2023年12月6日发(作者：长城皮卡车图片及价格)
23-1GROUP 23CONTINUOUSLY
VARIABLE
TRANSAXLE (CVT)CONTENTSCVT. . . . . . . . . . . . . . . . . . . . . . . . . . .GENERAL INFORMATION. . . . . . . . . . . . .
PRINCIPLE OF IMPROVEMENTS IN FUEL
ECONOMY AND PERFORMANCE
WITH CVT. . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION OF STRUCTURE AND
OPERATION. . . . . . . . . . . . . . . . . . . . . . . .
SECTIONAL VIEW . . . . . . . . . . . . . . . . . . .
TORQUE CONVERTER. . . . . . . . . . . . . . .
OIL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . .
FORWARD/REVERSE SWITCHING
MECHANISM . . . . . . . . . . . . . . . . . . . . . . .
FINAL DRIVE AND DIFFERENTIAL. . . . . .
PULLEY AND STEEL BELT. . . . . . . . . . . .
TRANSMISSION FLUID WARMER
(TRANSMISSION FLUID COOLER). . . . . .
POWER FLOW. . . . . . . . . . . . . . . . . . . . . .
OIL PRESSURE CONTROL SYSTEM. . . .
CONTROL DESCRIPTION. . . . . . . . . . . . .
SHIFT MECHANISM. . . . . . . . . . . . . . . . . .
23-223-2ELECTRONIC CONTROL SYSTEM. . . . . .
CONTROL DESCRIPTION. . . . . . . . . . . . .
CVT CONTROL. . . . . . . . . . . . . . . . . . . . . .
LINE PRESSURE CONTROL. . . . . . . . . . .
23-2523-2523-2623-3023-423-623-623-723-723-823-823-923-1123-1223-1623-1623-18DIRECT CONTROL (TORQUE CONVERTER
CLUTCH CONTROL) . . . . . . . . . . . . . . . . . 23-31CONTROL BETWEEN N (P) AND D (R). . .
CONTROLLER AREA NETWORK (CAN)
COMMUNICATION. . . . . . . . . . . . . . . . . . .
SELF-DIAGNOSIS FUNCTION. . . . . . . . . .
23-3123-3223-32TRANSAXLE CONTROL . . . . . . . . . .GENERAL INFORMATION. . . . . . . . . . . . .
SELECTOR LEVER ASSEMBLY . . . . . . . .
CVT ERRONEOUS OPERATION
PREVENTION MECHANISMS . . . . . . . . . .
SHIFT LOCK MECHANISM . . . . . . . . . . . .
KEY LOCK MECHANISM . . . . . . . . . . . . . .
PADDLE SHIFT
23-3423-3423-3523-3623-3623-3823-3823-2GENERAL INFORMATIONCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTCVTM2231000100132The new 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, when the
vehicle accelerates from any speeds. The CVT com-bines \"torque converter\" and \"continuously variable
transaxle mechanism by steel belt and pulley\" to
achieve \"high driving performance\" and \"better fuel
economy.\" Depending on the driving conditions, the
comfortable pulley ratio is automatically and continu-ously selected from low to overdrive, ensuring
driver-intended smooth driving without shift shocks
due to acceleration pedal ICATIONSItemTransaxle modelTorque converterModelStall torque ratioLock-upTransaxle typePulley ratioShift positionFinal reduction gear ratioControl typeFunctionShift controlLine pressure controlSelect controlLock-up controlSelf-diagnosis functionFail-safe functionSpeedometer gearOil pumpTransmission fluidModelDrive typeBrand nameCapacity dm3 (qt)ForwardReverseStandard valueF1CJA3-element, 1-stage, 2-phase1.99PresentForward automatic continuously variable (steel
belt-driven), reverse 1 speed2.349 ? 0.3941.750P-R-N-D-L or P-R-N-D+6-speed sport mode (with
paddle shift)6.120Electronically-controlledPresentPresentPresentPresentPresentPresent? (detected by the ABS sensor rotor)Vane-type pumpDriven by the engine, sprocket, and chainDIA QUEEN CVTF-J1Approximately 7.8 (8.2)CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT23-3SYSTEM CONFIGURATION
pulleyTorqueconverterEngineSprocket and
chainParking
mechanismOil pressurecontrol systemOil pumpElectronic controlsystem
range
switchAccelerator
pedal position
