CHASSIS AUTOMATIC TRANSAXLE

CH-23

J U240E AUTOMATIC TRANSAXLE 1. General

D The U240E is a compact, lightweight, and high-capacity 4-speed automatic transaxle [Super ECT (Electronically Controlled Transaxle)]. D High-precision clutch pressure control has been adopted in this automatic transaxle to attain high response and smooth shifting. D The basic construction and operation are the same as those on the 02 Celica.
"

Specification A Transaxle Type Engine Type 1st 2nd U240E 2ZZ-GE 3.943 2.197 1.413 1.020 3.145 3.120 Liters (US qts, Imp.qts) kg (lb.) 7.4 (7.8, 6.5) ATF Type T-IV 80.0 (176.4)

Gear

Ratio*1

3rd 4th Reverse

Differential Gear Ratio Fluid Capacity*2 Fluid Type Dry Weight *1: Counter Gear Ratio Included *2: Differential Included

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CHASSIS AUTOMATIC TRANSAXLE

Front Planetary Gear Counter Drive Gear

C2 F1 Rear Planetary Gear

B1

B2

C1

Input Shaft

B3 Under Drive (U/D) Planetary Gear Differential Drive Pinion

F2 C3 Counter Driven Gear

222CH03

C1 C2 C3 B1 B2 B3 F1 F2

Forward Clutch Direct Clutch U/D Direct Clutch 2nd Brake 2nd Brake 1st & Reverse Brake No.1 One-Way Clutch U/D One-Way Clutch The No No. of Sprags The No. of Sun Gear Teeth The No. No of Discs

4 4 3 4 5 3 22 15 43 17 77 31 19 69 32 26 83

Front Planetary y Gear

The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth

Rear Planetary y Gear

The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth

U/D Planetary y Gear

The No. of Pinion Gear Teeth The No. of Ring Gear Teeth

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CH-25

2. Torque Converter
D This torque converter has 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.
"

Specification A Pump Impeller 3-Element, 1-Step, 2-Phase (with Lock-up Mechanism) 1.8 Stator OD Input Shaft

Turbine Runner Lock-up Clutch

Torque Converter Type Stall Torque Ratio

One-way Clutch

208CH02

3. Oil Pump
The oil pump is driven by the torque converter. It lubricates the planetary gear units and supplies operating pressure for the hydraulic control system.
"

Specification A Gear Drive Gear Driven Gear Gear Teeth 9 11 Pump Body Drive Gear

Stator Shaft Driven Gear

208CH03

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CHASSIS AUTOMATIC TRANSAXLE

4. Planetary Gear Unit

Construction D 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 keeping the gear unit compact. D 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 Driven Gear B1
C2
F1

B2 Front Planetary Gear

C1

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion

Sun Gear
F2

B3 U/D Planetary Gear Counter Drive Gear

Ring Gear

208CH04

Function of Component Component C1 C2 C3 B1 B2 B3 F1 F2 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 sun gear 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 and front planetary ring gear 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

CHASSIS AUTOMATIC TRANSAXLE Transaxle Power Flow Shift Lever Position P R N Solenoid Valve Gear SL1 Park Reverse Neutral 1st D 2nd 3rd 4th 2 L 1st 2nd 1st ON ON ON ON OFF SL2 ON OFF ON ON ON S4 OFF OFF OFF OFF OFF OFF ON OFF OFF OFF DSL OFF OFF OFF OFF OFF f f f f f f f f f f f f f f f C1 C2 C3 B1 B2 B3 f f f f f f f F1

