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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-125

U140E AND U241E AUTOMATIC TRANSAXLE

DESCRIPTION
 The ’02 Camry line-up uses the following types of automatic transaxles:
2AZ-FE × U241E
1MZ-FE × U140E

 These automatic transaxles are compact and high-capacity 4-speed Super ECT (Electronically Controlled
Transaxle).
 The basic construction and operation of these automatic transaxles are the same.
However, the gear ratio, disc, and spring number have been changed to accommodate the characteristic
of the engine.

U140E U241E
161ES20 181CH09

Specification 
Model ’02 Camry ’01 Camry
Transaxle Type U140E U241E A140E A541E
Engine Type 1MZ-FE 2AZ-FE 5S-FE 1MZ-FE
1st 3.938*1 3.943*1 2.810 
2nd 2.194*1 2.197*1 1.549 
Gear Ratio 3rd 1.411*1 1.413*1 1.000 
4th 1.019*1 1.020*1 0.706 0.735
Reverse 3.141*1 3.145*1 2.296 
Counter Gear Ratio 1.019 1.020 0.945 
Differential Gear Ratio 2.814 2.740 3.944 3.933
Fluid Capacity 5.6 (5.9, 4.9)*3 6.8 (7.2, 5.9)*3
8.6 (9.1, 7.7)*2 
Liters (US qts, Imp. qts) 1.6 (1.7, 1.4)*4 0.9 (0.9, 0.8)*4
ATF D-II or
Fluid Type ATF Type T-IV  DEXRON
III 
(DEXRON
II)
Dry Weight kg (lb) 91 (200.6) 82 (180.8) 73 (160.9) 83.3 (183.6)
*1: Counter Gear Ratio Included *3: Only for Transmission
*2: Differential Included *4: Only for Differential
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CH-126 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

Front Planetary Gear C1

Counter Drive Gear
B1
B2
C2

F1

Rear Planetary Gear Input Shaft

B3

Under Drive (U/D) Differential Drive Pinion

Planetary Gear

208CH01
F2
C3
Counter Driven Gear

Specification 

Transaxle Type U140E U241E

C1 Forward Clutch 6 5
C2 Direct Clutch 4 3
C3 U/D Direct Clutch 4 3
The No.
No of Discs
B1 2nd Brake 4 3
B2 1st & Reverse Brake 7 5
B3 U/D Brake 4 3
F1 No. 1 One-Way Clutch 28 
The No
No. of Sprags
F2 U/D One-Way Clutch 24 15
The No. of Sun Gear Teeth 43 
Front Planetary Gear The No. of Pinion Gear Teeth 17 
The No. of Ring Gear Teeth 77 
The No. of Sun Gear Teeth 31 
Rear Planetary Gear The No. of Pinion Gear Teeth 19 
The No. of Ring Gear Teeth 69 
The No. of Sun Gear Teeth 35 32
U/D Planetary Gear The No. of Pinion Gear Teeth 28 26
The No. of Ring Gear Teeth 91 83
The No. of Drive Gear Teeth 52 50
Counter Gear
The No. of Driven Gear Teeth 53 51
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-127

TORQUE CONVERTER
 These torque converters have optimally designed fluid passages and impeller configuration resulting
in substantially enhanced transmission efficiency to ensure better starting, acceleration and fuel economy.

 Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due
to slippage at medium and high speeds is used.
 The basic construction and operation are the same as for the A541E for the previous models.

Specification  Turbine Runner

Pump Impeller
Engine Type 1MZ-FE 2AZ-FE
Transaxle Type U140E U241E Lock-up Clutch
Torque Converter 3-Element, 1-Step, 2-Phase Stator
Type (with Lock-up Mechanism)
Stall Torque Ratio 1.8 2.0 OD Input Shaft

One-way Clutch

208CH02

OIL PUMP
The oil pump is combined with torque converter, lubricates the planetary gear units and supplies operating
pressure to the hydraulic control.