sensorECMTCMABS-ECUMechanical systemOil pressure systemElectrical systemCAN communicationAC611123ABETACS-ECU23-4OVERVIEWCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTTransmission
fluid warmer(Transmission
fluid cooler)Transmission range switchSecondary pulleyspeed sensorPrimary pulleyspeed sensorAC610077ABPRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY AND PERFORMANCE WITH CVTThe general concept of CVT is described as follows:M2231001000031PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMYEngine loadOptimum
fuel ratio
curveCVT service areaCVT can continuously vary the pulley ratio, so the
vehicle can be driven in the high engine fuel effi-ciency range all the time, resulting in excellent fuel
economy.A/T service areaEngine speedAC507018ABCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT23-5PRINCIPLE OF IMPROVEMENTS IN POWER PERFORMANCEEngine speedCVTA/TAccelerator fully openThe 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
e speedDriving force: This area can be used effectively
and there is no shift shock.1st gear2nd gearCVTA/T3rd gear4th gearVehicle speedAC507017AB23-6CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTDESCRIPTION OF STRUCTURE AND OPERATIONSECTIONAL ter e brake 2. Driven d clutchM2231000400014AC505738ABCONTINUOUSLY VARIABLE TRANSAXLE (CVT) y al g ary ential ion roller converterTORQUE CONVERTERThe torque converter with the \"3-element, 1-stage,
2-phase\" lock-up mechanism has been PUMPThe 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.23-7M2231000200010M2231-8CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTM2231000600018FORWARD/REVERSE SWITCHING MECHANISMP, N rangeReverse brake (release)Planet carrierInternal gearForwardclutch(release)Sun gearSun gearPrimary pulleyPlanet carrier(slip)Input shaftInternal gear(revolution)Internal gear (slip)Planet carrier(slip)Planet carrier(secure)Internal gear
(revolution)D rangeReverse brake (release)Forwardclutch(engage)R rangeReverse brake (engage)Internal gear (normal rotation)Forwardclutch(release)Sun gear(reverse
rotation)Sun gear(stop)Sun gear
(revolution)Sun gear(reverse rotation)AC504691AB?The planetary gear type forward/reverse switch-ing mechanism has been installed between the
torque converter and primary pulley.?The power is input from the torque converter via
the input shaft and hydraulically activates the wet
multi-disc device to switch between forward and
reverse gears.M2231000700015FINAL DRIVE AND DIFFERENTIALOutput gearPrimary reductionIdler gearReduction gearSecondary reductionFinal gearAC506402AB?The reduction gear is a 2-stage composition, the
primary reduction (a pair of the output gear and
idler gear) and secondary reduction (a pair of the
reduction gear and final gear). All the gears are
helical.?The transmission fluid (Mitsubishi genuine
Dia-Queen CVTF-J1) which lubricates the entire
transaxle is also used as UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-9M2231000800012PULLEY AND STEEL BELTSteel beltPrimary pulley(input side pulley)Secondary pulley(output side pulley)AC504739ACThis 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 BELTSteel element:
Approximately 400
pieces22?Steel ring [Circumference:
approximately 714 mm (28 in)]AC504740ABThis 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
force 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. → The elements are pressed outwards to expand. →
The steel rings hold out against the force.
