC-AT control unit has built-in self-diagnosis, fail-safe, and warning code display functions for the main input sensors and all of the output solenoid valves.

SELF-DIAGNOSIS FUNCTION

HOLD indicator

1 sec.

Flashing cycle

1 sec.

1 cycle

— * -

ON (illuminated)

OFF (Not illuminated)

86U07B-519

If a m alfunction occurs in any of the EC-AT system com ponents described below, the HOLD indicator flashes to warn the driver of a malfunction.

• Vehicle speed sensor

• Throttle sensor

• Pulse generator

• 1-2 shift solenoid valve

• 2-3 shift solenoid valve

• 3-4 shift solenoid valve

• Lock-up solenoid valve

If a condition as shown in the table below exists, the EC-AT control unit judges that the com ponent has a malfunction.

Component

Vehicle speed sensor

Throttle sensor

Pulse generator

Solenoid valves

Conditions for judgement of malfunction

No input signal from speed sensor while driving at drum speed above 600 rpm in D,

S or

Open-circuit when accelerator pedal not depressed more than 7/8, short-circuit, or in­ correct adjustment

No input signal from pulse generator while driving at 40 km/h (25 mph) or higher in

D,

Open or short-circuit of transistor within EC-AT control unit or wiring harness'of sole­ noid valves

L ranges

S or

L ranges

7B—18

FA IL-S A FE

If a m alfunction occurs in the following com ponents, the fail-safe function makes it possible to drive

FUNCTION

the vehicle with only slightly dim inished

perform ance.

1. Throttle sensor The EC-AT control unit considers the throttle opening to be at 4/8 stroke. Shifting is perform ed in accordance with signals from the vehicle speed sensor and the shift pattern for that fail-safe function.

2. Pulse generator Shifting is perform ed in accordance with signals from the vehicle speed sensor and the shift pattern

for that fail-safe function. If a m alfunction

tion of the pulse generator, the operation of the m alfunctioning valve is cancelled.

occurs

at one of the solenoid valves along with a m alfunc­

3. 1-2, 2-3 or 3-4 solenoid valve (all for shifting) The operation of the remaining normal solenoid valve(s) perform s the shifting with as little interfer­ ence as possible with driving perform ance. If a m alfunction occurs at all four solenoid valves, the operation of all solenoid valves is cancelled, and 3rd, 1st, and reverse gears are obtained hydraulically.

4. Lock-up solenoid valve The solenoid valves for shifting operate norm ally but no lock-up is obtained.

N

ote

If

all s o le n o id

va lve s

are

s w itc h e d

OFF, D and

S ra n ge s

becom

e 3rd

ge ar

p o s itio n ,

L range

beco m e s 1st gear p o s itio n , and R range is reverse gear

h yd ra u lica lly.

p o s itio n .

These gears are o b ta in e d

D

IS P LA Y OF W ARNING CODE

If

a m alfunction occurs in com ponents which the EC-AT control unit can diagnose, the control unit

causes the HO LD indicator to flash while the m alfunction is continuing. At the same time, the control

unit

mem orizes the code of the m alfunction for diagnosis with the EC -AT T ester.

The

flashing of the HOLD indicator goes out if the m alfunction recovers.

W hen the EC-AT 1-pin service connector is grounded and the ignition switch is turned ON, the EC-AT

control unit outputs any m em orized warning codes by flashing of the HOLD indicator.

The EC -AT

T e s te r displays the codes by num bers when connected to the 6-pin service connector.

If there is m ore than one m alfunction, the code num bers are displayed in numerical order.

7B—19

86U07B-520

Warning Code Table

The following table shows m alfunction code num bers and code patterns.