Specification 

Gear Gear Teeth

Pump Body Drive Gear
Drive Gear 9
Driven Gear 10

Stator Shaft
Driven Gear

208CH03
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CH-128 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

PLANETARY GEAR UNIT

1. Construction

 The counter drive and driven gears are placed in front of the front planetary gear and the under drive
(U/D) planetary gear unit is placed above the counter shaft. Furthermore, the force transmission method
has been changed by eliminating the brake and the one-way clutch. As a result, a torque capacity that
accommodates the high output engine has been attained, while realizing a compact gear unit.
 A centrifugal fluid pressure canceling mechanism has been adopted in the C2 and C3 clutches that are
applied when shifting from 2nd to 3rd and from 3rd to 4th.

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Sun Gear Intermediate Shaft

C3
Differential Drive
Pinion

Sun Gear
Ring Gear
F2 B3 (U/D) Planetary Gear
Counter Driven Gear 208CH04

2. Function of Component
Component Function
C1 Forward Clutch Connects input shaft and front planetary sun gear.
C2 Direct Clutch Connects input shaft and rear planetary sun gear.
C3 U/D Direct Brake Connects U/D sun gear and U/D planetary carrier.
Prevents rear planetary carrier from turning either clockwise or
B1 2nd Brake
counterclockwise.
Prevents rear planetary carrier and front planetary ring gear from
B2 1st & Reverse Brake
turning either clockwise or counterclockwise.
Prevents U/D sun gear from turning either clockwise or
B3 U/D Brake
counterclockwise.
F1 No. 1 One-Way Clutch Prevents rear planetary carrier from turning counterclockwise.
F2 U/D One-Way Clutch Prevents U/D planetary sun gear from turning clockwise.
These gears change the route through which driving force is
Planetary Gears transmitted, in accordance with the operation of each clutch and
brake, in order to increase or reduce the input and output speed.
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-129

3. Motive Power Transaxle

Shift Solenoid Valve

Lever G
Gear C1 C2 C3 B1 B2 B3 F1 F2
Position SL1 SL2 S4 DSL
P Park ON ON OFF OFF 
R Reverse ON OFF OFF OFF   
N Neutral ON ON OFF OFF 
1st ON ON OFF OFF    
2nd OFF ON OFF OFF    
D
3rd OFF OFF OFF OFF/ON*    
4th OFF OFF ON OFF/ON*   
1st ON ON OFF OFF    
2
2nd OFF ON OFF OFF    
L 1st ON ON OFF ON     
*: Lock-up ON

1st Gear (D or 2 Position)

Counter Drive Gear

B1 F1 B2 C1
Front Planetary Gear
C2 Input Shaft

Rear Planetary Gear Intermediate Shaft

Sun Gear
C3
Differential
Drive Pinion

Sun Gear
Ring Gear
F2 B3 U/D Planetary Gear
161ES09
Counter Driven Gear
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CH-130 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

2nd Gear (D or 2 Position)

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Sun Gear Intermediate Shaft
C3
Differential
Drive Pinion

Sun Gear
F2 B3 U/D Planetary Gear Ring Gear
Counter Driven Gear 161ES10

3rd Gear (D Position)

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Sun Gear Intermediate Shaft
C3
Differential
Drive Pinion

Sun Gear
F2 B3 U/D Planetary Gear Ring Gear
Counter Driven Gear 161ES11

4th Gear (D Position)

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Intermediate Shaft
Sun Gear
C3
Differential
Drive Pinion

Sun Gear
F2 B3 U/D Planetary Gear Ring Gear
Counter Driven Gear 161ES12
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-131

1st Gear (L Position)

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Sun Gear Intermediate Shaft
C3
Differential
Drive Pinion

Sun Gear
F2 B3 U/D Planetary Gear Ring Gear
Counter Driven Gear 161ES13

Reverse Gear (R Position)

Counter Drive Gear

B1 F1 B2 Front Planetary Gear C1

C2 Input Shaft

Rear Planetary Gear

Sun Gear Intermediate Shaft
C3
Differential
Drive Pinion

Sun Gear
F2 B3 U/D Planetary Gear Ring Gear
Counter Driven Gear 181ES66
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CH-132 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

4. Centrifugal Fluid Pressure Canceling Mechanism

There are two reasons for improving the conventional clutch mechanism:
 To prevent the generation of pressure by the centrifugal force that applied to the fluid in piston fluid
pressure chamber (hereafter referred to as “chamber A”) when the clutch is released, a check ball is
provided to discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time
for the fluid to fill the chamber A.
 During shifting, in addition to the original clutch pressure that is controlled by the valve body, the pressure
that acts on the fluid in the chamber A also exerts influence, which is dependent upon revolution fluctua-
tions.

