23 - Road Race Engineering
Contents
1. AC505738 AB 1 Converter housing 4 Reverse brake 2 Driven sprocket 5 Oil pump 3 Chain 6 Forward clutch CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT 7 Planet carrier 8 Primary pulley 9 Sun gear 10 Steel belt 11 Side cover 12 Internal gear 13 Parking gear 14 Secondary pulley 15 Final gear 16 Differential case 17 Idler gear 18 Reduction gear 19 Taper roller bearing 20 Output gear 21 Drive sprocket 22 Input shaft 23 Torque converter TORQUE CONVERTER The torque converter with the 3 element 1 stage 2 phase lock up mechanism ha2. Adjustable pulley cA Secondary valve Secondary pulley E ea lt Ve Adjustable pulley AC504748AB When the movable pulley of the primary pulley moves to the left the ratio control valve also moves to the left to close the drain circuit This completes the shift change process e When the movable pulley of the secondary pulley moves to the left to press the steel belt outwards to expand the movable pulley of the primary pul ley moves further to the left accordingly ELECTRONIC CONTROL SYSTEM CONTROL DESCRIPTION M223100500027 1 The electronic control mechanism is comprised of various sensors actuators and TCM which controls them TCM calculates the vehicle status from various sen sor information and drives each solenoid valve to perform the following controls e Shift control INVECS III sport mode Line pressure control Control between N P and D R Direct control Engine and CVT integrated control CAN commu nication Self diagnosis function CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 25 CVT CONTROL SYSTEM DIAGRAM Line pressure solenoid valve Secondary pressure solenoid valve Lock up solenoid valve Lock up select switching solenoid valve a Secondary pulley speed sensor Secondary pulley ETACS ECU Primary
3. Secondary pulley e The pulley ratio linkage moves to the left by the stepper motor This moves the ratio control valve N Secondary valve 23 19 Line pressure AC504743AB e The secondary valve moves upwards to drain the linked to the pulley ratio linkage to open the line pressure circuit and then the line pressure is applied to the primary pulley fluid in the secondary pulley 23 20 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT Stepper motor Ratio control valve Pulley ratio linkage gt O Ji Line pressure gt gt 7 Primary pulley Sa Adjustable pulley 4 Steel belt X Secondary valve _ _ gt _ Secondary pulley aN Cr Adjustable pulley AC504744 AB e The line pressure applied to the primary pulley e The steel belt is pulled toward the primary pulley moves the movable pulley to the right pressing side to move the movable pulley of the secondary the steel belt outwards to expand pulley to the right e When the movable pulley of the primary pulley moves to the right the ratio control valve starts
4. e Stoplight switch ON brake pedal is depressed OPERATIONAL DESCRIPTION SHIFT LOCK STATUS With the shift lock status the shift lock solenoid is not ener gized so when the select operation of the selector lever is attempted no select operation is possible because the lock lever blocks the lever assembly path CONTINUOUSLY VARIABLE TRANSAXLE CVT TRANSAXLE CONTROL Lever sub assembly Lock lever moves to allow selecting operation of the lever sub assembly Shift lock solenoid AC610122 AB Shift lock release buttora operation directi ate vw gt lon TRS SJ AC610123 AB KEY LOCK MECHANISM 23 35 SHIFT LOCK RELEASE STATUS When the ignition switch is ON the selector lever is in the P position and the brake pedal is depressed the shift lock sole noid is energized to move the shift lock solenoid toward the direction A shown in the figure Then the lock lever linked to the shift lock solenoid moves as shown in the figure and no longer blocks the lever sub assembly path when the select operation is performed enabling the operation RELEASE USING THE SHIFT LOCK RELEASE BUTTON If the shift lock no longer operates properly due to a dead bat tery or the like remove the cover and press the shift lock release button to enable shift operation from the P position Pressing the shift lock release button moves the lock lever to the position shown in the figure enab
5. CVT When the sport mode is switched ON with the selec tor lever or paddle shift the fixed shifting line is determined The upshift downshift operation enables to shift in steps according to the predetermined shift ing line providing M T like shifting The 6 speed transmission which is suitable for sporty driving is adopted LINE PRESSURE CONTROL The high precision line pressure control and second ary pressure control have reduced the friction for bet ter fuel economy Input side Throttle opening Engine speed Primary pulley revolution Secondary pulley revolution Ages Stoplight switch signal _ Not at selection Transmission range switch signal Lock up signal Hydraulic pressure Voltage Se on Target pulley ratio Select control Transmission fluid temperature Feedback control Line pressure control NORMAL HYDRAULIC CONTROL The optimal line pressure and secondary pressure are determined by the accelerator angle engine speed primary pulley input speed secondary pul ley output speed stoplight switch signal transmis sion range switch signal lock up signal voltage target pulley ratio fluid temperature and oil pres sure depending on driving conditions SECONDARY PRESSURE FEEDBACK CONTROL In the normal hydraulic control or select hydraulic control the more precise secondary pressure has been set by detecting the secondary pressure with an oil pressur