Malfunction

Vehicle speed sensor

Throttle sensor

Pulse generator

1-2 shift solenoid valve

2-3 shift solenoid valve

2-3 shift solenoid valve

Lock-up solenoid valve

Code number

Code pattern

06 JUKIJU IILI

,2 fL JUL_

55

60

61

62

63

JT

JT in n rirL

UUl JT in n n ru 111

T in n jiiiL

u -0.4 sec

1.2 sec

inrm n nun-

""I I"*1.6 sec

86U07B-521

. The memory of a malfunction can be cancelled by disconnecting the negative battery ter­ minal for approximately 5 seconds.

Note

7B—20

DIFFERENTIAL

In order to prevent lateral vibrations during sudden acceleration from differential is lower, and the drivesh^ft angle has been reduced. Refer to Section 9 for more information.

86U07B-522

a stop, the center line of the

OIL COOLER

Water-cooled

Oil cooler

(Radiator)

Air cooled

Oil cooler

86U07B-523

An air-cooled oil cooler is added to the previous water-cooled oil cooler to further reduce the tem pera­ ture of the autom atic transmission fluid. The oil flow is shown below.

*

7 B -22

CONDITION

SN EACH

RANGE

86U07B-524

'-J

CD

ro

co

Throttle valve

Throttle

modulator

vaive

Forward clutch

pressure

Reverse clutch

pressure -------

1-2 accum ulator

[2-3 Tim ingf valve

Pressure

modifier

valve

(Blocked)

2-4 brake band

ing clutch pressun

3-4 clutch pressure

N-R

accumulator

Bypass valve

Low and reverse braKe pressure

Throttle

back-up

valve

(Blocked)

Low

reducing

valve

Pressure

regulator

valve

3-2

 

JManual

timing

if valve

valve

Oil pump

T o oil cooler

{2-3 accumulator

18

Coasting

I bypass

valve

Throttle pressure

Throttle modulated pressure Line pressure

Torque converter pressure

Servo control y valve (Blocked)

3-2

jcapacity

valve

3-4

shift

valve

jLock-up

control

valve

X

«<

a

o

O

—*

o

E

S3

3

i n

w

REVERSE GEAR (R RANGE)

Reverse clutch (C-t)

O p eratin g

Reverse clutch (C4), low and reverse brake (B2)

E lem ents:

P ow er Flow

and reverse brake (B2)

86U07B-525

The force (counterclockwise) from the turbine shaft is input (counterclockwise) to the large sun gear (Si) by the reverse clutch (C4). The input (counterclockwise) of the large sun gear (Si) causes the long pinion (Pi) to rotate (clockwise). Because planetary carrier (C) is held at this%time by low and reverse brake (B2), the output passes through internal gear (R), and flows from the output gear (clockwise).

N ote

A ll

d ire c tio n s

o f

ro ta tio n

are as view ed fro m

th e

7B—24

o il

pum p.

86U07B-526

-'vl

CD

l\D

cn

(

Hydraulic Circuit (R Range) A pply side 9 f W F l - 2-4 brake
Hydraulic
Circuit
(R Range)
A pply side
9
f
W
F
l
-
2-4 brake band
Throttle pressure
Throttle modulated pressure
Line pressure
Forward clutch
Operating line pressure
pressure--^
] Torque converter pressure
Reverse clutch
pressure
1-2 accum ulator
-Coasting clutch pressure
Low and reverse
brake pressure
3-4 clutch pressure
-To oil cooler
Lock-up
control
valve
N-R
accumulator,
accumulator
/2-3 accumulator
2-3 Timing
valve
18
Coasting
bypass
valve
Bypass valve
Servo control *
valve (Blocked)
Pressure
Throttle
3-4
modifier
modulator
shift
valve
valve
valve
(Blocked)
Throttle
;back-up
valve
Low
(Blocked)
reducing
valve
Pressure
regulator
20
valve
20
3-2
3-2
timing
[Manual
capacity
valve
Ivalve
valve

Oil pump

Hydraulic

C ircuit

(N

Range,

Below

A pp ro x.

