Continuously Variable Transaxle (CVT) : Group 23

23-1
GROUP 23
CONTINUOUSLY
VARIABLE
TRANSAXLE (CVT)
CONTENTS
CVT. . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2 ELECTRONIC CONTROL SYSTEM . . . . . . 23-25

GENERAL INFORMATION. . . . . . . . . . . . . 23-2 CONTROL DESCRIPTION . . . . . . . . . . . . . 23-25
PRINCIPLE OF IMPROVEMENTS IN FUEL CVT CONTROL . . . . . . . . . . . . . . . . . . . . . . 23-26
ECONOMY AND PERFORMANCE LINE PRESSURE CONTROL . . . . . . . . . . . 23-30
WITH CVT. . . . . . . . . . . . . . . . . . . . . . . . . . 23-4 DIRECT CONTROL (TORQUE CONVERTER
DESCRIPTION OF STRUCTURE AND CLUTCH CONTROL) . . . . . . . . . . . . . . . . . 23-31
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 23-6 CONTROL BETWEEN N (P) AND D (R). . . 23-31
SECTIONAL VIEW . . . . . . . . . . . . . . . . . . . 23-6 CONTROLLER AREA NETWORK (CAN)
TORQUE CONVERTER . . . . . . . . . . . . . . . 23-7 COMMUNICATION . . . . . . . . . . . . . . . . . . . 23-32
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7 SELF-DIAGNOSIS FUNCTION . . . . . . . . . . 23-32
FORWARD/REVERSE SWITCHING
MECHANISM . . . . . . . . . . . . . . . . . . . . . . . 23-8 TRANSAXLE CONTROL . . . . . . . . . . 23-34
FINAL DRIVE AND DIFFERENTIAL. . . . . . 23-8 GENERAL INFORMATION . . . . . . . . . . . . . 23-34
PULLEY AND STEEL BELT . . . . . . . . . . . . 23-9 SELECTOR LEVER ASSEMBLY . . . . . . . . 23-35
TRANSMISSION FLUID WARMER CVT ERRONEOUS OPERATION
(TRANSMISSION FLUID COOLER). . . . . . 23-11 PREVENTION MECHANISMS . . . . . . . . . . 23-36
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . 23-12 SHIFT LOCK MECHANISM . . . . . . . . . . . . 23-36
OIL PRESSURE CONTROL SYSTEM . . . . 23-16 KEY LOCK MECHANISM . . . . . . . . . . . . . . 23-38
CONTROL DESCRIPTION . . . . . . . . . . . . . 23-16 PADDLE SHIFT
SHIFT MECHANISM. . . . . . . . . . . . . . . . . . 23-18 <VEHICLES WITH SPORT MODE> . . . . . . 23-38
23-2 CONTINUOUSLY VARIABLE TRANSAXLE (CVT)
CVT
CVT
GENERAL INFORMATION
M2231000100132
The new CVT has been developed to achieve excel- achieve "high driving performance" and "better fuel
lent fuel economy, further easy driving, and fun to economy." Depending on the driving conditions, the
drive. This CVT has achieved a quick and smooth comfortable pulley ratio is automatically and continu-
acceleration feel suitable for LANCER, when the ously selected from low to overdrive, ensuring
vehicle accelerates from any speeds. The CVT com- driver-intended smooth driving without shift shocks
bines "torque converter" and "continuously variable due to acceleration pedal operation.
transaxle mechanism by steel belt and pulley" to .
SPECIFICATIONS
Item Standard value
Transaxle model F1CJA
Torque converter Model 3-element, 1-stage, 2-phase
Stall torque ratio 1.99
Lock-up Present
Transaxle type Forward automatic continuously variable (steel
belt-driven), reverse 1 speed
Pulley ratio Forward 2.349 −0.394
Reverse 1.750
Shift position P-R-N-D-L or P-R-N-D+6-speed sport mode (with
paddle shift)
Final reduction gear ratio 6.120
Control type Electronically-controlled
Function Shift control Present
Line pressure control Present
Select control Present
Lock-up control Present
Self-diagnosis function Present
Fail-safe function Present
Speedometer gear −(detected by the ABS sensor rotor)
Oil pump Model Vane-type pump
Drive type Driven by the engine, sprocket, and chain
Transmission fluid Brand name DIA QUEEN CVTF-J1
Capacity dm3 (qt) Approximately 7.8 (8.2)
CONTINUOUSLY VARIABLE TRANSAXLE (CVT)
CVT
23-3
SYSTEM CONFIGURATION
<In transaxle>
Forward/
Differential Belt and reverse Torque
Wheel gear
Low gear converter
Engine
pulley switching
mechanism
Sprocket and
chain
Parking
mechanism Oil pressure Oil pump
control system
Electronic control
system
<In control valve>
Secondary Primary
pulley pulley
speed speed
sensor sensor
Crankshaft
position sensor
Transmission
Control device range
switch Accelerator
pedal position
sensor
ECM
TCM
ABS-ECU
Mechanical system
Oil pressure system ETACS-