To address these two needs for improvement, a canceling fluid pressure chamber (hereafter referred to as
“chamber B”) has been provided opposite chamber A.

C2 Clutch C2 Clutch

Piston

Chamber A Chamber B

C3 Clutch 208CH05

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.
Centrifugal Fluid Pressure
Applied to the Chamber A Clutch
Target Fluid Pressure

Centrifugal Fluid Pressure

Applied to Chamber B
Piston Fluid
Pressure Chamber B
Chamber (Lubrication Fluid)

Fluid Pressure
Applied to Piston Shaft Side
157CH17

Fluid pressure Centrifugal fluid pressure Target fluid pressure

applied to piston - applied to chamber B
= (original clutch pressure)
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-133

VALVE BODY UNIT

1. General

The valve body consists of the upper and lower valve bodies and 5 solenoid valves.
Apply orifice control, which controls the flow volume to the B3 brake, has been adopted in this unit.

Solenoid Valve SL1 Solenoid Valve SLT

Upper Valve Body

Solenoid Valve DSL Plate

Solenoid Valve SL2

Fluid Temperature
Lower Valve Sensor
Body
Solenoid 181CH11
Valve S4

Upper Valve Body 

2nd Regulator Valve

Lock-up Relay Valve
Lock-up Control Valve C2 Lock Valve

Solenoid
Modulator Valve

B3 Orifice
Control Valve

B1 Lock Valve Clutch Apply C2 Exhaust Check Valve

Control Valve 208CH06
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CH-134 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

Lower Valve Body 

B2 Control Valve
B1 Control Valve
Primary Regulator Valve
3-4 Shift Valve C2 Control Valve

208CH07
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-135

2. Solenoid Valve

Solenoid Valves SL1, SL2, and SLT

1) General

In order to provided a hydraulic pressure that is proportion to current that flows to the solenoid coil,
the solenoid valve SL1, SL2, and SLT linearly controls the line pressure and clutch and brake engagement
pressure based on the signals it receives from the ECM.
The solenoid valves SL1, SL2, and SLT have the same basic structure.

Solenoid Coil

Sleeve

Hydraulic
Pressure

Spool Valve
Current

198CH31

2) Function of Solenoid Valve SL1, SL2, and SLT

Solenoid
Action Function
Valve
• B 1 brake pressure control
SL1 For clutch and brake engagement • Lock-up clutch pressure control
press re control
pressure
SL2 C2 clutch pressure control
• Line pressure control
SLT For line pressure control
• Secondary pressure control
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CH-136 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

Solenoid Valves S4 and DSL

1) General

The solenoid valves S4 and DSL use a three-way solenoid valve.

Drain

Control Pressure

Line
Pressure

Solenoid Valve ON Solenoid Valve OFF

161ES65 181CH12

2) Function of Solenoid Valve S4

The solenoid valves S4 when set to ON controls the 3-4 shift valve to establish the 4th by changing
over the fluid pressure applied to B3 brake and C3 clutch.

Solenoid Valve S4
B3 Accumulator

Except 4th

B3 Brake ON

S4 OFF
B3
Line Pressure
S4 ON
C3

3-4 Shift Valve 4th

C3 Clutch ON

161ES23
C3 Accumulator
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-137

3) Function of Solenoid Valve DSL

The solenoid valve DSL controls the B2 control valve via the C2 lock valve when the transaxle is shifted
in the R or L position.
During lock-up, the lock-up relay valve is controlled via the C2 lock valve.
Lock-up Relay Valve