18

km/h

(11

m ph))

86U07B-527

CD

ro

CD

Throttle vaive

Throttle

back-up

valve

(Blocked)

Pressure

regulator

valve

I Oil pump

Throttle

modulator

valve

Apply side 2-4 brake band Forward clutch pressure Reverse clutch pressure-—------- -Coasting clutch pressure)
Apply side
2-4 brake band
Forward clutch
pressure
Reverse
clutch
pressure-—-------
-Coasting clutch pressure)
1-2 accum ulator
3-4 clutch pre
N-R
accumulator
2-3 Timing
vaive
l Pressure
1-2
modifier
shift
valve
valve
(Blocked)
Low
reducing
valve
Manual
| valve'
l
s
d
NRP

Low and reverse brake pressure

To oil cooler

/2-3 accumulator

vaive

3-2

capacity

valve

Throttle pressure Throttle modulated pressure

Line pressure Torque converter pressure

Lock-up

control

valve

Hydraulic

Circuit

(N

Range, Above

Approx.

18

km/h

(11

mph))

86U07B-528

'-J

03

l\D

-vj

Throttle valve

Throttle

back-up

valve

(Blocked)

Pressure

regulator

valve

Throttle

modulator

vaive

Forward clutch

pressure

Reverse clutch

pressure

1-2 accum ulator

2-3 Timing

valve

Pressure

J modifier

1 valve

x (Blocked)

|Low

reducing

Ivalve

2-4 brake band

Coasting clutch pressure) |

3-4 clutch pressure:

N-R

accumulator

Bypass valve

I Manual

I valve

brake pressure

accumulator

l-M 3'2

,

timing

valve

•To oil cooler

2-3 accumulator]

18

Coasting

bypass

valve

Throttle pressure

Throttle modulated pressure

Line pressure

Torque converter pressure

Servo control < valve (Blocked)

20

3-2

capacity

valve

Lock-up

control

valve

1ST GEAR (D, S, AND L RANGES)

One-way clutch 2 (OWC 2)

One-way clutch 1 (OWC 1)

Forward clutch (Ci)

Operating Elements:

Forward clutch (C i), one-way clutch

1 (OWC1), one-way clutch 2 (OWC2)

86U07B-529

Power Flow

When the forw ard clutch (C i) is engaged, the force of the turbine shaft (counterclockwise) is trans­

ferred, via the reverse-forward drum , to the outer race of the one-way clutch

Rotation (clockwise) of the inner race is prevented by the action of one-way clutch 1, and the small

sun gear (S2) rotates (counterclockwise). The rotation of this small sun gear (S2) causes the short pinion (P2) to rotate (clockwise) and the long pinion (P i) to rotate (counterclockwise). Because one-way clutch 2 (OWC2) is activated at this time, the power flows through the internal gear (R) and out from the output gear (counterclockwise).

The engine brake effect is not possible, because the one-way clutch

1 (OWC1).

1 allows slippage.

Note ASS directions of rotation are as viewed from the oil pump.

7B—28

Hydraulic

Circuit

(D

range,

1st)

76U07B-586

Throttle v a lv e

Apply side

2-4 brake band

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure

Forward clutch

Torque converter pressure

pressure-^^^

"N1

CD

r\D !

CD

Throttle

back-up

valve

(Blocked)

19

Pressure

regulator

valve

Throttle IRii modulator 2i | valve

Reverse clutch

pressure---------- Coasting clutch pressure

1-2 accum ulator

3-4 clutch pressure;

Low and 'everse brake pressure

To oil cooler

Pressure

modifier

valve

x (Blocked)

]

:□

J

Low

reducing

valve

N-R

accumulator

Bypass valve

accumulator

12-3 accumulator

i18

Coasting

bypass

valve

Servo control * valve (Blocked)

1-2

3-4

shift

shift

valve

valve

Manuaf

valve

20

3-2

[capacity

valve

Lock-up

control

valve

Hydraulic

Circuit

(S

range,

1st)