ECU
Electrical system
CAN communication
AC611123AB
CVT
OVERVIEW
Transmission range switch
Transmission
fluid warmer
(Transmission Secondary pulley
fluid cooler) speed sensor
Primary pulley
speed sensor
AC610077AB
PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY AND PERFORMANCE WITH CVT

M2231001000031
The general concept of CVT is described as follows:
PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY

CVT can continuously vary the pulley ratio, so the
Engine load vehicle can be driven in the high engine fuel effi-
CVT service area
Optimum ciency range all the time, resulting in excellent fuel
fuel ratio economy.
curve
A/T service area

Engine speed
AC507018 AB
CVT
23-5
PRINCIPLE OF IMPROVEMENTS IN POWER PERFORMANCE
The figure shows the maximum driving force diagram
representing the power performance. The compari-
CVT
Engine speed 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
A/T 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
Accelerator fully open
shown.
Vehicle speed
Driving force
: This area can be used effectively
and there is no shift shock.
1st gear CVT

2nd gear
A/T 3rd gear

4th gear
Vehicle speed
AC507017 AB
CVT
DESCRIPTION OF STRUCTURE AND OPERATION

SECTIONAL VIEW
M2231000400014
5 4 3 2
7 6
1
8
23
10 22
11 21
12
20
19
18
17
13 14
16
15
AC505738AB
1. Converter housing 4. Reverse brake

2. Driven sprocket 5. Oil pump
3. Chain 6. Forward clutch
CVT
23-7
7. Planet carrier
8. Primary pulley
9. Sun gear
10. Steel belt
11. Side cover
12. Internal gear
13. Parking gear
14. Secondary pulley
15. Final gear
16. Differential case
17. Idler gear
18. Reduction gear
19. Taper roller bearing
20. Output gear
21. Drive sprocket
22. Input shaft
23. Torque converter
TORQUE CONVERTER
M2231000200010
The torque converter with the "3-element, 1-stage,
2-phase" lock-up mechanism has been adopted.
OIL PUMP
M2231000500011
The 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.
CVT
FORWARD/REVERSE SWITCHING MECHANISM

M2231000600018
P, N range D range R range

Reverse brake (release) Reverse brake (engage)
Reverse brake (release)
Planet carrier
Forward Internal gear (normal rotation)
Internal gear
clutch Forward
Forward
(engage) clutch
clutch
(release) (release)
Sun gear Sun gear

(reverse
Sun gear rotation)
Primary pulley Input shaft

Internal gear Internal gear (slip) Internal gear
Planet carrier (revolution) Planet carrier Planet carrier (revolution)
(slip) (slip) (secure)
Sun gear Sun gear

Sun gear (reverse rotation)
(stop) (revolution)
AC504691AB
• The planetary gear type forward/reverse switch- • The power is input from the torque converter via
ing mechanism has been installed between the the input shaft and hydraulically activates the wet
torque converter and primary pulley. multi-disc device to switch between forward and
reverse gears.
FINAL DRIVE AND DIFFERENTIAL
M2231000700015
Output gear
Primary reduction
Idler gear
Reduction gear
Secondary reduction
Final gear
AC506402 AB
• The reduction gear is a 2-stage composition, the helical.