6. Controls the lock up control valve Lock up select switching solenoid valve Controls the select switch valve Stepper motor Controls the pulley ratio Secondary valve Reduces the line pressure to regulate the secondary pressure Select control valve Engages when select Regulates the forward clutch pressure and reverse brake pressure Lock up control valve Regulates the engagement pressure and disengagement pressure of the torque converter Secondary pressure solenoid valve Controls in out flow of the line pressure to from the secondary pulley depending on the driving conditions 23 18 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT SHIFT MECHANISM SHIFTING FROM LOW TO HIGH M2231001200013 Stepper motor Pulley ratio linkage Ratio control valve 5 Line pressure Primary pulley Secondary valve Secondary pulley AC504742 AB e No line pressure is applied to the primary pulley e The line pressure is applied to the secondary pul because the line pressure circuit is closed by the ley because the secondary valve has moved ratio control valve downwards CONTINUOUSLY VARIABLE TRANSAXLE CVT Pulley ratio linkage t ar CVT Stepper motor Ratio control valve gt Primary pulley
7. Drive type Driven by the engine sprocket and chain Transmission fluid Brand name DIA QUEEN CVTF J1 Capacity dm3 qt 7 1 7 50 CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 3 CVT SYSTEM CONFIGURATION lt ln transaxle gt Differential Low gear Belt and Wheel gear 9 nuller Sprocket and chain Parking mechanism Oil pressure Oil pump control system Electronic control system lt In control valve gt Secondary Primary pulley pulley speed speed sensor sensor Crankshaft position sensor Transmission Control device range switch Accelerator pedal position sensor ABS ECU Mechanical system KES saree Oil pressure system Electrical system CAN communication AC611123AB 23 4 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT OVERVIEW Transmission range switch Transmission LA fluid warmer 4 A Transmission Secondary pulley 8 fluid cooler speed sensor Fl Primary pulley speed sensor AC610077AB PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY AND PERFORMANCE WITH CVT M2231001000031 The general concept of CVT is described as follows PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY CVT can continuously vary the pulley ratio so the Engine load vehicle be driven in the high engine fuel effi CVT service area i Optimum ciency range all the time resulting in excellent fuel fuel ratio economy CU
8. FINAL DRIVE AND DIFFERENTIAL M2231000700015 Output gear TS e reduction Idler gear Reduction gear S D7 Secondary reduction Final gear AC506402 AB e The reduction gear is a 2 stage composition the e The transmission fluid Mitsubishi genuine primary reduction a pair of the output gear and Dia Queen CVTF J1 which lubricates the entire idler gear and secondary reduction a pair of the transaxle is also used as lubricant reduction gear and final gear All the gears are helical CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT 23 9 PULLEY AND STEEL BELT M2231000800012 Steel belt Primary pulley JE ERa Secondary pulley output side pulley AC504739AC This unit is comprised of a pair of pulleys of which groove width can be changed freely in the axial direction and a steel belt made of a continuous series of steel elements guided by multilayer steel rings on the both sides This groove width is hydrauli cally controlled by the primary and secondary pul leys varying continuously from the low status pulley ratio 2 349 to the overdrive status pulley ratio 0 394 depending on the winding radius of the steel belt on the pulley STEEL BELT This is composed of approximately 400 steel elements and two 12 layer steel rings The steel belt has the following features Other belts such as a rubber belt transfer driving force by their pulling effect On the other hand the steel belt transfers driving forc