CH-27

F2

f f f f f f

OFF/ON* OFF OFF/ON* OFF ON OFF ON ON ON ON

OFF/ON* f OFF/ON* f OFF OFF ON f f f

*: Lock-up ON

1st Gear (D or 2 Position) Counter Drive Gear B1 C2

F1

B2 Front Planetary Gear

C1 Input Shaft

Rear Planetary Gear Sun Gear C3

Intermediate Shaft Differential Drive Pinion

F2

B3

Sun Gear U/D Planetary Gear Counter Driven Gear

Ring Gear

161ES09

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CHASSIS AUTOMATIC TRANSAXLE

2nd Gear (D or 2 Position) B1

C2
F1

Counter Drive Gear B2 Front Planetary Gear

C1

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion Ring Gear

161ES10

F2

Sun Gear B3 U/D Planetary Gear Counter Driven Gear

3rd Gear (D Position) Counter Drive Gear B1

C2
F1

B2 Front Planetary Gear

C1

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion Ring Gear

161ES11

F2

Sun Gear B3 U/D Planetary Gear Counter Driven Gear

4th Gear (D Position) Counter Drive Gear B1

C2
F1

B2 Front Planetary Gear

C1

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion

Sun Gear
F2

B3 U/D Planetary Gear Counter Driven Gear

Ring Gear
161ES12

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CH-29

1st Gear (L Position) Counter Drive Gear B1

C2
F1

Front Planetary Gear B2

C1

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion

F2

Sun Gear B3 U/D Planetary Gear Counter Driven Gear

Ring Gear

161ES13

Reverse Gear (R Position) Counter Drive Gear Front Planetary Gear

C1

B1
C2

F1

B2

Input Shaft

Rear Planetary Gear Sun Gear

C3

Intermediate Shaft Differential Drive Pinion

Sun Gear
F2

B3

Ring Gear

U/D Planetary Gear Counter Driven Gear

181CH66

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CHASSIS AUTOMATIC TRANSAXLE

Centrifugal Fluid Pressure Canceling Mechanism There are two reasons for improving the conventional clutch mechanism: D To prevent the generation of pressure by centrifugal force applied to the fluid in the piston fluid pressure chamber (hereafter referred to as chamber A) when the clutch is released, a check ball is provided. Therefore, before the clutch could be subsequently applied, it took time to fill chamber A. D During shifting, in addition to the original clutch pressure that is controlled by the valve body, centrifugal pressure acts on the fluid in the chamber A exerting increased pressure depending on RPM. 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 B Chamber A

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 Chamber A Target Fluid Pressure

Clutch

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

Shaft Side
157CH17

Fluid pressure applied to piston

Centrifugal fluid pressure applied to chamber B

Target fluid pressure (original clutch pressure)

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CH-31

5. Valve Body Unit

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

Solenoid Valve SLT Solenoid Valve SL1

Upper Valve Body

Solenoid Valve DSL Solenoid Valve SL2

Plate

Lower Valve Body Solenoid Valve S4

Fluid Temperature Sensor

181CH11

" Upper

Valve Body A Lock-up Relay Valve 2nd Regulator Valve C2 Lock Valve

Lock-up Control Valve

Solenoid Modulator Valve

B3 Orifice Control Valve B1 Lock Valve Clutch Apply Control Valve C2 Exhaust Check Valve
208CH06

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CHASSIS AUTOMATIC TRANSAXLE

"

Lower Valve Body A

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

208CH07

Function of Solenoid Valve Solenoid Valve SL1 SL2 SLT S4 Action For clutch and brake engagement press re control pressure For line pressure control For 3-4 shift valve control For B2 brake and lock-up clutch control Function D B1 brake pressure control D Lock-up clutch pressure control C2 clutch pressure control D Line pressure control D Secondary pressure control Switches 3-4 shift valve D Controls B2 control valve via the C2 lock valve D Controls lock-up relay valve via the C2 lock valve

DSL

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CH-33

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 valves 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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CHASSIS AUTOMATIC TRANSAXLE

6. Electronic Control System

General The electronic control system of the U240E automatic transaxle consists of the controls listed below. System Function D Controls the pressure that is applied directly to B1 brake and C2 clutch by actuating the shift solenoid valve (SL1, SL2) in accordance with ECM signals. D 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 in accordance with information from the ECM and the operating conditions of the transaxle. Retards the engine ignition timing temporarily to improve shift feeling during up or down shifting. Controls to restrict the 4th upshift or to provide appropriate engine braking by using the ECM to determine whether the vehicle is traveling uphill or downhill. The ECM sends current to the solenoid valve SL1 and/or SL2 based on signals from each sensor and shifts the gear. The ECM sends current to the shift solenoid valve (DSL) based on signals from each sensor and engages or disengages the lockup clutch. 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. 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, the ECM effects fail-safe control to prevent the vehicles drivability from being affected significantly.

Clutch Pressure Control

Line Pressure Optimal Control Engine Torque Control Shift Control in Uphill/Downhill Traveling (See Page CH-19 in the A246E Automatic Transaxle) Shift Timing Control Lock-up Timing Control N to D Squat Control

Diagnosis

Fail-safe

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CH-35

Construction The configuration of the electronic control system in the U240E automatic transaxle is as shown in the following chart.

SENSORS CRANKSHAFT POSITION SENSOR NE SL1

ACTUATORS

SOLENOID VALVE SL1

ENGINE COOLANT TEMP. SENSOR

THW SL2 VTA SOLENOID VALVE SL2

THROTTLE POSITION SENSOR

PARK/ NEUTRAL POSITION SWITCH

NSW
R, D, 2, L

SLT

SOLENOID VALVE SLT

ABS SPEED SENSOR S4 SKID CONTROL ECU ECM SPD DSL NC SOLENOID VALVE DSL SOLENOID VALVE S4

COMBINATION METER

COUNTER GEAR SPEED SENSOR

INPUT TURBINE SPEED SENSOR

NT

MALFUNCTION INDICATOR LAMP

STOP LIGHT SWITCH

STP ODLP O/ D OFF INDICATOR LIGHT

FLUID TEMPERATURE SENSOR

THO

OVERDRIVE SWITCH

ODMS

SIL TC, WFSE

DATA LINK CONNECTOR 3

222CH04

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CHASSIS AUTOMATIC TRANSAXLE

Layout of Component O/D OFF Indicator Light MIL

Counter Gear Speed Sensor ECM

DLC3 Stop Light Switch Overdrive Switch Solenoid Valve SL1 Park/Neutral Position Switch Input Turbine Speed Sensor Solenoid Valve SLT Solenoid Valve SL2 Fluid Temp. Sensor

Solenoid Valve S4 Solenoid Valve DSL

222CH05

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CH-37

Construction and Operation of Main Component 1) Fluid Temperature sensor A fluid temperature sensor is installed in the valve body for direct detection of the fluid temperature. The fluid temperature sensor is used for adjusting clutch and brake pressures to keep the shift quality smooth. 2) Speed Sensors The U240E automatic transaxle has 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

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CHASSIS AUTOMATIC TRANSAXLE

Clutch Pressure Control 1) 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. This 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 are realized.