primary reduction (a pair of the output gear and • The transmission fluid (Mitsubishi genuine
idler gear) and secondary reduction (a pair of the Dia-Queen CVTF-J1) which lubricates the entire
reduction gear and final gear). All the gears are transaxle is also used as lubricant.
CVT
23-9
PULLEY AND STEEL BELT
M2231000800012
Steel belt
Primary pulley
(input side pulley)
Secondary pulley
(output side pulley)
AC504739AC
This unit is comprised of a pair of pulleys of which cally controlled by the primary and secondary pul-
groove width can be changed freely in the axial leys, varying continuously from the low status (pulley
direction, and a steel belt made of a continuous ratio: 2.349) to the overdrive status (pulley ratio:
series of steel elements guided by multilayer steel 0.394) depending on the winding radius of the steel
rings on the both sides. This groove width is hydrauli- belt on the pulley.
STEEL BELT
Steel element:
This is composed of approximately 400 steel elements and two
Approximately 400 12-layer steel rings. The steel belt has the following features.
pieces Other belts such as a rubber belt transfer driving force by their
pulling effect. On the other hand, the steel belt transfers driving
22˚ 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:
Steel ring [Circumference:
approximately 714 mm (28 in)] The secondary pulley hydraulically activates to pinch the ele-
ments. → The elements are pressed outwards to expand. →
AC504740 AB The steel rings hold out against the force. →Tension is gener-
ated at the steel rings. →The elements on the primary pulley
side are pinched between the pulleys. →Friction force is gener-
ated between the steel belt and pulley. This means that the
CVT
steel 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 durability.
PULLEY
11˚ Secondary pulley

Low status: Pulley ratio = r2/r1 Secure pulley
Adjustable pulley
Pulley groove width
Wide
Pulley groove width

Narrow
r1
r2
Primary pulley
Secondary pulley
Secondary pulley
Secure pulley Adjustable pulley
Overdrive status: Pulley ratio = r2/r1
Pulley groove width

Narrow
Pulley groove width

Wide
r1
r2
Primary pulley
Secondary pulley
AC504741AB
The primary and secondary pulleys are both com- pulley. The groove width of the pulley is controlled by
prised of the fixed pulley with 11-degree slope and changing the operating pressure at the primary and
movable pulley. Each has a hydraulic chamber (the secondary pulleys using the engine load (accelerator
primary or secondary chamber) behind the movable angle), primary pulley speed, and secondary pulley
pulley. The movable pulley can slide along the axis speed (vehicle speed) as input signals.
with a ball spline to change the groove width of the
CVT
23-11
TRANSMISSION FLUID WARMER
(TRANSMISSION FLUID COOLER)
M2231000900019
Tranmission fluid cooler The water-cooled transmission fluid warmer (transmission fluid
(Tranmission fluid warmer) cooler) has been adopted. The transmission fluid warmer
(transmission fluid cooler) has been installed directly to the
front of the transaxle to shorten the fluid passage.
The transmission fluid warmer (transmission fluid cooler)
warms the transmission fluid up to an optimum temperature [70
−80° C (158 −176° F) ] quickly for transaxle performance right
after engine start. Once the transmission fluid has reached the
optimum temperature, the warmer starts cooling down the fluid
AC611028AB to stabilize the temperature.
TRANSMISSION FLUID FILTER

The 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.
CVT
POWER FLOW
M2231001100016
P RANGE
Forward clutch (release)
Parking gear (secure)
AC507023AB
• The driving force from the engine is not trans- • The torque from the tires is not transferred to the
ferred to the primary pulley because the forward components upstream of the secondary pulley
clutch and reverse brake are released. because the parking gear is fixed.
CVT
23-13
R RANGE
Reverse brake (engage)
AC507026 AB
• The driving force from the engine rotates the sun • For this reason, the primary pulley rotates in the
gear in the reverse direction because the reverse reverse direction, thus the driving force is output
brake is engaged and the planet carrier is fixed. in the reversed state.
CVT
N RANGE
AC507025AB
• The driving force from the engine is not trans- • The torque from the tires is not transferred
ferred to the primary pulley because the forward because the forward clutch and reverse brake
clutch and reverse brake are released. are released, thus the planet carrier rotates inde-
pendently.
CVT
23-15
D RANGE
Forward clutch (engage)
AC507024 AB
• The driving force from the engine rotates the sun • For this reason, the primary pulley rotates in the
gear in the normal direction via the forward clutch normal direction, thus the driving force is output
because the forward clutch is engaged. in the normal state.
CVT
OIL PRESSURE CONTROL SYSTEM