“R” Lock-up ON Chamber

Secondary Pressure
Solenoid Valve DSL

Lock-up OFF Chamber

“R”
Secondary
Pressure “L” B2

C2 Lock Valve

B2 Control Valve 208CH47

3. Apply Orifice Control

This control is effected by the B3 orifice control valve. The B3 orifice control valve has been provided
for the B3 brake, which is applied when shifting from 4th to 3rd. The B3 orifice control valve is controlled
by the amount of the line pressure in accordance with shifting conditions, and the flow volume of the fluid
that is supplied to the B3 brake is controlled by varying the size of the control valve’s apply orifice.
Line Pressure

Except 4th

B3 Brake ON

B3

B3 Orifice
Control Valve

B3 Apply Fluid Pressure

B3 Accumulator
157CH19
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CH-138 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

ELECTRONIC CONTROL SYSTEM

1. General

The electronic control system of the U140E and U241E automatic transaxles consists of the control listed
below.

U140E,
System Function A541E
U241E
• Controls the pressure that is applied directly to B1 brake
and C2 clutch by actuating the shift solenoid valve (SL1,
Clutch Pressure SL2) in accordance with ECM signals.
 —
Control • The solenoid valves SL1 and SL2 minutely controls the
clutch pressure in accordance with the engine output and
driving conditions.
Actuates the solenoid valve SLT to control the line pressure
Line Pressure
in accordance with information from the ECM and the  —
Optimal Control
operating conditions of the transaxle.
Engine Torque Retards the engine ignition timing temporarily to improve
 
Control shift feeling during up or down shifting.
Shift Control in Controls to restrict the 4th upshift or to provide appropriate
Uphill/Downhill engine braking by using the ECM to determine whether the  —
Traveling vehicle is traveling uphill or downhill.
Shift Timing The ECM sends current to the solenoid valve SL1 and/or
 
Control SL2 based on signals from each sensor and shifts the gear.
The ECM sends current to the shift solenoid valve (DSL)
Lock-up Timing
based on signals from each sensor and engages or  
Control
disengages the lock-up clutch.
The ECM sends signals to solenoid valve SLN when gear
Accumulator Back
shift occurs to temporarily lower the accumulator back — 
Pressure Control
pressure so that the gear shift is completed smoothly.
When the shift lever is shifted from “N” to “D” position, the
gear is temporarily shifted to 2nd or O/D and then to 1st to — 
“N”
N to “D”
D Squat reduce vehicle squat.
Control When the shift lever is shifted from “N” to “D” position, the
gear is temporarily shifted to 3rd and then to 1st to reduce  —
vehicle squat.
When the ECM detects a malfunction, the ECM makes a
 
diagnosis and memorizes the failed section.
Diagnosis
To increase the speed for processing the signals, the 32-bit
 —
CPU of the ECM has been adopted.
Even if a malfunction is detected in the sensors or solenoids,
Fail-safe the ECM effects fail-safe control to prevent the vehicle’s  
drivability from being affected significantly.
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-139

2. Construction

The configuration of the electronic control system in the U140E and U241E automatic transaxles are as
shown in the following chart.

SENSORS ACTUATORS

SL1
CRANKSHAFT POSITION NE SOLENOID VALVE SL1
SENSOR

ENGINE COOLANT TEMP. THW SL2

SENSOR SOLENOID VALVE SL2

VTA*1
THROTTLE POSITION SENSOR VTA1*2 SLT
SOLENOID VALVE SLT

PARK/NEUTRAL POSITION NSW

SWITCH R, D, 2, L

S4
SOLENOID VALVE S4
SPD
VEHICLE SPEED SENSOR*1

DSL
ABS SPEED SENSOR*2 SOLENOID VALVE DSL
ECM

SKID CONTROL ECU*2

W MALFUNCTION
SPD
COMBINATION METER*2 INDICATOR LAMP

COUNTER GEAR SPEED NC

SENSOR
ODLP
NT O/D OFF INDICATOR LIGHT
INPUT TURBINE SPEED SENSOR

STP
STOP LIGHT SWITCH

THO
FLUID TEMPERATURE SENSOR

ODMS SIL
OVERDRIVE SWITCH TC
DATA LINK CONNECTOR 3

*1: 2AZ-FE Engine Model

*2: 1MZ-FE Engine Model
208CH08
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CH-140 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

