U140eand U241
U140eand U241
U140eand U241
CH-125
U140E " Specification A Model Transaxle Type Engine Type 1st 2nd 3rd Gear Ratio 4th Reverse Counter Gear Ratio Differential Gear Ratio Fluid Capacity Liters (US qts, Imp. qts) Fluid Type Dry Weight kg (lb)
161ES20
U241E
181CH09
02 Camry U140E 1MZ-FE 3.938*1 2.194*1 1.411*1 1.019*1 3.141*1 1.019 2.814 8.6 (9.1, 7.7)*2 ATF Type T-IV 91 (200.6) U241E 2AZ-FE 3.943*1 2.197*1 1.413*1 1.020*1 3.145*1 1.020 2.740 z z 82 (180.8) A140E 5S-FE 2.810 1.549 1.000 0.706 2.296 0.945
01 Camry A541E 1MZ-FE z z z 0.735 z z 3.933 6.8 (7.2, 5.9)*3 0.9 (0.9, 0.8)*4 z 83.3 (183.6)
3.944 5.6 (5.9, 4.9)*3 1.6 (1.7, 1.4)*4 ATF D-II or DEXRONIII (DEXRONII) 73 (160.9)
CH-126
C1
Input Shaft
F2
208CH01
" Specification A Transaxle Type C1 C2 C3 B1 B2 B3 F1 F2 Forward Clutch Direct Clutch U/D Direct Clutch 2nd Brake 1st & Reverse Brake U/D Brake No. 1 One-Way Clutch U/D One-Way Clutch U140E 6 4 4 4 7 4 28 24 43 17 77 31 19 69 35 28 91 52 53 U241E 5 3 3 3 5 3 z 15 z z z z z z 32 26 83 50 51
The No of Sprags No. The No. of Sun Gear Teeth The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Drive Gear Teeth The No. of Driven Gear Teeth
Counter Gear
CH-127
JTORQUE CONVERTER
D 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. D Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to slippage at medium and high speeds is used. D The basic construction and operation are the same as for the A541E for the previous models.
" Specification A Engine Type Transaxle Type Torque Converter Type Stall Torque Ratio 1MZ-FE U140E 2AZ-FE U241E
One-way Clutch
208CH02
JOIL PUMP
The oil pump is combined with torque converter, lubricates the planetary gear units and supplies operating pressure to the hydraulic control.
" Specification A Gear Drive Gear Driven Gear Gear Teeth 9 10 Pump Body Drive Gear
CH-128
C1
Input Shaft
Rear Planetary Gear Sun Gear C3 Intermediate Shaft Differential Drive Pinion Sun Gear
F2
B3
Ring Gear
208CH04
2. Function of Component
C1 C2 C3 B1 B2 B3 F1 F2 Component Forward Clutch Direct Clutch U/D Direct Brake 2nd Brake 1st & Reverse Brake U/D Brake No. 1 One-Way Clutch U/D One-Way Clutch Function Connects input shaft and front planetary sun gear. Connects input shaft and rear planetary sun gear. Connects U/D sun gear and U/D planetary carrier. Prevents rear planetary carrier from turning either clockwise or counterclockwise. Prevents rear planetary carrier and front planetary ring gear from turning either clockwise or counterclockwise. Prevents U/D sun gear from turning either clockwise or counterclockwise. Prevents rear planetary carrier from turning counterclockwise. Prevents U/D planetary sun gear from turning clockwise. These gears change the route through which driving force is transmitted, in accordance with the operation of each clutch and brake, in order to increase or reduce the input and output speed.