→ Tension is gener-ated at the steel rings. → The elements on the primary pulley
Friction force is gener-side are pinched between the pulleys. →ated between the steel belt and pulley. This means that the 23-10CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTsteel 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 Low status: Pulley ratio = r2/r1Pulley groove widthWideSecure pulley11?Secondary pulleyAdjustable pulleyPulley groove widthNarrowr1r2Primary pulleySecondary pulleySecondary pulleyOverdrive status: Pulley ratio = r2/r1Pulley groove widthNarrowSecure pulleyAdjustable pulleyPulley groove widthWider1r2Primary pulleySecondary pulleyAC504741ABThe 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 groove width of the
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 UOUSLY VARIABLE TRANSAXLE (CVT)23-11Tranmission fluid cooler(Tranmission fluid warmer)AC611028ABCVTTRANSMISSION FLUID WARMER
(TRANSMISSION FLUID COOLER)The water-cooled transmission fluid warmer (transmission fluid
M2231000900019cooler) has been adopted. The transmission fluid warmer
(transmission fluid cooler) has been installed directly to the
front of the transaxle to shorten the fluid transmission fluid warmer (transmission fluid cooler)
warms the transmission fluid up to an optimum temperature [70
?after engine start. Once the transmission fluid has reached the
80°C (158 ? 176°F) ] quickly for transaxle performance right
optimum temperature, the warmer starts cooling down the fluid
to stabilize the ISSION FLUID FILTERThe transmission fluid filter integrated in the transaxle assem-bly has been adopted. Any impurity in the transmission fluid
has been removed to increase operational reliability of the tran-saxle assembly.23-12POWER FLOWP RANGECONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTM2231001100016Reverse brake (release)Forward clutch (release)Parking gear (secure)AC507023AB?The driving force from the engine is not trans-ferred to the primary pulley because the forward
clutch and reverse brake are released.?The torque from the tires is not transferred to the
components upstream of the secondary pulley
because the parking gear is UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-13R RANGEReverse brake (engage)Forward clutch (release)AC507026AB?The driving force from the engine rotates the sun
gear in the reverse direction because the reverse
brake is engaged and the planet carrier is fixed.?For this reason, the primary pulley rotates in the
reverse direction, thus the driving force is output
in the reversed state.23-14N RANGECONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTReverse brake (release)Forward clutch (release)AC507025AB?The driving force from the engine is not trans-ferred to the primary pulley because the forward
clutch and reverse brake are released.?The torque from the tires is not transferred
because the forward clutch and reverse brake
are released, thus the planet carrier rotates UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-15D RANGEReverse brake (release)Forward clutch (engage)AC507024AB?The driving force from the engine rotates the sun
gear in the normal direction via the forward clutch
because the forward clutch is engaged.?For this reason, the primary pulley rotates in the
normal direction, thus the driving force is output
in the normal state.23-16CONTROL DESCRIPTIONCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTOIL PRESSURE CONTROL SYSTEMM2231005000033HYDRAULIC CONTROLThe 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 pumpControl valveInput signalsPrimarypulley revolutionRatio control valvePrimary pulleySecondarypulley revolutionStepper motorSecondary pressuresolenoid valveSecondary valveSecondary pulleyEnginespeedThrottleopeningTransmission
fluid temperatureLine pressuresolenoid valveTCMPressureregulator valveManual valveLock-up/select
switching solenoid valveForward clutchReverse brakeTorque converterengageTorque converterreleaseClutch regulator valveSelect control valveLock-up control valveTransmission
range switchPrimarypressureSecondarypressureLock-upsolenoid valveTorque converterregulator valveSelectswitch valveOil pressure systemElectrical systemMechanical systemLubricating and
cooling systemsAC504662ABCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT23-17GENERAL INFORMATION REGARDING THE MAIN COMPONENTSComponentManual valveTorque converter regulator valveClutch regulator valvePressure regulator valveRatio control valveFunctionDistributes the clutch operating pressure to each circuit,
depending on each shift tes the supply pressure to the torque converter to
optimal pressure for the driving tes the clutch operating pressure depending on the
driving tes the discharge pressure from the oil pump to optimal
pressure (line pressure) for the driving ls in/out flow of line pressure to/from the primary pulley
depending on the stroke difference between the stepper motor
and primary ls 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 ls the pressure regulator ls the lock-up control ls the select switch ls the pulley s the line pressure to regulate the secondary s when select. Regulates the forward clutch pressure