9. If the shift lock system has failed remove the cover and press the shift lock release button to release the shift lock forcibly mechanically Shift indicator bulb Illuminates the present selector lever position in the shift indicator Shift switch assembly Detects the selector lever activation in sport mode Shift lock solenoid Switches the shift lock mechanism ON OFF Shift lock control relay Switches the shift lock solenoid power supply circuit ON OFF P position detection switch Detects the P position CVT ERRONEOUS OPERATION PREVENTION MECHANISMS SHIFT LOCK MECHANISM STRUCTURE OF SHIFT LOCK SYSTEM Shift lock solenoid This system is comprised of the following compo Shift lock control relay nents e P position detection switch e Lock lever M2232000400017 To stoplight ignition switch switch Shift lock control relay P position Shift lock detect switch solenoid ON OFF AC507425AB Lever sub assembly Lock lever inhibits selecting operation of the lever sub assembly Shift lock solenoid AC610121AB CONTINUOUSLY VARIABLE TRANSAXLE CVT TRANSAXLE CONTROL SHIFT LOCK CIRCUIT When all of the following conditions are true the shift lock sole noid is energised allowing the selector lever to move from the P position to another position e Ignition switch ON e P position detection switch ON the selector lever is in the P position
10. moving to the right via the pulley ratio linkage linked to the movable pulley CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 21 CVT Stepper motor Ratio control valve Pulley ratio le fin Line pressure gt gt Primary pulley D Adjustable pulley Steel belt Secondary valve Secondary pulley AC504745 AB e When the movable pulley of the secondary pulley e The secondary valve moves downwards to apply moves to the right the ratio control valve also the line pressure to the secondary pulley clamp moves to the right to close the line pressure cir ing the steel belt cuit This completes the shift change process 23 22 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT SHIFTING FROM HIGH TO LOW Stepper motor Ratio control valve Pulley ratio linkage Line pressure Primary pulley Secondary valve Secondary pulley AC504746 AB e The pulley ratio linkage moves to the right by the e The line pressure is appl
11. pulley speed sensor Primary Variable link Accelerator pedal position sensor Crankshaft position sensor Transmission fluid temperature sensor Secondary pressure sensor Transmission range switc ABS ECU CAN communication Shift switch assembly Paddle shift switch AC610161AD SENSOR LIST Function Primary pulley speed sensor Outputs the primary pulley input shaft speed as a pulse signal to TCM Secondary pulley speed sensor Outputs the secondary pulley output shaft speed as a pulse signal to TCM The pulse signal is converted to the vehicle speed by TCM Transmission fluid temperature sensor Detects the transmission fluid temperature Secondary pressure sensor Detects the pressure applied to the secondary pulley Transmission range switch Detects the selector lever position by the contact type switch Shift switch assembly Detects the request in the sport mode by the contact type switch at the selector lever Paddle shift switch Detects the operation status of the paddle shift switch 23 26 CVT CONTROL INVECS III INVECS III has been newly developed based on INVECS II utilizing continuous variable characteris tics of CVT Target wave pattern creation section Selects the pulley ratio and determines the pulley change method 1 Input signals 1 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT M2231001400095 Ts Gear cha
12. CVT 23 15 CVT D RANGE Reverse brake release ar Forward clutch engage AC507024 AB e The driving force from the engine rotates the sun e For this reason the primary pulley rotates the gear in the normal direction via the forward clutch normal direction thus the driving force is output because the forward clutch is engaged in the normal state 23 16 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT OIL PRESSURE CONTROL SYSTEM CONTROL DESCRIPTION M2231005000260 HYDRAULIC CONTROL The hydraulic control mechanism is comprised of the vane type oil pump driven by the engine via the oil pump drive chain the hydraulic control valve which controls the line pressure and shift change and the input signal system Oil pump Control valve Ratio control valve Secondary valve Pressure regulator valve Clutch regulator valve Torque converter regulator valve Input signals Primary pulley Secondary pulley Primary pulley revolution Secondary pulley revolution Engine speed Throttle opening Stepper motor Secondary pressure solenoid valve Line pressure solenoid valve Lock up select switching solenoid valve Lock up solenoid valve Forward clutch orque converter engage Torque converter release Manual valve Transmission fluid temperature Select control valve Lo
13. GENERAL INFORMATION PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY AND PERFORMANCE WITH DESCRIPTION OF STRUCTURE AND SECTIONAL VIEW TORQUE CONVERTER OIL PUMP a dad ane FORWARD REVERSE SWITCHING MECHANISM FINAL DRIVE AND DIFFERENTIAL PULLEY AND STEEL BELT TRANSMISSION FLUID WARMER TRANSMISSION FLUID COOLER POWER FLOW OIL PRESSURE CONTROL CONTROL DESCRIPTION SHIFT MECHANISM GROUP 23 CONTINUOUSLY VARIABLE TRANSAXLE CVT CONTENTS 23 2 ELECTRONIC CONTROL SYSTEM 23 2 CONTROL DESCRIPTION CUT LINE PRESSURE CONTROL 23 4 DIRECT CONTROL TORQUE CONVERTER CLUTCH CONTROL 23 6 CONTROL BETWEEN N AND D 23 6 CONTROLLER AREA NETWORK CAN 23 7 COMMUNICATION 23 7 SELF DIAGNOSIS FUNCTION 23 8 TRANSAXLE CONTROL 23 8 GENERAL INFORMATION 23 9 SELECTOR LEVER ASSEMBLY CVT ERRONEOUS OPERATION 23 11 PREVENTION MECHANISMS 23 12 SHIFT LOCK MECHANISM 23 16 KEY LOCK MECHANISM 23 16 PADDLE 23 18 23 1 23 2 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT CVT GENERAL INFORMATION The n
