AT15

A340E A340F AUTOMATIC TRANSMISSION

OPERATION

Shift lever position

Gear position

* Downshift only in the L position and 2nd gear no upshift

OPERATION

AT16
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

1. FUNCTION OF COMPONENTS

Function

Component
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 OneWay 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)

1st & Reverse Brake (B)
No.1 OneWay Clutch (F)

Prevents outer race of F from turning either clockwise or counterclockwise, thus

preventing front & rear planetary sun gear from turning counterclockwise
Prevents rear planetary carrier from turning either clockwise or counterclockwise
When B is operating, prevents front & rear planetary sun gear from turning
counterclockwise

No.2 OneWay Clutch (F)

Prevents rear planetary carrier from turning counterclockwise

AT17
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

AT18
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

AT19
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

2. HYDRAULIC CONTROL SYSTEM

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 clutch, clutches and brakes in accordance with the vehicle driving conditions.
There are 3 solenoid valves on the valve body. These solenoid valves are turned on and off by signals
from the ECM to operate the shift valves. These shift valves then switch the fluid passages so that fluid
goes to the torque converter clutch and planetary gear units.
Except for the solenoid valves, the hydraulic control system of the electronically controlled transmission
is basically the same as that of the fully hydraulic controlled automatic transmission.

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 output required from 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 moving.
Therefore, if either of these problems are noted, the line pressure should be measured to see if it is
within specification.
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, the line pressure is regulated
according to the throttle valve opening.
In the fully hydraulically controlled automatic transmission, throttle pressure is used for regulating
line pressure and as signal pressure for upshift and downshift of the transmission. In the
electronically controlled transmission, however, throttle pressure is used only for regulating line
pressure. Consequently, improper 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.

AT110
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

3. ELECTRONIC CONTROL SYSTEM

The electronic control system, which controls the shift points and the operation of the lockup clutch, is
composed of the following three parts:
1. Sensors
These sensors respond to the vehicle speed, throttle opening and other conditions and transmit these
data to the ECM in the form of electrical signals.
2. ECM
The ECM determines the shift and lockup timing based upon the signals from sensors, and controls
the solenoid valves of the hydraulic control unit accordingly.
3. Actuators
These are three solenoid valves that control hydraulic pressure acting on the hydraulic valves to control
shifting and lockup timing.

SENSORS

ECM

A/T FLUID
TEMPERATURE SENSOR

PARK/NEUTRAL
POSITION SWITCH

Control of shift
timing

ACTUATORS
NO. 1
SOLENOID VALVE

NO.2
SOLENOID VALVE

THROTTLE POSITION SENSOR

VEHICLE SPEED
SENSOR

Control of lockup timing

LOCKUP
SOLENOID VALVE

Selfdiagnostic
system

O/D OFF
INDICATOR LIGHT

BRAKE LIGHT SWITCH

O/D MAIN SWITCH

CRUISE CONTROL
ECU
ENGINE COOLANT
TEMPERATURE SENSOR

Backup system

AT111
A340E A340F AUTOMATIC TRANSMISSION

OPERATION

4. FUNCTION OF ECM
Control of Shifting Timing
The ECM has programmed into its memory the optimum shift pattern for each shift lever position
(D, 2, L position)(Normal and Power).
Based on the appropriate shift pattern, the ECM turns No. 1 and No.2 solenoid valves on or off in
accordance with the vehicle speed signal from the vehicle speed sensor and the throttle opening signal
from the throttle position sensor. In this manner, the ECM operates each shift valve, opening or closing
the fluid passages to the clutches and brakes to permit upshift or downshift of the transmission.
HINT: The electronic control system provides shift timing and lockup control only while the vehicle is
traveling forward. In REVERSE, PARK and NEUTRAL, the transmission is mechanically, not
electronically controlled.
Control of Overdrive
Driving in overdrive is possible if the 0/D main switch on and shift lever is in the D position.
However, when the vehicle is being driven using the cruise control system (CCS), if the actual vehicle
speed drops to about 4 km/h (2 mph) below the set speed while the vehicle is running in overdrive, the
CCS ECU sends a signal to the ECM to release the overdrive and prevent the transmission from shifting
back into overdrive until the actual vehicle speed reaches the speed set in the CCS memory.
On this model, if the engine coolant temperature falls below 70C (158F), preventing the transmission
from upshifting into overdrive.
Control of LockUp System
The ECM has programmed in its memory a lockup clutch operation pattern for each driving mode
(Normal and Power).
Based on this lockup pattern, the ECM turns lockup solenoid valve on or off in accordance with the
vehicle speed signals received from the vehicle speed sensor and the throttle opening signals from the
throttle position sensor.
Depending on whether lockup solenoid valve is on or off, the lockup relay valve performs changeover
of the fluid passages for the converter pressure acting on the torque converter clutch to engage or
disengage the lockup clutch.
Mandatory Cancellation of LockUp System:
If any of the following conditions exist, the ECM turns off lockup solenoid valve to disengage the lock
up clutch.
(1) The stop light switch comes on (during braking).
(2) The IDL points of the throttle position sensor close (throttle valve fully closed).
(3) The vehicle drops 4 km/h (2 mph) or more below the set speed while the cruise control system is operating.
(4) The engine coolant temperature falls below 70C (158 F).
The purpose of (1) and (2) above is to prevent the engine from stalling if the rear wheels lock up.
The purpose of (3) and (4) is both to improve general driveability, and to speed up transmission warm
up.
Also, while the lockup system is in operation, the ECM will temporarily turn it off during upshift or
downshift in order to decrease shifting shock.