Signals from Individual Sensors

ECM SL1 SL2 C2 Accumulator Solenoid Valve SL2 OFF C2 Clutch ON C2 C2 Control Valve
161ES15

B1 Accumulator Solenoid Valve SL1 OFF B1 Brake ON B1

B1 Control Valve

2) Clutch Pressure Optimal Control The ECM monitors the signals from various types of sensors 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. Smooth shift characteristics are the result.

Input Shaft rpm

Target rpm Change Ratio

ECM
Practical rpm Change Ratio

Signals from Various Sensor Engine rpm Engine Torque Information Fluid Temperature

Time

Engine

Input Turbine Speed Sensor

SL2
Clutch/Brake Pressure Solenoid Drive Signal

SL1

Output Shaft Torque

Time
198CH32

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CH-39

Line Pressure Optimal Control Through the use of the solenoid valve SLT, the line pressure is optimally controlled in accordance with the engine torque 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, driving conditions, and the ATF temperature, thus achieving smooth shifts and optimizing the workload in the oil pump. Line Pressure

Primary Regulator

Solenoid Valve SLT

Solenoid Drive Signal

Fluid Pressure Transaxle
Current

Input Turbine Speed Sensor Fluid Temperature Shift Position

Pump

Throttle Pressure
Engine

Throttle Valve Opening

Intake Air Volume Engine Coolant Temperature Engine rpm

ECM
161ES26

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CHASSIS AUTOMATIC TRANSAXLE

Diagnosis D When the ECM detects a malfunction, It makes a diagnosis and memorizes the failed section. Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks to inform 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. For details, see the 2003 Corolla Matrix Repair Manual (Pub.No.RM940U). Service Tip The length of time to clear the DTC by disconnecting the battery terminal has been changed from 10 seconds to 1 minute.

Fail Safe This function minimizes the loss of operation when any abnormality occurs in a sensor or solenoid.
"

Fail Safe List A Malfunction Part 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 SL2 is abnormal Solenoid Gear SL1 SL2 S4 ON # x OFF 3rd OFF OFF x OFF OFF # ON ON 3rd

Speed Sensor Fluid Temp. Sensor Counter Gear Speed Sensor Solenoid Valve SL1, SL2, and S4

When shift solenoid SL1 is abnormal When all solenoids are normal Traveling 3rd or 4th Traveling 1st or 2nd Solenoid Solenoid Solenoid Gear Gear Gear SL1 SL2 S4 SL1 SL2 S4 SL1 SL2 S4 ON # ON ON OFF 1st x OFF 3rd x* ON OFF 2nd OFF ON # OFF ON OFF 2nd x OFF 3rd x* ON OFF 2nd OFF OFF OFF # # OFF OFF OFF 3rd x OFF OFF 3rd x* 3rd ON ON OFF # OFF OFF ON 4th x OFF ON 4th x* ON 3rd ON

OFF

3rd

OFF

4th

*: B1 is constantly operating.

(Continued)

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CH-41

When S4 is abnormal Solenoid SL1 SL2 ON ON S4 x Gear

When SL1 and SL2 are abnormal Solenoid SL1 x SL2 x S4 OFF Gear

When SL1 and S4 are abnormal Traveling 3rd or 4th Solenoid SL1 x SL2 ON # OFF ON # OFF OFF # ON OFF # ON S4 x Gear SL1 x Traveling 1st or 2nd Solenoid SL2 ON S4 x Gear

1st

3rd

3rd

2nd

OFF

ON

2nd

OFF

3rd

3rd

ON OFF # ON OFF # ON

2nd

OFF OFF

3rd

OFF

3rd

3rd

2nd

OFF OFF

4th

ON

4th

3rd

2nd

When SL2 and S4 are abnormal Solenoid SL1 ON # OFF OFF OFF OFF SL2 x x x x S4 x x x x Gear

When SL1, SL2 and S4 are abnormal Solenoid SL1 x x x x SL2 x x x x S4 x x x x Gear

3rd 3rd 3rd 3rd

3rd 3rd 3rd 3rd

7. Shift Control Mechanism

D The overdrive switch is a momentary type. D The shift lock system consists of the key interlock device and shift lock mechanism, has been adopted. D An EA (Energy Absorbing) mechanism has been adopted in the shaft of the shift lever to dampen the impact that is directed to the driver during a collision. The basic construction and operation of the third item above are the same as those of the A246E automatic transaxle model. For details, see page CH-21 in the A246E Automatic Transaxle section.