3. Layout of Components

Malfunction Indicator Light O/D OFF Indicator

ECM

Overdrive Switch

Counter Gear Speed Sensor

DLC3
Stop Light Switch Vehicle Speed
Sensor*
Solenoid Valve SLT
Solenoid Valve SL1

Input Turbine Speed Sensor

Park/Neutral Position Switch

Solenoid
Valve DSL Fluid Temperature Sensor
208CH09
Solenoid Valve SL2 Solenoid Valve S4
*: 2AZ-FE Engine Model
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-141

4. Construction and Operation of Main Component

Fluid Temperature Sensor

A fluid temperature sensor is installed in the valve body for direct detection of the fluid temperature.
Fluid temperature sensor is used for revision of clutches and brakes pressure to keep smooth shift quality
every time.

Lower Valve Body

Fluid Temperature Sensor

181CH11

Speed Sensors

The U140E and U241E automatic transaxles have adopted an input turbine speed sensor (for the NT signal)
and a counter gear speed sensor (for the NC signal). Thus, the ECM 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.
 The input turbine speed sensor detects the input speed of the transaxle. The direct clutch (C2) drum is
used as the timing rotor for this sensor.
 The counter gear speed sensor detects the speed of the counter gear. The counter drive gear is used as
the timing rotor for this sensor.

Input Turbine Counter Gear

Speed Sensor Speed Sensor

181CH14
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CH-142 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

5. Clutch Pressure Control

Clutch to Clutch Pressure Control

This control has been adopted for shifting from the 1st to 2nd gear, and from the 2nd to 3rd gear.
Actuates solenoid valves SL1 and SL2 in accordance with the signals from the ECM, and guides this
output pressure directly to the control valves B1 and C2 in order to regulate the line pressure that acts
on the B1 brake and C2 clutch.
As a result, compact B1 and C2 accumulators without a back pressure chamber have been realized.

Signals
from ECM
Individual
Sensors SL1 SL2
B1 Accumulator C2 Accumulator

Solenoid Valve SL1 OFF Solenoid Valve SL2 OFF

B1 Brake ON C2 Clutch ON
B1 C2

B1 Control Valve C2 Control Valve

161ES15

Clutch Pressure Optimal Control

The ECM monitors the signals from various types of sensor such as the input turbine speed sensor, allowing
shift solenoid valves SL1 and SL2 to minutely control the clutch pressure in accordance with engine
output and driving conditions.
As a result, smooth shift characteristics have been realized.

Target rpm
Input Shaft rpm

Change Ratio
ECM Signals from Various Sensors
Engine rpm
Engine Torque Information
Fluid Temperature
Practical rpm Change Ratio
Time Input Turbine
Speed Sensor
Engine
Clutch/Brake Pressure

SL2

SL1

Solenoid Drive Sig-

nal
Output Shaft Torque

Time 198CH32
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-143

6. Shifting Control in Uphill/Downhill Traveling

General

With shifting control in uphill/downhill traveling, the ECM calculates the throttle opening angle and the
acceleration rate to determine whether the vehicle is in the uphill or downhill state. While driving uphill
on a winding road with ups and downs, the 4th upshift is restricted to ensure a smooth drive. Also, if
a brake application is detected while the ECM judges a downhill travel in 4th, the transmission automatical-
ly downshifts to 3rd in order to provide an appropriate engine brake.
In addition, while the ECM judges a downhill travel, it restricts the travel in 3rd without keeping the
brake application.

Uphill
Corner

3rd 4th 3rd 4th

Without Control
3rd 4th 3rd 4th
With Control
Brake Operation

Shifting up to the 4th speed after down Down-shift to the 3rd speed
shifting to the 3rd speed is prohibited occurs upon braking while
while uphill traveling is judged. downhill traveling is judged.
162CH09

Uphill/Downhill Judgment

The actual acceleration calculated from the speed sensor signal is compared with the reference acceleration
stored in the ECM to judge uphill or downhill traveling.
The ECM judges an uphill travel if the actual acceleration is smaller than the reference acceleration, and
restricts the 3rd to 4th upshift after a 4th to 3rd downshift has occurred. Also, the ECM judges a downhill
travel if the actual acceleration is greater than the reference acceleration, and restricts the 4th upshift while
traveling in 3rd. If a brake application is detected while traveling in 4th, it downshifts to 3rd.
Actual Acceleration < Reference Acceleration Actual Acceleration > Reference Acceleration
Reference acceleration
Actual acceleration