14. Ive service area Engine speed AC507018AB CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 5 CVT PRINCIPLE OF IMPROVEMENTS IN POWER PERFORMANCE Engine speed Accelerator fully open Vehicle speed Driving force MA This area can be CVT 2nd gear 3rd gear 4th gear Vehicle speed sed effectively and there is no shift shock AC507017AB The figure shows the maximum driving force diagram representing the power performance The compari son with A T shows that when the throttle is fully open A T causes a step change in driving force due to a step shift but CVT changes driving force smoothly because it can accelerate with the engine kept in the high output range Therefore CVT pro vides more smooth and shockless driving without driving loss as much as the shaded area in the figure shown 23 6 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT DESCRIPTION OF STRUCTURE AND OPERATION SECTIONAL VIEW M2231000400014
15. achieve the considerable weight reduction and pursue a sporty impression
16. ck up control valve Select switch valve Transmission range switch Secondary pressure Oi pressure system Electrical system Lubricating and Mechanical system cooling systems AC504662 AF CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 17 CVT GENERAL INFORMATION REGARDING THE MAIN COMPONENTS Component Function Manual valve Distributes the clutch operating pressure to each circuit depending on each shift position Torque converter regulator valve Regulates the supply pressure to the torque converter to optimal pressure for the driving conditions Clutch regulator valve Regulates the clutch operating pressure depending on the driving conditions Pressure regulator valve Regulates the discharge pressure from the oil pump to optimal pressure line pressure for the driving conditions Ratio control valve Controls in out flow of line pressure to from the primary pulley depending on the stroke difference between the stepper motor and primary pulley Lock up select switching solenoid valve Select switch valve Controls switching of lock up solenoid valve control pressure between when lock up engagement disengagement is performed and when forward reverse clutch forward clutch and reverse brake engagement disengagement is performed Line pressure solenoid valve Lock up solenoid valve Controls the pressure regulator valve
17. e by compression effect of the steel elements The steel elements require a friction force with the pulley slope to transfer driving force The mechanism is as follows The secondary pulley hydraulically activates to pinch the ele ments gt The elements are pressed outwards to expand gt The steel rings hold out against the force Tension is gener ated at the steel rings gt The elements on the primary pulley side are pinched between the pulleys Friction force is gener ated between the steel belt and pulley This means that the steel elements which transfer the driving force by compression and the steel rings which maintain the required friction force share the roles Then the tension of the steel rings is distrib uted over the entire unit with little stress variation resulting in excellent durability Steel element EY sen ring Circumference approximately 714 mm 28 in AC504740 AB 23 10 PULLEY Low status Pulley ratio r2 r1 Pulley groove width Wide Pulley groove width Narrow Primary pulley Secondary pulley Secure Overdrive status Pulley ratio r2 r1 Pulley groove width Narrow The primary and secondary pulleys are both com prised of the fixed pulley with 11 degree slope and movable pulley Each has a hydraulic chamber the primary or secondary chamber behind the movable pulley The movable pulley can slide along the axis with a ball spline to change the gr
18. e sensor and by performing the feed back control 23 29 M2231001300010 Output side Set hydraulic pressure AC504722 AB 23 30 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT DIRECT CONTROL TORQUE CONVERTER CLUTCH CONTROL M2231007000073 Engine speed r min 7 000 6 000 pp a SIS 5 000 VW Aww 3 000 2 000 1 000 0 0 50 31 100 62 150 93 200 124 Vehicle speed km h mph AC807827AB By carefully controlling the direct operating pressure depending on the driving conditions the shock free direct operation from low speed has been achieved CONTROL BETWEEN N P AND D R When operation between N P and D R ranges is performed the optimal operating pressure is deter mined by the accelerator angle engine speed and secondary pulley output speed to reduce the shock caused by selecting CONTROLLER AREA NETWORK CAN COMMUNICATION M2231001500014 M2231017000030 The information transaxle between each control unit e TCM transmits information such as the rapid has been ensured via the CAN communication For deceleration signal lock up in progress signal further details on CAN refer to GROUP 54C CAN torque down request signal to the ECM It also P 54C 2 receives information such as the torque down permission prohibition signal lock up permis ENGINE AND CVT INTEGRATED sion prohibition signal accelerator angle CONTROL CAN COMMUNICATION CONTROL e To control bett