CONTROL DESCRIPTION
M2231005000033
.
HYDRAULIC CONTROL
The 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 system.
Oil pump
Control valve
Input signals
Primary
Ratio control valve Primary pulley
pulley revolution
Secondary Stepper motor Secondary valve Secondary pulley

pulley revolution
Secondary pressure
Engine solenoid valve
speed
Line pressure Pressure
Throttle solenoid valve regulator valve
opening Forward clutch
TCM
Manual valve
Transmission Reverse brake
fluid temperature
Lock-up/select
switching solenoid valve Clutch regulator valve Select control valve
Transmission Torque converter
engage
range switch Lock-up control valve
Lock-up Torque converter
solenoid valve release
Primary Torque converter
pressure regulator valve
Secondary
pressure Select
switch valve
Oil pressure system

Electrical system Lubricating and
Mechanical system cooling systems
AC504662 AB
.
CVT
23-17
GENERAL INFORMATION REGARDING THE MAIN COMPONENTS
Component Function
Manual valve Distributes the clutch operating pressure to each circuit,
depending on each shift position.
Torque converter regulator valve Regulates the supply pressure to the torque converter to
optimal pressure for the driving conditions.
Clutch regulator valve Regulates the clutch operating pressure depending on the
driving conditions.
Pressure regulator valve Regulates the discharge pressure from the oil pump to optimal
pressure (line pressure) for the driving conditions.
Ratio control valve Controls in/out flow of line pressure to/from the primary pulley
depending on the stroke difference between the stepper motor
and primary pulley.
Lock-up/select switching solenoid valve Controls switching of lock-up solenoid valve control pressure
Select switch valve between when lock-up engagement/disengagement is
performed and when forward/reverse clutch (forward clutch and
reverse brake) engagement/disengagement is performed.
Line pressure solenoid valve Controls the pressure regulator valve.
Lock-up solenoid valve Controls the lock-up control valve.
Lock-up/select switching solenoid valve Controls the select switch valve.
Stepper motor Controls the pulley ratio.
Secondary valve Reduces the line pressure to regulate the secondary pressure.
Select control valve Engages when select. Regulates the forward clutch pressure
and reverse brake pressure.
Lock-up control valve Regulates the engagement pressure and disengagement
pressure of the torque converter.
Secondary pressure solenoid valve Controls in/out flow of the line pressure to/from the secondary
pulley depending on the driving conditions.
CVT
SHIFT MECHANISM
M2231001200013
SHIFTING FROM LOW TO HIGH
Stepper motor
Pulley ratio linkage

Ratio control valve
Line pressure
Primary pulley
Secondary valve
Secondary pulley
AC504742 AB
• No line pressure is applied to the primary pulley • The line pressure is applied to the secondary pul-
because the line pressure circuit is closed by the ley because the secondary valve has moved
ratio control valve. downwards.
CVT
23-19
Stepper motor
Pulley ratio linkage Ratio control valve
Line pressure
Primary pulley
Secondary valve
Secondary pulley
AC504743AB
• The pulley ratio linkage moves to the left by the • The secondary valve moves upwards to drain the
stepper motor. This moves the ratio control valve fluid in the secondary pulley.
linked to the pulley ratio linkage to open the line
pressure circuit, and then the line pressure is
applied to the primary pulley.
CVT
Stepper motor
Ratio control valve

Line pressure
Primary pulley
Steel belt
Adjustable pulley Secondary valve
Secondary pulley
Adjustable pulley
AC504744 AB
• The line pressure applied to the primary pulley • The steel belt is pulled toward the primary pulley
moves the movable pulley to the right, pressing side to move the movable pulley of the secondary
the steel belt outwards to expand. pulley to the right.
• 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.
CVT
23-21
Stepper motor
Line pressure
Primary pulley
Steel belt
Secondary valve
Adjustable pulley
Secondary pulley
AC504745 AB
• When the movable pulley of the secondary pulley • The secondary valve moves downwards to apply
moves to the right, the ratio control valve also the line pressure to the secondary pulley, clamp-
moves to the right to close the line pressure cir- ing the steel belt.
cuit. This completes the shift change process.
CVT
SHIFTING FROM HIGH TO LOW
Stepper motor
Line pressure
Primary pulley
Secondary valve
Secondary pulley
AC504746 AB
• The pulley ratio linkage moves to the right by the • The line pressure is applied to the secondary pul-
stepper motor. This moves the ratio control valve ley because the secondary valve has moved
linked to the pulley ratio linkage to drain the fluid downwards.
in the primary pulley.
CVT
23-23
Stepper motor
Line pressure
Primary pulley
Steel belt
Adjustable pulley
Secondary valve
Secondary pulley
Adjustable pulley
AC504747AB
• The line pressure applied to the secondary pulley • When the movable pulley of the primary pulley
moves the movable pulley to the left, pressing the moves to the left, the ratio control valve starts
steel belt outwards to expand. moving to the left via the pulley ratio linkage
• The steel belt is pulled toward the secondary pul- linked to the movable pulley.
ley side to move the movable pulley of the pri-
mary pulley to the left.
CVT
Stepper motor
Ratio control valve