86U07B-530

~V|

CD

CaD
O

Throttle valve

IThrottle

modulator

' valve

Forward clutch p re s s u re -^

Reverse clutch

pressure--------

1-2 accum ulator

Apply side 9

valve

Pressure

->

=1 modifier

I

x

valve

(Blocked)

Throttle

back-up

valve

(Blocked)

Low

reducing

valve

Pressure

regulator

I Oil pump

2-4 brake band

toasting clutch pressure

3-4 clutch pressure

Manual

valve

7 N-R

accumulator

Bypass valve

1-2

shift

valve

Low and reverse brake pressure

20

3-2

timing

valve

3 3

H

!

■ H

Throttle pressure

Throttle modulated pressure

Line pressure

SBE Operating linge pressure MW Torque converter pressure

To oil cooler

2-3 accumulator

18

Coasting

bypass

valve

Servo control y valve (Blocked)

20

3-2

capacity

valve

Lock-up

control

valve

Hydraulic

Circuit

(L

range,

1st)

86U07B-531

CD

00

Throttle valve

Throttle

• back-up

valve

(Blocked)

Pressure

regulator valve

2z

Throttle

modulator

valve

Forward clutch p re s s u re ^ ^

Reverse clutch

pressure-----------

-2 accum ulator

Apply side

2-3 timing

valve

£1 Pressure

3

1 valve

(Blocked)

modifier

x

Low

reducing

valve

2-4 brake band

Coasting clutch pressure

3-4 clutch pressuri

p N-R

accumulator

Low and reverse brake pressure

N-D accumulator

Bypass

valve

1-2

shift

valve

 

3-2

(Manual

timing

valve

valve

Throttle pressure

Throttle modulated pressure Line pressure

Operating line pressure

Low reducing pressurre

Operating low reducing pressure

To oil cooler

/2-3 accumulator!

Coasting

bypass

valve

Torque converter pressure

Servo control y valve (Blocked)

3-2

capacity

valve

3-4

shift

valve

Lock-up

control

*a ve

1ST GEAR (HOLD L RANGE)

One-way clutch 2 (OWC

Coasting ciutch (C2)

One-way clutch 1 (OWC 1)

Forward clutch (Ci)

Low and reverse brake (Bz)

86U07B-532

Operating Elements:

Forward clutch (C i), coasting clutch (C2), low and reverse brake (B 2), one-way clutch (OWC1)

Power Flow

The 1 range (1st gear) is the same as in D range (1st gear) except that the coasting clutch (C2) is engaged, and the low and reverse brake (B2) engages instead of one-way clutch 2 (OWC2), thus secur­ ing the planetary carrier (C), and, engine brake effect is possible.

7 B -3 2

Hydraulic

Circuit

(Hold;

L range,

1st)

86U07B-533

CD

I

GO

GO

Throttle vaive

Throttle

modulator

valve

Forward clutch p re s s u r e - ^

Reverse clutch

pressure-—

1-2 accum ulator

Apply side

9

2-3 timing

valve

£1

3

1

x

Pressure

modifier

valve

(Blocked)

Throttle

- back-up

"valve

(Blocked)

Low

reducing

valve

Pressure

regulator valve

23

rW p r~ ^

r

2-4 brake band

toasting clutch pressure

clutch pressurt

N-R

accumulator

I ow and rovfi'se brake pressure

N-D accumulator

Bypass

valve

1-2

shift

valve

(Manual

valve

3-2

timing

valve

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure

Low reducing pressure

Operating low reducibg pressure

To oil cooler

/2-3 accumulator

Coasting

bypass

valve

Torque converter pressure

Servo control-y

valve (Blocked)

3-2

capacity

valve

3-4

shift

valve

ILock-up

control

I valve

2ND GEAR (D, AND

S RANGE)

2-4 brake

(Bi)