Smaller

Greater
Uphill Downhill
162CH10
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CH-144 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

7. Line Pressure Optimal Control

Through the use of the solenoid valve SLT, the line pressure is optimally controlled in accordance with
the engine toque 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, traveling
condition, and the ATF temperature, thus realizing smooth shift characteristics and optimizing the workload
in the oil pump.

Line Pressure

Primary Regulator Solenoid Valve SLT

Solenoid Drive Signal

Fluid Input Turbine

Speed Sensor
Pres-
Trans- Fluid Temperature
sure axle
Current Shift Position

Pump Throttle Pressure Throttle Valve Opening

Intake Air Volume
Engine Engine Coolant Temperature
Engine rpm

ECM
161ES26
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-145

8. Diagnosis

 When the ECM detected a malfunction, the ECM

makes a diagnosis and memorizes the failed sec-
tion. Furthermore, the MIL (Malfunction Indica-
tor Lamp) in the combination meter illuminates
or blinks toinform the driver.
 At the same time, the DTCs (Diagnosis Trouble
Codes) are stored in memory. The DTCs can be
read by connecting a hand-held tester.

208CH36

— Changes (from A541E) —

The DTCs (Diagnosis Trouble Codes) listed below have been added or discontinued.
DTC No. Detection Item
Transmission Fluid Temp. Sensor Malfunction
P0710
(Fluid Temp. Sensor)
Transmission Fluid Temp. Sensor Range/Performance Problem
P0711
(Fluid Temp. Sensor)
Shift Solenoid D Malfunction
P0765
(Solenoid Valve S4)
Shift Solenoid D Electrical Malfunction
Added DTC P0768
(Solenoid Valve S4)
NT Revolution Sensor Circuit Malfunction
P1725
(Input Turbine Speed Sensor)
NC Revolution Sensor Circuit Malfunction
P1730
(Counter Gear Speed Sensor)
Linear Solenoid for Line Pressure Control Circuit Malfunction
P1760
(Solenoid Valve SLT)
NC2 Revolution Sensor Circuit Malfunction
P1705
(Direct Clutch Speed Sensor)
Discontinued
Di ti d
DTC Linear Solenoid for Accumulator Pressure Control
P1765 Circuit Malfunction
(Solenoid Valve SLN)

Service Tip
The length of time to clear the DTC by the battery terminal disconnection has been changed from the
previous 10 seconds to 1 minute.
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CH-146 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

9. Fail Safe

General

This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.

Fail-Safe Control List 

Malfunction Part Function

During a speed sensor malfunction, the vehicle speed is detected
Speed Sensor through the signals from the counter gear speed sensor to effect
normal control.
Fluid Temp. Sensor During a fluid temp. sensor malfunction, 4th upshift is prohibited.
During a counter gear speed sensor malfunction, 4th upshift is
Counter Gear Speed Sensor
prohibited.
The current to the failed solenoid valve is cut off and control is
effected by operating the other solenoid valves with normal
Solenoid Valve SL1, SL2,
operation.
and S4
Shift control is effected as described in the table below, depending
on the failed solenoid.

When all solenoids are When shift solenoid SL1 is abnormal

When SL2 is abnormal
normal Traveling 3rd or 4th Traveling 1st or 2nd
Solenoid Solenoid Solenoid Solenoid
Gear Gear Gear Gear
SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4
ON ON
ON ON OFF 1st ×
OFF 3rd ×* ON OFF 2nd
× OFF 3rd
OFF OFF
ON
OFF ON OFF 2nd ×
OFF 3rd ×* ON OFF 2nd OFF × OFF 3rd
OFF
OFF OFF OFF
OFF OFF OFF 3rd × OFF OFF 3rd ×*

3rd OFF ×
3rd
ON ON ON
OFF
OFF OFF ON 4th × OFF ON 4th ×*
ON 3rd OFF × ON 4th
ON

*: B1 is constantly operating.