Line pressure
Primary pulley
Steel belt
Adjustable pulley
Secondary valve
Secondary pulley
Adjustable pulley
AC504748AB
• When the movable pulley of the secondary pulley • When the movable pulley of the primary pulley
moves to the left to press the steel belt outwards moves to the left, the ratio control valve also
to expand, the movable pulley of the primary pul- moves to the left to close the drain circuit. This
ley moves further to the left accordingly. completes the shift change process.
CVT
23-25
ELECTRONIC CONTROL SYSTEM
CONTROL DESCRIPTION
M2231005000044
The electronic control mechanism is comprised of • Line pressure control
various sensors, actuators, and TCM which controls • Control between N (P) and D (R)
them. • Direct control
TCM calculates the vehicle status from various sen- • Engine and CVT integrated control (CAN commu-
sor information and drives each solenoid valve to nication)
perform the following controls: • Self-diagnosis function
• Shift control (INVECS-III, sport mode <Vehicles
without sport mode>)
CONTROL SYSTEM DIAGRAM
Line pressure solenoid valve Transaxle body

Secondary pressure solenoid valve
Lock-up solenoid valve
Lock-up/select switching solenoid valve
Secondary pulley speed sensor Secondary

pulley
ETACS-ECU
Belt
TCM Primary pulley speed sensor Primary
pulley
Accelerator pedal Variable link

position sensor
Stepper motor
Transmission fluid
temperature sensor
Crankshaft
position sensor ECM Secondary pressure sensor
Primary pressure sensor
Transmission range
switch
ABS-ECU Shift switch assembly
<Vehicles with sport mode>
Paddle shift switch
CAN communication <Vehicles with sport mode>
AC610161AB
.
CVT
SENSOR LIST
Name Function
Sensor Primary pulley speed sensor Outputs the primary pulley (input shaft) speed as a
pulse signal to TCM.
Secondary pulley speed sensor Outputs the secondary pulley (output shaft) speed
as a pulse signal to TCM. The pulse signal is
converted to the vehicle speed by TCM.
Transmission fluid temperature sensor Detects the transmission fluid temperature.
Primary pressure sensor Detects the pressure applied to the primary pulley.
Secondary pressure sensor Detects the pressure applied to the secondary
pulley.
Transmission range switch Detects the selector lever position by the
contact-type switch.
Shift switch assembly <Vehicles with sport Detects the request in the sport mode by the
mode> contact-type switch at the selector lever.
Paddle shift switch <Vehicles with sport Detects the operation status of the paddle shift
mode> switch.
CVT CONTROL
M2231001400017
INVECS-III
INVECS-III has been newly developed based on
INVECS-II utilizing continuous variable characteris-
tics of CVT.
TCM
Target wave pattern Gear changing mechanism

creation section control section
Input Selects the Determines how the

pulley ratio stepper motor works Stepper motor Primary pulley
signals
and determines to change pulley
the pulley according to the
change method. target wave pattern.
AC504721AB
To select the pulley ratio which can provide the driv- vehicle speed, accelerator angle. Then, it outputs the
ing force corresponding to the driver's intention and command to the stepper motor, controls in/out flow of
vehicle conditions. TCM selects the optimal pulley the line pressure to/from the primary pulley, positions
ratio and determines the shift strategy to obtain it by the movable pulley of the primary pulley, and controls
detecting the vehicle driving conditions such as the the pulley ratio.
Engine brake feature on the descending
.
slope
Pulley ratio is controlled to obtain the engine brake
suitable for the driver’s feelings.
.
CVT
23-27
Engine brake learning feature on the descending slope
Often use accelerator
HIGH
Pulley ratio
LOW
Often use brake
100%
Throttle opening
Often use accelerator
0%
Acceleration
Often use brake