19. ed around the steering wheel to achieve Fun to Drive The selector lever has the following features e The shift gate configuration and the operating power at each shift position have been properly tuned ensuring the firm and smooth operation feel e The sport mode 6 speed has been installed to allow the driver to shift manually according to his her intention Transaxle control cable M2232000600022 e The shift knob painted in metallic silver with a high grade appearance has been adopted and for higher level specifications the genu ine leather shift knob has been provided e The main components have been made of resin to reduce weight and number of components e The electrical control type shift lock mechanism with the solenoid to facilitate the tuning work in assembly e The cable control type key interlock mechanism which is field proven has been adopted Key interlock cable Selector lever assembly AC611629AE CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 33 TRANSAXLE CONTROL SELECTOR LEVER ASSEMBLY M2232002000350 Shift lock release button P position detect switch Shift lock control relay 0 Da AC610078 AB The electrical control type shift lock the shift lever is locked in the P position if the brake pedal is not depressed mechanism has been adopted for the selector lever assembly The functions of each switch are as follows Name Function Shift lock release button
20. er shift feeling and preventing the engine speed from dropping the ECM and TCM communicate each other to exchange the engine output control signal to provide the real time link age control depending on the vehicle driving con ditions CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 31 CVT SELF DIAGNOSIS FUNCTION DIAGNOSTIC FUNCTION TCM is equipped with the diagnostic function to mon itor the input signals from each sensor and output signals from the actuators If abnormality occurs in the signal system the diagnostic function memorizes the abnormal symptoms and outputs a diagnostic trouble code via scan tool FAIL SAFE FUNCTION If abnormality occurs in signals from various sensors switches or solenoids this function allows control ling them with the minimum adverse effect to the driving performance The following shows the fail safe controls when an abnormal signal is input to TCM from each sensor Item Control content Secondary pulley speed sensor Performs the shift control depending on the accelerator angle Also prohibits the sport mode and controls as the D range Primary pulley speed sensor Performs the shift control depending on the accelerator angle and secondary pulley rotation vehicle speed Also prohibits the sport mode and controls as the D range M2231001600118 Transmission range switch Controls as the D range Transmission fluid temperature Controls using the fixed value for the fail safe function
21. ew CVT has been developed to achieve excel lent fuel economy further easy driving and fun to drive This CVT has achieved a quick and smooth acceleration feel suitable for LANCER SPORTBACK when the vehicle accelerates from any speeds The CVT combines torque converter and continuously variable transaxle mechanism by steel belt and pul SPECIFICATIONS Item M2231000100529 ley to achieve high driving performance and bet ter fuel economy Depending on the driving conditions the comfortable pulley ratio is automati cally and continuously selected from low to over drive ensuring driver intended smooth driving without shift shocks due to acceleration pedal opera tion Standard value Transaxle model F1CJA Torque converter Model 3 element 1 stage 2 phase Stall torque ratio 1 83 Lock up Present Transaxle type Forward automatic continuously variable steel belt driven reverse 1 speed Pulley ratio Forward 2 349 0 394 Reverse 1 750 Shift position P R N D 6 speed sport mode Final reduction gear ratio 6 120 Electronically controlled Shift control Present Line pressure control Present Select control Present Lock up control Present Self diagnosis function Fail safe function Present Present Speedometer gear detected by the ABS wheel speed sensor Oil pump Model Vane type pump