Planetary Gears
CH-129
*: Lock-up ON
B2
C1
Input Shaft
Intermediate Shaft
Ring Gear
161ES09
CH-130
2nd Gear (D or 2 Position) Counter Drive Gear C1 B2 Front Planetary Gear Input Shaft
B1 C2
F1
F2
B3
Ring Gear
161ES10
C1
Input Shaft
F2
B3
Ring Gear
161ES11
B1 C2
F2
B3
Ring Gear
161ES12
CHASSIS U140E AND U241E AUTOMATIC TRANSAXLE 1st Gear (L Position) Counter Drive Gear B2 Front Planetary Gear C1 Input Shaft
CH-131
B1 C2
F1
F2
B3
Ring Gear
161ES13
Reverse Gear (R Position) Counter Drive Gear C1 B2 Front Planetary Gear Input Shaft
B1 C2
F1
F2
B3
Ring Gear
181ES66
CH-132
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 Clutch Applied to the Chamber A Target Fluid Pressure
Centrifugal Fluid Pressure Applied to Chamber B Piston Fluid Pressure Chamber Chamber B (Lubrication Fluid)
Shaft Side
157CH17
Fluid pressure Centrifugal fluid pressure Target fluid pressure = (original clutch pressure) applied to piston - applied to chamber B
CH-133
Plate
2nd Regulator Valve Lock-up Relay Valve C2 Lock Valve Lock-up Control Valve
B3 Orifice Control Valve B1 Lock Valve Clutch Apply Control Valve C2 Exhaust Check Valve
208CH06
CH-134
" Lower Valve Body A B2 Control Valve B1 Control Valve 3-4 Shift Valve Primary Regulator Valve C2 Control Valve
208CH07
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.
2) Function of Solenoid Valve SL1, SL2, and SLT Solenoid Valve SL1 SL2 SLT Action For clutch and brake engagement pressure press re control For line pressure control Function B 1 brake pressure control Lock-up clutch pressure control C2 clutch pressure control Line pressure control Secondary pressure control
CH-136
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
161ES65
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
161ES23
C3 Accumulator
CHASSIS U140E AND U241E AUTOMATIC TRANSAXLE 3) Function of Solenoid Valve DSL
CH-137
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
R L B2
B2 Control Valve
208CH47
B3 Accumulator
157CH19
CH-138
Line Pressure Optimal Control Engine Torque Control Shift Control in Uphill/Downhill Traveling Shift Timing Control Lock-up Timing Control Accumulator Back Pressure Control
f f f f f
f f f f f
f f f f
N to D Squat N D Control
f f
Diagnosis
Fail-safe
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 CRANKSHAFT POSITION SENSOR ENGINE COOLANT TEMP. SENSOR
THROTTLE POSITION SENSOR NE SL1
THW
SL2
VTA*1
VTA1*2
SLT
NSW
R, D, 2, L
S4 SPD
SOLENOID VALVE S4
DSL
NC
NT
ODLP
STP
SIL TC
OVERDRIVE SWITCH *1: 2AZ-FE Engine Model *2: 1MZ-FE Engine Model
208CH08
CH-140
3. Layout of Components
Malfunction Indicator Light O/D OFF Indicator
Counter Gear Speed Sensor DLC3 Stop Light Switch Solenoid Valve SLT Solenoid Valve SL1 Vehicle Speed Sensor*
Solenoid Valve S4
CH-141
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. D 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. D 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 Speed Sensor Counter Gear Speed Sensor
181CH14
CH-142
ECM
SL1 SL2
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.
Signals from Various Sensors Engine rpm Engine Torque Information Fluid Temperature
Time Engine
SL1
Time
198CH32
CH-143
Uphill Corner
3rd 3rd
4th
3rd
Shifting up to the 4th speed after down shifting to the 3rd speed is prohibited while uphill traveling is judged.