and reverse brake tes the engagement pressure and disengagement
pressure of the torque ls in/out flow of the line pressure to/from the secondary
pulley depending on the driving -up/select switching solenoid valveSelect switch valveLine pressure solenoid valveLock-up solenoid valveLock-up/select switching solenoid valveStepper motorSecondary valveSelect control valveLock-up control valveSecondary pressure solenoid valve23-18SHIFT MECHANISMCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTM2231001200013SHIFTING FROM LOW TO HIGHStepper motorPulley ratio linkageRatio control valveLine pressurePrimary pulleySecondary valveSecondary pulleyAC504742AB?No line pressure is applied to the primary pulley
because the line pressure circuit is closed by the
ratio control valve.?The line pressure is applied to the secondary pul-ley because the secondary valve has moved
UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-19Stepper motorPulley ratio linkageRatio control valveLine pressurePrimary pulleySecondary valveSecondary pulleyAC504743AB?The pulley ratio linkage moves to the left by the
stepper motor. This moves the ratio control valve
linked to the pulley ratio linkage to open the line
pressure circuit, and then the line pressure is
applied to the primary pulley.?The secondary valve moves upwards to drain the
fluid in the secondary pulley.23-20CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTStepper motorRatio control valvePulley ratio linkageLine pressurePrimary pulleySteel beltAdjustable pulleySecondary valveSecondary pulleyAdjustable pulleyAC504744AB?The line pressure applied to the primary pulley
moves the movable pulley to the right, pressing
the steel belt outwards to expand.?When the movable pulley of the primary pulley
moves to the right, the ratio control valve starts
moving to the right via the pulley ratio linkage
linked to the movable pulley.?The steel belt is pulled toward the primary pulley
side to move the movable pulley of the secondary
pulley to the UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-21Stepper motorPulley ratio linkageRatio control valveLine pressurePrimary pulleySteel beltAdjustable pulleySecondary valveSecondary pulleyAC504745AB?When the movable pulley of the secondary pulley
moves to the right, the ratio control valve also
moves to the right to close the line pressure cir-cuit. This completes the shift change process.?The secondary valve moves downwards to apply
the line pressure to the secondary pulley, clamp-ing the steel belt.23-22CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTSHIFTING FROM HIGH TO LOWStepper motorPulley ratio linkageRatio control valveLine pressurePrimary pulleySecondary valveSecondary pulleyAC504746AB?The pulley ratio linkage moves to the right by the
stepper motor. This moves the ratio control valve
linked to the pulley ratio linkage to drain the fluid
in the primary pulley.?The line pressure is applied to the secondary pul-ley because the secondary valve has moved
UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-23Stepper motorRatio control valvePulley ratio linkageLine pressurePrimary pulleyAdjustable pulleySteel beltSecondary valveSecondary pulleyAdjustable pulleyAC504747AB?The line pressure applied to the secondary pulley
moves the movable pulley to the left, pressing the
steel belt outwards to expand.?The steel belt is pulled toward the secondary pul-ley side to move the movable pulley of the pri-mary pulley to the left.?When the movable pulley of the primary pulley
moves to the left, the ratio control valve starts
moving to the left via the pulley ratio linkage
linked to the movable pulley.23-24CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTStepper motorRatio control valvePulley ratio linkageLine pressurePrimary pulleySteel beltAdjustable pulleySecondary valveSecondary pulleyAdjustable pulleyAC504748AB?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.?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 UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-25ELECTRONIC CONTROL SYSTEMCONTROL DESCRIPTIONThe electronic control mechanism is comprised of
various sensors, actuators, and TCM which controls
calculates the vehicle status from various sen-sor information and drives each solenoid valve to
perform the following controls:?Shift control (INVECS-III, sport mode without sport mode>)????M2231005000044Line pressure controlControl between N (P) and D (R)Direct controlEngine and CVT integrated control (CAN commu-nication)?Self-diagnosis functionCONTROL SYSTEM DIAGRAMLine pressure solenoid valveSecondary pressure solenoid valveTransaxle bodyLock-up solenoid valveLock-up/select switching solenoid valveSecondary pulley speed sensorETACS-ECUTCMPrimary pulley speed sensorSecondarypulleyBeltPrimarypulleyVariable linkAccelerator pedalposition sensorTransmission fluid temperature sensorStepper motorCrankshaftposition sensorECMSecondary pressure sensorPrimary pressure sensorTransmission rangeswitchShift switch assembly pulse signal to s the secondary pulley (output shaft) speed as a pulse signal to