Revolution

Revolution

(OWC 1)

clutch 1

clutch (Ci)

O pe ratin g

Forward clutch (C i), 2-4 brake (Bi), one-way clutch (OWC1)

E lem ents:

P ow er Flow

86U07B-534

The force (counterclockwise) of the turbine shaft, as a result of the engagem ent of the forw ard clutch (C i), causes the small sun gear (S2) to rotate (counterclockwise), the same as in D range (1st gear). The rotation of this small sun gear (S2) causes the short pinion (P2) to rotate (clockwise), and the long pinion (Pi) to rotate (counterclockwise). Because the large sun gear (Si) is secured 'at this time, the planetary carrier (C) revolves around the large sun gear (Si) and the power flows (counterclockwise) from the output gear, via the internal gear (R). The engine brake effect is not possible, as in D range (1 st gear), because of one-way clutch 1 slippage.

N ote

A ll

d ire c tio n s

o f

ro ta tio n

are as view ed fro m

the

7B—34

o il

pum p,

Hydraulic

Circuit

(D

range, 2nd)

76U07B-588

 

Throttle valve

Forward clutch p re ssu re ^^

Reverse clutch

pressure—-,

1-2 accum ulator

CD

I

03

cn

 

Throttle

modulator

valve

Throttle

back-up

tfalve

(Blocked)

19

Pressure

regulator

valve

Oil pump

valve

Pressure

modifier

valve

(Blocked)

Low

reducing

valve

2-4 brake band

-Coasting clutch pressure

3-4 clutch pressure

N-R

accumulator

Bypass valve

Manual

|§ valve

1-2

shift

valve

Low and reverse brake pressure

accumulator

To oil cooler

accumulator

18

[Coasting

valve

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure Torque converter pressure

Servo control x x valve (Blocked)

Lock-up

control

valve

W

X

271! Ill20

-Hii«Htiminq

3-2

valve

capacity

valve

Hydraulic

Circuit

(S

range,

2nd)

86U07B-535

- n

!

CD

I

<J> CO

I Oil pump

Apply side

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure Torque converter pressure

Lock-up

control

valve

MEMO

2ND GEAR (HOLD S, AND L RANGES)

2-4 brake

(Bi)

Coasting clutch (C2)

One-way clutch 1 (OWC 1)

Forward clutch (Ci)

Operating Eiements:

Forward clutch (C i), coasting clutch (C 2), 2-4 brake (B i), one-way clutch

1 (OWC1)

86U07B-536

Power Fiow

The 2 and 1 range (2nd gear) operate the same as in D range (2nd gear), except that one-way clutch 1 (OWC1) is locked as a result of the engagem ent of coasting clutch C2 , and the engine brake effect is possible.

7B—38

Hydraulic

Circuit

(Hold; S range, 2nd)

86U07B-537

 

Throttle valve

"'J

U3

GO

CD

 

Throttle

modulator

valve

Throttle

back-up

valve

(Blocked)

Pressure

regulator

valve

Oil pump

Apply side 9

(VO

^

JS-

2-4 brake band

Forward clutch p re s s u re -^

Reverse clutch

pressure----------- -Coasting clutch pressure

1-2 accum ulator

T

~ T

2-3 Timing

valve

iPressure

modifier

valve

'(Blor^d)

Low

reducing

valve

3-4 clutch pressure

Manual

valve

N-R

accumulator

Bypass valve

1-2

shift

valve

Low and 'averse brake pressure

accumulator,

To oil cooler

accumulator

18

Coasting

bypass

valve

□ Throttle pressure

□ Throttle modulated pressure

Line pressure

Operating line pressure

Torque converter pressure

Servo control x valve (Blocked)

3-4

shift

valve

Lock-up

control

valve

3-2

timing

3-2

valve

capacity

valve

Hydraulic

Circuit

(L Range,

2nd;

Below

Approx.