When SL1 and SL2 are When SL1 and S4 are abnormal
When S4 is abnormal
abnormal Traveling 3rd or 4th Traveling 1st or 2nd
Solenoid Solenoid Solenoid Solenoid
Gear Gear Gear Gear
SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4
ON
ON ON × 1st × × OFF 3rd ×
× 3rd × ON × 2nd
OFF
ON
OFF ON × 2nd × × OFF 3rd ×
× 3rd × ON × 2nd
OFF
OFF OFF
OFF OFF × 3rd × × OFF 3rd ×
× 3rd ×
× 2nd
ON ON
OFF OFF
OFF OFF × 4th × × ON 4th ×
× 3rd ×
× 2nd
ON ON
(Continued)
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-147

When SL2 and S4 are When SL1, SL2 and S4 are

abnormal abnormal
Solenoid Solenoid
Gear Gear
SL1 SL2 S4 SL1 SL2 S4
ON

× × 3rd × × × 3rd
OFF
OFF × × 3rd × × × 3rd
OFF × × 3rd × × × 3rd
OFF × × 3rd × × × 3rd

SHIFT CONTROL MECHANISM

1. General

 As in the past, the shift control mechanism of the ’02 Camry consists of a straight shift lever that uses
a shift control cable.
 The O/D (overdrive) switch has been adopted on the momentary type.

 A shift lock system consists of the key interlock device and shift lock mechanism, has been adopted.

2. Overdrive Switch

a) Turn the ignition switch from OFF to ON turns the overdrive ON.
b) Pressing the O/D switch close (turn ON) the contact points, and releasing the switch opens (turn OFF)
the contact points.
c) Accordingly, pressing the switch cause the signal to be input into the ECM.
d) The ECM turns OFF the overdrive (O/D OFF indicator light turn ON).

e) Pressing the O/D switch again turns the overdrive back ON (O/D OFF indicator light turns OFF).

(d)
O/D OFF ON
O/D OFF Indicator
(d) Indicator Light OFF
Light (b) (e)
O/D ON
ECM ODLP Switch
OFF
ODMS
O/D Switch ON
(Momentary Ignition
(c) Switch
Type) OFF
(a) (a)

172GN01
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CH-148 CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE

3. Shift Lock System

General

 A shift lock system consists of the key interlock device and shift lock mechanism, that prevents the unin-
tended operation of the shift lever has been provided.

 A mechanical key interlock device that uses the key lock cable has been adopted.
 An electrical shift lock mechanism, in which a shift lock solenoid and a shift lock ECU are integrated,
has been adopted.

Layout of Component

Key Cylinder

Shift Lock
Override Button

Stop Light Cable

Key Lock Cable

Shift Lock Unit
• Shift Lock Solenoid
• Shift Lock ECU 208CH11

Key Interlock Device

1) General

 This device will not allow the ignition key to be turned to the LOCK position or to pull out the ignition
key unless the shift lever is moved to the P position.

 This device, in which the shift lever and the key cylinder are connected via the key lock cable, mechani-
cally limits the movement of the ignition key through the movement of the shift lever.
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CHASSIS — U140E AND U241E AUTOMATIC TRANSAXLE CH-149

2) Construction and Operation

 The key cylinder contains a cam and a lock pin that move in unison with the ignition key. In addition,
a key lock cable and a lock plate are placed above the lock pin.
 When the driver moves the shift lever, the lock plate slides to restrict the movement of the lock pin,
which in turn, restricts the movement of the ignition key.

P Position
Except P Position
LOCK
ACC

Lock Plate IG Key

Lock Pin Cam

Key Lock Cable

208CH12

Shift Lock Mechanism

 The shift lock mechanism prevents the shift lever from being shifted out of the ”P” position to any other
position unless the ignition switch is turned ON and the brake pedal is pressed.
 A shift lock override button, which manually overrides the shift lock mechanism, is provided.

System Diagram 

Shift Lock Unit

Stop Light Switch

Shift Lock
ECU
Ignition Switch

Shift Lock
Solenoid

208CH13