22. ied to the secondary pul stepper motor This moves the ratio control valve ley because the secondary valve has moved linked to the pulley ratio linkage to drain the fluid downwards in the primary pulley CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 23 CVT Stepper motor Pulley ratio linkage gt Ratio control valve lt Jl Line pressure Primary pulley t p Adjustable pulley se Steel belt Secondary valve Secondary pulley NE te pulley AC504747 AB e The line pressure applied to the secondary pulley e When the movable pulley of the primary pulley moves the movable pulley to the left pressing the moves to the left the ratio control valve starts steel belt outwards to expand moving to the left via the pulley ratio linkage e The steel belt is pulled toward the secondary pul linked to the movable pulley ley side to move the movable pulley of the pri mary pulley to the left CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT 23 24 Stepper motor Ratio control valve Pulley ratio linkage Line pressure Primary pulley Steel belt
23. ling shift operation M2232000500014 This mechanism is basically same as that used for OUTLANDER 23 36 CONTINUOUSLY VARIABLE TRANSAXLE CVT TRANSAXLE CONTROL PADDLE SHIFT Down shift lever Down shift The paddle shaped upshift downshift lever has been fitted near the steering wheel to allow the driver to operate upshift or downshift with his her hands kept on the steering wheel The paddle shift has the fol lowing features e The lever on the right of the vehicle is for upshift and that on the left is for downshift e As the paddle shift is fixed on the steering column to maintain the certain position regardless of the steering wheel angle the proper operation can be performed without possibility of improper up down position even when the steering wheel is fully turned e The paddle shift can perform the upshift down shift operation whether the selector lever is in the sport mode or automatic shifting to provide a rapid shift operation M2232000300140 AC609992 pulled it for 2 seconds or more to return to D range AC611129AD NOTE When the mode is changed to the sport mode using the paddle shift during automatic gear shifting the sport mode is cancelled under the following conditions e The upshift lever is pulled for 2 seconds or more e The vehicle is stopped e No operation is carried out for 4 minutes 25 seconds The main components have been made of mag nesium alloy to
24. nging mechanism control section Determines how the stepper motor works to change pulley according to the target wave pattern 1 1 gt gt Primary pulley 1 1 ee To select the pulley ratio which can provide the driv ing force corresponding to the driver s intention and vehicle conditions TCM selects the optimal pulley ratio and determines the shift strategy to obtain it by detecting the vehicle driving conditions such as the Engine brake feature on the descending slope Pulley ratio is controlled to obtain the engine brake suitable for the driver s feelings AC504721AB vehicle speed accelerator angle Then it outputs the command to the stepper motor controls in out flow of the line pressure to from the primary pulley positions the movable pulley of the primary pulley and controls the pulley ratio Engine brake learning feature on the descending slope Often use accelerator HIGH r Pulley ratio H LOW 100 Throttle opening 0 Acceleration L Often use brake Learning compensation is made to meet the tastes of a driver by judging the amount of the engine brake from the application of the accelerator or the brake Often use brake Often use accelerator ee eer AC610382 AB CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT Driving feature on the ascending slope When driving fast on the ascending Throttle opening 100 Targe
25. oove width of the Secure pulley CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT Secondary pulley Adjustable pulley Secondary pulley Adjustable pulley AC504741AB pulley The groove width of the pulley is controlled by changing the operating pressure at the primary and secondary pulleys using the engine load accelerator angle primary pulley speed and secondary pulley speed vehicle speed as input signals CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 11 CVT TRANSMISSION FLUID WARMER TRANSMISSION FLUID COOLER M2231000900075 Transmission fluid warmer The water cooled transmission fluid warmer transmission fluid cooler has been adopted The transmission fluid warmer transmission fluid cooler has been installed directly to the front of the transaxle to shorten the fluid passage The transmission fluid warmer transmission fluid cooler warms the transmission fluid up to an optimum temperature 70 80 C 158 176 F quickly for transaxle performance right after engine start Once the transmission fluid has reached the optimum temperature the warmer starts cooling down the fluid AC611028AC to stabilize the temperature Transmission fluid cooler Shes 2 TRANSMISSION FLUID FILTER The transmission fluid filter integrated in the transaxle assem bly has been adopted Any impurity in the transmission fluid has been removed to increase operational