AC610382 AB
Learning 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 brake.
.
Driving feature on the ascending slope
When driving fast on the ascending

slope
Throttle opening 100%
Target primary 80%
revolution speed
lower limit value 60%
40%
20%
Target primary 0%
revolution speed
Increasing the target primary

revolution speed
When driving in a
normal condition
Vehicle speed
AC610384 AB
If the foot leaves the accelerator pedal during driving

on the ascending slope (called lift foot), driving capa-
bility is secured by preventing excessive upshifting.
.
CVT
Learning feature corresponding to tastes and habits of drivers
Target primary
revolution speed
lower limit value
Driving on the
ascending slope
or driving fast
Target primary
revolution speed
Cruising on
flat road
Secondary revolution speed (vehicle speed)

AC610398 AB
Ratio patterns are continuously switched according

to the driving method of the driver.
RATIO PATTERN
The pulley ratio is controlled based on the ratio pat-
tern for each predetermined range to achieve the
optimal pulley ratio.
<D RANGE>
Engine speed (r/min)

7,000
Throttle opening100%
6,000
Low
5,000
4,000
OD
3,000
2,000
Throttle opening 0%
1,000
0 (0) 50 (31) 100 (62) 150 (93) 200 (124)

Vehicle speed km/h (mph)
AC611605AB
The shift change is performed in the entire shift

range from the lowest to the highest pulley ratio.
CVT
23-29
<L RANGE (VEHICLES WITHOUT SPORT
MODE)>

7,000
Throttle opening100%
6,000
Low
5,000
Throttle opening 0%
4,000
OD
3,000
2,000
1,000
0 (0) 50 (31) 100 (62) 150 (93) 200 (124)

AC611606AB
By limiting the shift range to the area around the low-

est pulley ratio, the powerful driving force and engine
brake is secured.
CVT
<SPORT MODE (VEHICLES WITH SPORT

MODE)>

7,000
6,000
Low 1st 4th

5,000
2nd 3rd 6th
4,000
5th
OD
3,000
2,000
1,000
0 (0) 50 (31) 100 (62) 150 (93) 200 (124)

AC611607AB
When 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
adopted.
LINE PRESSURE CONTROL
M2231001300010
The high-precision line pressure control and second-
ary pressure control have reduced the friction for bet-
ter fuel economy.
Input side
· Throttle opening
· Engine speed Line pressure control
· Primary pulley revolution
· Secondary pulley revolution Normal hydraulic
pressure control
· Stoplight switch signal (Not at selection) Output side
· Transmission range switch Set hydraulic
signal pressure
· Lock-up signal Hydraulic pressure
· Voltage control at selection
(Select control)
· Target pulley ratio
· Transmission fluid
temperature
Feedback control
· Oil pressure sensor
AC504722 AB
CVT
23-31
NORMAL HYDRAULIC CONTROL
The 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 conditions.
SECONDARY PRESSURE FEEDBACK
CONTROL
In 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.
DIRECT CONTROL (TORQUE CONVERTER CLUTCH CONTROL)
M2231007000039
.

7,000
6,000
Low
5,000
Disengaged
4,000
Lock-up
OD
3,000
2,000
1,000
Partial lock-up zone
0 (0) 50 (31) 100 (62) 150 (93) 200 (124)

AC611608AB
By carefully controlling the direct operating pressure

depending on the driving conditions, the shock-free
direct operation from low speed has been achieved.
CONTROL BETWEEN N (P) AND D (R)
M2231001500014
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.
CVT
CONTROLLER AREA NETWORK (CAN) COMMUNICATION