TCM. The pulse signal is converted to the vehicle speed by s the transmission fluid s the pressure applied to the primary s the pressure applied to the secondary s the selector lever position by the contact-type ission fluid temperature sensorPrimary pressure sensorSecondary pressure sensorTransmission range switchShift switch assembly mode>contact-type switch at the selector shift switch mode>Detects the operation status of the paddle shift switch.M2231001400017CVT CONTROLINVECS-IIIINVECS-III has been newly developed based on INVECS-II utilizing continuous variable characteris-tics of get wave pattern creation sectionGear changing mechanism control sectionInput signalsSelects the pulley ratio and determines the pulley change ines how the stepper motor works to change pulley according to the target wave r motorPrimary pulleyAC504721ABTo 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 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 brake feature on the descending slopePulley ratio is controlled to obtain the engine brake suitable for the driver’s UOUSLY VARIABLE TRANSAXLE (CVT)CVTEngine brake learning feature on the descending slopeOften use acceleratorHIGHPulley ratioLOWOften use brake100%Throttle openingOften use accelerator0%Acceleration0Often use brakeLearning 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 g feature on the ascending slopeWhen driving fast on the ascendingslopeThrottle opening100%Target primary80%revolution speedlower limit value60%40%20%Target primaryrevolution speed0%Increasing the target primaryrevolution speedWhen driving in anormal conditionVehicle speedIf the foot leaves the accelerator pedal during driving on the ascending slope (called lift foot), driving capa-bility is secured by preventing excessive upshifting.23-27AC610382ABAC610384AB23-28CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTLearning feature corresponding to tastes and habits of driversTarget primaryrevolution speedlower limit valueDriving on theascending slopeor driving fastTarget primaryrevolution speedCruising onflat roadSecondary revolution speed (vehicle speed)AC610398ABRatio patterns are continuously switched according to the driving method of the PATTERNThe pulley ratio is controlled based on the ratio pat-tern for each predetermined range to achieve the optimal pulley ratio. range from the lowest to the highest pulley UOUSLY VARIABLE TRANSAXLE (CVT)CVT23-29 MODE)>Engine speed (r/min)7,000Throttle opening100%6,000Low5,0004,000OD3,0002,0001,000Throttle opening50%Throttle opening0%0 (0)50 (31)100 (62)Vehicle speed km/h (mph)150 (93)200 (124)AC611606ABBy limiting the shift range to the area around the low-est pulley ratio, the powerful driving force and engine brake is secured.23-30CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT MODE)>Engine speed (r/min)7,0006,000Low5,0002nd3rd5th6th1st4th4,000OD3,0002,0001,0000 (0)50 (31)100 (62)Vehicle speed km/h (mph)150 (93)200 (124)AC611607ABWhen 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 PRESSURE CONTROLThe high-precision line pressure control and second-ary pressure control have reduced the friction for bet-ter fuel side· Throttle opening· Engine speed· Primary pulley revolution· Secondary pulley revolution· Stoplight switch signal· Transmission range switchLine pressure controlNormal hydraulic pressure control (Not at selection)Hydraulic pressure control at selection (Select control)M2231001300010Output sideSet hydraulic pressure signal· Lock-up signal· Voltage· Target pulley ratio· Transmission fluid temperature· Oil pressure sensorFeedback controlAC504722ABCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT23-31NORMAL HYDRAULIC CONTROLThe 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 ARY PRESSURE FEEDBACK CONTROLIn the normal hydraulic control or select hydraulic control, the more precise secondary pressure has been set by detecting the secondary pressure with an oil pressure sensor, and by performing the feed-back CONTROL (TORQUE CONVERTER CLUTCH CONTROL)M2231007000039Engine speed (r/min)7,0006,000Low5,000Disengaged4,0003,0002,0001,000Partial lock-up zone0 (0)50 (31)100 (62)Vehicle speed km/h (mph)AC611608ABLock-upOD150 (93)200 (124)By carefully controlling the direct operating pressure depending on the driving conditions, the shock-free direct operation from low speed has been L 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.M2231-32CONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVTM2231017000030CONTROLLER AREA NETWORK (CAN) COMMUNICATIONThe information transaxle between each control unit has been ensured via the CAN communication. For further details on CAN, refer to GROUP 54C, CAN AND CVT INTEGRATED CONTROL (CAN COMMUNICATION CONTROL)?To control better 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.?TCM transmits information such as the rapid deceleration signal, lock-up in progress signal, torque down request signal to the ECM. It also receives information such as the torque down permission/prohibition signal, lock-up permis-sion/prohibition signal, accelerator -DIAGNOSIS FUNCTIONDIAGNOSTIC FUNCTIONTCM 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 memorises the abnormal symptoms and outputs a diagnosis code via M.U.T.