26. reliability of the tran saxle assembly 23 12 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT POWER FLOW P RANGE M2231001100016 Reverse brake release D Forward clutch release Parking gear secure AC507023AB e The driving force from the engine is not trans e The torque from the tires is not transferred to the ferred to the primary pulley because the forward components upstream of the secondary pulley clutch and reverse brake are released because the parking gear is fixed CONTINUOUSLY VARIABLE TRANSAXLE CVT 23 13 CVT R RANGE Reverse brake engage Forward clutch release AC507026 AB e The driving force from the engine rotates the sun e For this reason the primary pulley rotates in the gear in the reverse direction because the reverse reverse direction thus the driving force is output brake is engaged and the planet carrier is fixed in the reversed state 23 14 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT N RANGE Reverse brake release aS Forward clutch release pe AC507025AB e The driving force from the engine is not trans e The torque from the tires is not transferred ferred to the primary pulley because the forward because the forward clutch and reverse brake clutch and reverse brake are released are released thus the planet carrier rotates inde pendently CONTINUOUSLY VARIABLE TRANSAXLE
27. s been adopted OIL PUMP The vane type oil pump driven by the engine via the oil pump drive chain has been adopted to increase efficiency of the pump discharge amount at low engine speed and optimise the pump discharge amount at high engine speed The oil discharged from the oil pump flows to the control valve and is used as operating fluid for the primary and second ary pulleys operating fluid for the clutch and lubri cant for each part 23 7 M2231000200010 M2231000500011 23 8 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT FORWARD REVERSE SWITCHING MECHANISM M2231000600018 range D range R range Reverse Reverse brake treiease Reverse brake engage anet carrier intemalige f Fornara Ur Internal gear normal rotation clute Forward a clutch release release Sun gear Sun gear Primary pulley Input shaft Internal gear Internal gear slip Internal gear Planet carrier revolution Planet carrier Planet carrier revolution slip slip F secure TG gt 5 er 504691 e The planetary gear type forward reverse switch e The power is input from the torque converter via ing mechanism has been installed between the the input shaft and hydraulically activates the wet torque converter and primary pulley multi disc device to switch between forward and reverse gears
28. sensor Secondary pressure sensor Stops the secondary pressure feedback control and controls the line pressure using the fixed value for the fail safe function Also suppresses the engine torque Line pressure solenoid valve Switches the line pressure solenoid valve OFF to achieve the maximum line pressure Secondary pressure solenoid valve Switches the secondary pressure solenoid valve OFF to achieve the maximum secondary pressure Lock up solenoid valve Switches the lock up solenoid valve OFF to release lock up Stepper motor Switches all the coils A to D of the stepper motor OFF to retain the pulley ratio just before the abnormality occurs Lock up select switching solenoid Switches the lock up select switching solenoid valve OFF to release valve lock up Back up power supply If the control memory back up power supply from the battery is not supplied to TCM limits the engine torque to protect the transaxle main body After the normal power is supplied turning the key switch from OFF to ON once resumes the normal status Paddle shift switch Prohibits the paddle shift operation Shift switch assembly Prohibits the sport mode operation 23 32 CONTINUOUSLY VARIABLE TRANSAXLE CVT TRANSAXLE CONTROL TRANSAXLE CONTROL GENERAL INFORMATION The selector lever with the gate type has been adopted For vehicles with sport mode in addition to the manual gate of selector lever the paddle shift has been equipp
29. t primary revolution speed lower limit value Target primary revolution speed Increasing the target primary revolution speed st ak aT When driving a __ normal condition Vehicle speed If the foot leaves the accelerator pedal during driving on the ascending slope called lift foot driving capa bility is secured by preventing excessive upshifting Learning feature corresponding to tastes and habits of drivers Target primary revolution speed lower limit value Driving on the ascending slope or driving fast Target primary revolution speed eee Cruising on eee 77 Secondary revolution speed vehicle speed Ratio patterns are continuously switched according to the driving method of the driver RATIO PATTERN The pulley ratio is controlled based on the ratio pat tern for each predetermined range to achieve the optimal pulley ratio 23 27 AC610384 AB AC610398 AB 23 28 CONTINUOUSLY VARIABLE TRANSAXLE CVT CVT lt D RANGE gt Engine speed r min 7 000 Throttle me a 00 6 000 5 000 0 0 50 31 100 62 150 93 200 124 Vehicle speed km h mph AC611605AB The shift change is performed in the entire shift range from the lowest to the highest pulley ratio lt SPORT MODE gt Engine speed r min 7 000 Low 6 000 Vehicle speed km h mph AC807911AB CONTINUOUSLY VARIABLE TRANSAXLE CVT
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