M2231017000030
The information transaxle between each control unit • TCM transmits information such as the rapid
has been ensured via the CAN communication. For deceleration signal, lock-up in progress signal,
further details on CAN, refer to GROUP 54C, CAN torque down request signal to the ECM. It also
P.54C-2. receives information such as the torque down
permission/prohibition signal, lock-up permis-
ENGINE AND CVT INTEGRATED sion/prohibition signal, accelerator angle.
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.
SELF-DIAGNOSIS FUNCTION
M2231001600011
DIAGNOSTIC FUNCTION
TCM 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.
FAIL-SAFE FUNCTION
If 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 sensor.
Item Control content
Secondary pulley speed sensor Performs the shift control depending on the accelerator angle. Also,
prohibits the sport mode and controls as the D range <Vehicles with
sport mode>.
Primary pulley speed sensor 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 <Vehicles with sport mode>.
Transmission range switch Controls as the D range.
Transmission fluid temperature Controls using the fixed value for the fail-safe function.
sensor
Secondary pressure sensor Stops the secondary pressure feedback control and controls the line
pressure using the fixed value for the fail-safe function. Also,
suppresses the engine torque.
Primary pressure sensor Stops the primary pressure feedback control and controls the line
pressure using the fixed value for the fail-safe function. Also,
suppresses the engine torque.
Line pressure solenoid valve Switches the line pressure solenoid valve OFF to achieve the
maximum line pressure.
CVT
23-33
Item Control content
Secondary pressure solenoid valve Switches the secondary pressure solenoid valve OFF to achieve the
maximum secondary pressure.
Lock-up solenoid valve Switches the lock-up solenoid valve OFF to release lock-up.
Stepper motor Switches all the coils A to D of the stepper motor OFF to retain the
pulley ratio just before the abnormality occurs.
Lock-up/select switching solenoid Switches the lock-up/select switching solenoid valve OFF to release
valve lock-up.
Back-up power supply If 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 status.
Paddle shift switch <Vehicles with Prohibits the paddle shift operation.
sport mode>
Shift switch assembly <Vehicles Prohibits the sport mode operation.
with sport mode>
TRANSAXLE CONTROL
TRANSAXLE CONTROL
GENERAL INFORMATION
M2232000600011
The selector lever with the gate-type has been • The shift knob painted in metallic silver with a
adopted. For vehicles with sport mode, in addition to high-grade appearance has been adopted, and
the manual gate of selector lever, the paddle shift for higher level specifications, the genu-
has been equipped around the steering wheel to ine-leather shift knob has been provided.
achieve "Fun to Drive." The selector lever has the • The main components have been made of resin
following features: to reduce weight and number of components.
• The shift gate configuration and the operating • The electrical control-type shift lock mechanism
power at each shift position have been properly with the solenoid to facilitate the tuning work in
tuned, ensuring the firm and smooth operation assembly.
feel. • The cable control-type key interlock mechanism
• The sport mode (6-speed) has been installed to which is field proven has been adopted.
allow the driver to shift manually according to
his/her intention. <Vehicles with sport mode>
<Vehicles without sport mode> <Vehicles with sport mode>
+E
-
-
L
Transaxle control cable
Key interlock cable
Selector lever
assembly
AC611629AB
TRANSAXLE CONTROL
23-35
SELECTOR LEVER ASSEMBLY
M2232002000189
Shift lock release button
P position
detect switch
Shift indicator valve
Shift lock solenoid
Shift switch assembly

Shift lock control relay
AC610078 AB
The electrical control-type shift lock (the shift lever is

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:
Name Function
Shift lock release button If the shift lock system has failed, remove the cover
and press the shift lock release button to release the
shift lock forcibly (mechanically).
Shift indicator bulb Illuminates the present selector lever position in the
shift indicator.
Shift switch assembly <Vehicles with sport mode> Detects the selector lever activation in sport mode.
Shift lock solenoid Switches the shift lock mechanism ON/OFF.
Shift lock control relay Switches the shift lock solenoid power supply circuit
ON/OFF.
P position detection switch Detects the "P" position.
TRANSAXLE CONTROL
CVT ERRONEOUS OPERATION PREVENTION MECHANISMS

SHIFT LOCK MECHANISM
M2232000400017
STRUCTURE OF SHIFT LOCK SYSTEM • Shift lock solenoid