-III.M2231001600011FAIL-SAFE FUNCTIONIf 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 ntrol contentSecondary pulley speed sensorPerforms the shift control depending on the accelerator angle. Also, prohibits the sport mode and controls as the D range sport mode>.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 pressure using the fixed value for the fail-safe function. Also, suppresses the engine the primary pressure feedback control and controls the line pressure using the fixed value for the fail-safe function. Also, suppresses the engine es the line pressure solenoid valve OFF to achieve the maximum line y pulley speed sensorTransmission range switchTransmission fluid temperature sensorSecondary pressure sensorPrimary pressure sensorLine pressure solenoid valveCONTINUOUSLY VARIABLE TRANSAXLE (CVT)CVT23-33ItemSecondary pressure solenoid valveLock-up solenoid valveStepper motorLock-up/select switching solenoid valveBack-up power supplyControl contentSwitches the secondary pressure solenoid valve OFF to achieve the maximum secondary es the lock-up solenoid valve OFF to release es all the coils A to D of the stepper motor OFF to retain the pulley ratio just before the abnormality es the lock-up/select switching solenoid valve OFF to release the control memory back-up power supply from the battery is not supplied to TCM, limits the engine torque to protect the transmission main body. After the normal power is supplied, turning the key switch from OFF to ON once resumes the normal its the paddle shift its the sport mode shift switch sport mode>Shift switch assembly with sport mode>23-34GENERAL INFORMATIONCONTINUOUSLY VARIABLE TRANSAXLE (CVT)TRANSAXLE CONTROLTRANSAXLE CONTROLThe 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 equipped around the steering wheel to achieve \"Fun to Drive.\" The selector lever has the following features:?The shift gate configuration and the operating power at each shift position have been properly tuned, ensuring the firm and smooth operation feel.?The sport mode (6-speed) has been installed to allow the driver to shift manually according to his/her intention. high-grade appearance has been adopted, and for higher level specifications, the genu-ine-leather shift knob has been provided.?The main components have been made of resin to reduce weight and number of components.?The electrical control-type shift lock mechanism with the solenoid to facilitate the tuning work in assembly.?The cable control-type key interlock mechanism which is field proven has been adopted. M2232000600011 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:NameShift lock release buttonFunctionIf the shift lock system has failed, remove the cover and press the shift lock release button to release the shift lock forcibly (mechanically).Illuminates the present selector lever position in the shift s the selector lever activation in sport es the shift lock mechanism ON/es the shift lock solenoid power supply circuit ON/s the \"P\" indicator bulbShift switch assembly This system is comprised of the following compo-?Shift lock solenoid?Shift lock control relayM2232000400017nents.?Lock leverTo stoplightTo ignitionswitchswitchShift lockcontrol relay P positionShift lockdetect switchsolenoidAC507425ABLever sub assemblyLock lever inhibits selecting operation of the lever locksolenoidLock leverAC610121AB?P position detection switchSHIFT LOCK CIRCUITWhen 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.??Ignition switch: ONP position detection switch: ON (the selector lever is in the P position)?Stoplight switch: ON (brake pedal is depressed)OPERATIONAL DESCRIPTIONSHIFT LOCK STATUSWith 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 UOUSLY VARIABLE TRANSAXLE (CVT)TRANSAXLE CONTROL23-37Lever sub assemblyLock lever moves to allow selecting operation of the lever sub locksolenoidLock leverAAC610122ABCoverShift lock release button operation directionLock leverAC610123ABSHIFT LOCK RELEASE STATUSWhen 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 E USING THE SHIFT LOCK RELEASE BUTTONIf 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, enabling shift operation.23-38KEY LOCK MECHANISMCONTINUOUSLY VARIABLE TRANSAXLE (CVT)TRANSAXLE CONTROLM2232000500014This mechanism is basically same as that used for SHIFT (operate it for 2 seconds or more to return to D range.)AC611129ABThe 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:?The lever on the right of the vehicle is for upshift and that on the left is for downshift.?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.?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 : 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..?The upshift lever is pulled for 2 seconds or more.?The vehicle is stopped.?No operation is carried out for 4 minutes and 25 seconds.?The main components have been made of mag-nesium alloy to achieve the considerable weight reduction and pursue a sporty impression.
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