110

km/h

(68

mph))

86U07B-538

"vl

CD

O

Throttle valve

Throttle

back-up

valve

[Blocked)

19

Pressure

regulator

valve

Throttle

modulator

valve

 

Apply side

Forward clutch

pressure^.

Reverse clutch

pressure— _

1-2 accum ulator

 

2-3 Timing

valve

Pressure

modifier

valve

(Blocked)

Low

reducing

valve

2-4 brake band

-Coasting clutch pressure

3-4 clutch pressure-

Manual

|| valve

N-R

accumulator

Bypass valve

1-2

shift

valve

Low and reverse brake pressure

3-2

timing

valve

To oil cooler

'2-3 accumulator

18

Coasting

bypass

valve

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure

Low reducing pressure

Torque converter pressure

Servo control•1V!

valve (Blocked)

3-2

capacity

valve

3-4

shift

valve

. Lock-up

!! control

valve

Hydraulic

Circuit

(L Range, 2nd; Above

Approx.

110

km/h

(68

mph))

86U07B-539

"sl

CD

I

Throttle valve

Throttle

back-up

valve

(Blocked)

19

Pressure

regulator

valve

Throttle

modulator

valve

 

Apply side

Forward clutch p re ssu re ^

Reverse clutch

pressure—

1-2 accum ulator

 

2-3 Timing

valve

Pressure

modifier

valve

(Blocked)

Low

reducing

valve

2-4 brake band

toasting clutch pressure

3-4 clutch pressure;

T n-r

accumulator

Bypass valve

Manual

i valve

Low and reverse ' brake pressure

To oil cooler

*2-3 accumulator

18

Coasting

bypass

valve

a Throttle pressure

I Throttle modulated pressure

i Line pressure

H Operating line pressure

3 Low reducing pressure

j Torque converter pressure

[Servo control■y j valve (Blocked)

Lock-up

control

valve

!3-2

20

timing

3-2

valve

capacity

valve

3RD GEAR (D AND 2 RANGES)

Coasting clutch

(C2)

One-way clutch 1 (OWC 1) Forward clutch (Ci)

3-4 clutch (C3)

86U07B-540

Operating Elements

Forward clutch (C i), coasting clutch (C2), 3-4 clutch (C3)

Power Flow

Power force (counterclockwise) of the turbine shaft is transferred from the 3-4 clutch (C3) to the plane­ tary carrier (C). Also, power force is transferred, via the forw ard clutch (C i) and the coasting clutch (C 2), to the small sun gear (S2), As a result, the planetary carrier (C) and the small sun gear (S2) rotate (counterclockwise) at the same *

speed. The internal gear (R) also rotates (counterclockwise) at the same speed, and there is power output from the output gear. Because one-way clutch 1 (OWC1) is locked as a result of the engagem ent of the forw ard clutch (C i) and the coasting clutch (C2), the engine brake effect is possible.

Note Al! directions of rotation are as viewed from the oii pump.

7B—42

Hydraulic

Circuit

(D

Range, 3rd;

Below

Approx.

40

km/h

(25

mph))

86U07B-541

"sl

CD

I

GO

Throttle valve

Throttle

back-up

valve

(Blocked)

19

Pressure

regulator

valve

Oil pump

Throttle

modulator

valve

Forward clutch

pressure

Reverse clutch

1-2 accum ulator

Release

raTirni

valve

Pressure

modifier

valve

(Blocked)

Low

reducing

valve

2-4 brake band

toasting clutch pressurt

Manual

valve

N-R

accumulator

Bypass valve

1-2

shift

valve

To oil cooler

12 3 accumulator

18

Coasting

bypass

valve

Throttle pressure

Throttle modulated pressure

Line pressure

Operating line pressure

Torque converter pressure

Servo control * valve (Blocked)

3-4

shift

valve

Lock-up

control

valve

:;i)

3-2

timing

3-2

valve

capacity

valve

Hydraulic

Circuit