This system is comprised of the following compo- • Shift lock control relay
nents. • P position detection switch
• Lock lever
SHIFT LOCK CIRCUIT
When all of the following conditions are true, the shift lock sole-
noid is energised, allowing the selector lever to move from the
To stoplight To ignition
switch switch P position to another position.
• Ignition switch: ON
• P position detection switch: ON (the selector lever is in the
P position)
Shift lock • Stoplight switch: ON (brake pedal is depressed)
control relay
P position Shift lock

detect switch solenoid
AC507425AB
OPERATIONAL DESCRIPTION
.
SHIFT LOCK STATUS

With 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 sub assembly lever blocks the lever assembly path.
Lock lever inhibits

selecting operation
of the lever
sub-assembly.
Shift lock
solenoid
Lock lever
AC610121 AB
.
TRANSAXLE CONTROL
23-37
SHIFT LOCK RELEASE STATUS
When the ignition switch is ON, the selector lever is in the P
position, and the brake pedal is depressed, the shift lock sole-
Lever sub assembly 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
Lock lever moves to
is performed, enabling the operation.
allow selecting operation
of the lever sub assembly.
Shift lock
solenoid
Lock lever
AC610122 AB
RELEASE USING THE SHIFT LOCK RELEASE

BUTTON
If the shift lock no longer operates properly due to a dead bat-
tery or the like, remove the cover and press the shift lock
Cover 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.
Shift lock release button

operation direction
Lock lever
AC610123 AB
TRANSAXLE CONTROL
KEY LOCK MECHANISM

M2232000500014
This mechanism is basically same as that used for
OUTLANDER.
PADDLE SHIFT <VEHICLES WITH SPORT MODE>
M2232000300021
Down shift lever
AC609992
Up shift lever
Down shift
Up shift
(operate it for 2 seconds or more to return to D range.)
AC611129AB
The paddle-shaped upshift/downshift lever has been NOTE: When the mode is changed to the sport
fitted near the steering wheel to allow the driver to mode using the paddle shift during automatic
operate upshift or downshift with his/her hands kept gear shifting, the sport mode is cancelled under
on the steering wheel. The paddle shift has the fol- the following conditions.
lowing features: .
• The lever on the right of the vehicle is for upshift • The upshift lever is pulled for 2 seconds or
and that on the left is for downshift. more.
• As the paddle shift is fixed on the steering column • The vehicle is stopped.
to maintain the certain position regardless of the • No operation is carried out for 4 minutes and
steering wheel angle, the proper operation can 25 seconds.
be performed without possibility of improper • The main components have been made of mag-
up/down position even when the steering wheel nesium alloy to achieve the considerable weight
is fully turned. reduction and pursue a sporty impression.
• 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 operation.

Continuously Variable Transaxle (CVT) : Group 23

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Continuously Variable Transaxle (CVT) : Group 23

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23-1

CVT. . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2 ELECTRONIC CONTROL SYSTEM . . . . . . 23-25

<In control valve>

Oil pressure system ETACS-

PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY AND PERFORMANCE WITH CVT

PRINCIPLE OF IMPROVEMENTS IN FUEL ECONOMY

A/T service area

1st gear CVT

A/T 3rd gear

DESCRIPTION OF STRUCTURE AND OPERATION

1. Converter housing 4. Reverse brake

FORWARD/REVERSE SWITCHING MECHANISM

P, N range D range R range

Sun gear Sun gear

Primary pulley Input shaft

Sun gear Sun gear

• The reduction gear is a 2-stage composition, the helical.

steel elements which transfer the driving force by compression

11˚ Secondary pulley

Pulley groove width

Pulley groove width

Pulley groove width

TRANSMISSION FLUID FILTER

Reverse brake (release)

Forward clutch (release)

Parking gear (secure)

Reverse brake (engage)

Forward clutch (release)

Reverse brake (release)

Forward clutch (release)

Reverse brake (release)

Forward clutch (engage)

OIL PRESSURE CONTROL SYSTEM

Secondary Stepper motor Secondary valve Secondary pulley

Oil pressure system

SHIFTING FROM LOW TO HIGH

Pulley ratio linkage

Pulley ratio linkage Ratio control valve

Ratio control valve

Adjustable pulley Secondary valve

Pulley ratio linkage Ratio control valve

SHIFTING FROM HIGH TO LOW

Pulley ratio linkage Ratio control valve

Pulley ratio linkage Ratio control valve

Ratio control valve

CONTROL SYSTEM DIAGRAM

Line pressure solenoid valve Transaxle body

Lock-up solenoid valve

Lock-up/select switching solenoid valve

Secondary pulley speed sensor Secondary

Accelerator pedal Variable link

Target wave pattern Gear changing mechanism

Input Selects the Determines how the

Often use brake

Learning compensation is made to meet the tastes of

Driving feature on the ascending slope

When driving fast on the ascending

Increasing the target primary

If the foot leaves the accelerator pedal during driving