Down-shift to the 3rd speed occurs upon braking while 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 Reference acceleration Actual acceleration Smaller Greater Uphill Downhill
162CH10
CH-144
Line Pressure
Primary Regulator
Fluid Pressure
Current
Transaxle
Pump
Throttle Pressure
Engine
ECM
161ES26
CH-145
8. Diagnosis
D When the ECM detected a malfunction, the ECM makes a diagnosis and memorizes the failed section. Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks toinform the driver. D 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. P0710 P0711 P0765 Added DTC P0768 P1725 P1730 P1760 P1705 Discontinued Di ti d DTC P1765 Detection Item Transmission Fluid Temp. Sensor Malfunction (Fluid Temp. Sensor) Transmission Fluid Temp. Sensor Range/Performance Problem (Fluid Temp. Sensor) Shift Solenoid D Malfunction (Solenoid Valve S4) Shift Solenoid D Electrical Malfunction (Solenoid Valve S4) NT Revolution Sensor Circuit Malfunction (Input Turbine Speed Sensor) NC Revolution Sensor Circuit Malfunction (Counter Gear Speed Sensor) Linear Solenoid for Line Pressure Control Circuit Malfunction (Solenoid Valve SLT) NC2 Revolution Sensor Circuit Malfunction (Direct Clutch Speed Sensor) Linear Solenoid for Accumulator Pressure Control 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.
CH-146
9. Fail Safe
General This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid. " Fail-Safe Control List A Malfunction Part Speed Sensor Fluid Temp. Sensor Counter Gear Speed Sensor Function During a speed sensor malfunction, the vehicle speed is detected through the signals from the counter gear speed sensor to effect normal control. During a fluid temp. sensor malfunction, 4th upshift is prohibited. During a counter gear speed sensor malfunction, 4th upshift is prohibited. The current to the failed solenoid valve is cut off and control is effected by operating the other solenoid valves with normal operation. Shift control is effected as described in the table below, depending on the failed solenoid.
When shift solenoid SL1 is abnormal Traveling 3rd or 4th Solenoid Gear SL1 SL2 S4 ON OFF 3rd # OFF ON OFF 3rd # OFF OFF OFF 3rd Traveling 1st or 2nd Solenoid Gear SL1 SL2 S4 * ON OFF 2nd When SL2 is abnormal Solenoid SL2 S4 OFF Gear 3rd
When all solenoids are normal SL1 ON Solenoid SL2 S4 ON OFF Gear 1st
OFF
ON
OFF
2nd
ON OFF # ON OFF # ON
OFF OFF # ON ON
2nd
OFF OFF # ON ON
3rd
OFF
OFF
OFF
3rd
3rd
OFF
3rd
OFF
OFF
ON
4th
OFF
ON
4th
3rd
OFF
4th
*: B1 is constantly operating.
When S4 is abnormal Solenoid SL1 SL2 S4 ON ON Gear 1st When SL1 and SL2 are abnormal Solenoid SL1 SL2 S4 OFF Gear 3rd When SL1 and S4 are abnormal Traveling 3rd or 4th Traveling 1st or 2nd Solenoid Solenoid Gear Gear SL1 SL2 S4 SL1 SL2 S4 ON 3rd ON 2nd # OFF ON 3rd ON 2nd # OFF OFF OFF 3rd 2nd # # ON ON OFF # ON 3rd OFF # ON 2nd
OFF
ON
2nd
OFF
3rd
OFF
OFF
3rd
OFF
3rd
OFF
OFF
4th
ON
4th
(Continued)
CH-147
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 Indicator Light O/D OFF ON Indicator Light OFF O/D Switch O/D Switch (Momentary Type) Ignition Switch ON OFF ON OFF (a) (a) (b) (e)
172GN01
CH-148
Key Cylinder
Stop Light Cable Key Lock Cable Shift Lock Unit Shift Lock Solenoid Shift Lock ECU
208CH11
Key Interlock Device 1) General D 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. D This device, in which the shift lever and the key cylinder are connected via the key lock cable, mechanically limits the movement of the ignition key through the movement of the shift lever.
CH-149
D 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. D 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
IG Key
208CH12
Shift Lock Mechanism D 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. D A shift lock override button, which manually overrides the shift lock mechanism, is provided. " System Diagram A Shift Lock Unit Stop Light Switch Shift Lock ECU Ignition Switch
208CH13
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