TO INDEX

F5 TRANSMISSION CONTROL

AUTOMATIC TRANSAXLE (A4B) ------------- F5 - 1

OUTLINE ----------------------------------------- F5 - 1
DESCRIPTION ------------------------------- F5 - 1
SYSTEM DRAWING ----------------------- F5 - 1
SYSTEM WIRING DIAGRAM ------------ F5 - 2
LOCATION OF COMPONENTS--------- F5 - 4
CONTROL---------------------------------------- F5 - 5
RESTRICTIONS ON GEARSHIFTS --- F5 - 5
LOCKUP CONTROL ----------------------- F5 - 7
UPHILL GEAR SHIFT CONTROL ------ F5 - 7
ELECTRONIC LINE PRESSURE
CONTROL------------------------------------- F5 - 8
TORQUE REDUCTION CONTROL ---- F5 - 8
SQUIRT CONTROL ------------------------ F5 - 8
COMMUNICATION WITH ENGINE
CONTROL COMPUTER------------------- F5 - 9
CAN COMMUNICATION ------------------ F5 - 9
DIAGNOSIS (ONBOARD
DIAGNOSIS FUNCTION)---------------- F5 - 10
FAIL-SAFE FUNCTION ------------------ F5 - 11
COMPONENTS ------------------------------- F5 - 12
TRANSMISSION CONTROL
COMPUTER -------------------------------- F5 - 12
TURBINE REVOLUTION SENSOR ,
OUTPUT REVOLUTION SENSOR --- F5 - 13
ENGINE REVOLUTION SPEED
SIGNAL--------------------------------------- F5 - 14
NEUTRAL START SWITCH ------------ F5 - 14
O/D OFF SWITCH------------------------- F5 - 14
OIL TEMPERATURE SENSOR -------- F5 - 15
SOLENOID NO.1 -------------------------- F5 - 15
SOLENOID NO.2 , SOLENOID NO.3 F5 - 15
DUTY SOLENOID ------------------------- F5 - 16
LUC SOLENOID , SWITCH
SOLENOID ---------------------------------- F5 - 16

F5
F5–1
ÄAUTOMATIC TRANSAXLE (A4B)
1 OUTLINE
1-1 DESCRIPTION
1.The transmission control system consists of the transmission control computer, sensors, switches, sole-
noid valves, etc. The transmission control system performs the gear shift control, clutch-to-clutch con-
trol, lockup control, etc.
2.For cases where the system encounters abnormality, there provided are the diagnosis function that
informs the driver or mechanics of the abnormality and the failsafe function that assures the minimum
running performance and system protection. Furthermore, for improved serviceability, the system is
compatible with the diagnostic tester (DS(21).
1-2 SYSTEM DRAWING

Solenoid No.1
Solenoid No.2
Oil temperature sensor Turbine revolution Output revolution Solenoid No.3
sensor sensor
Neutral start switch Duty solenoid
A/T unit LUC solenoid
Oil temperature
Shift position

Switch solenoid
Output rpm

Turbine rpm

CAN communication CAN communication

Throttle opening degree Shift range information
Engine water temperature condition O/D OFF lamp request
Engine torque A/T warning request
Stop lamp switch Vehicle speed
Engine control (vehicles not equipped with ABS) Combination meter
(vehicles not equipped with ABS) Transmission control computer
computer Completion signal of
Shift range information A/T learning values
Torque reduction request erasing operation
ECU-T terminal
Engine rpm
Malfunction diagnosis device
(vehicles equipped with ABS)
Stop lamp switch
CAN communication

ABS ECU
T11K1509ES33
 F5–2
1-3 SYSTEM WIRING DIAGRAM

Neutral start switch Solenoid No.1

C15 P B1+ C6

B7 R B1- C5
Solenoid No.2
C24 N C2+ C4

C17 D C2- C3
Solenoid No.3
C16 2 C3B2+ C2

C25 L C3B2- C1
Duty solenoid
Back lamp
LUCC C23

LUC solenoid
C9 VBTB

Transmission control computer

Turbine LUCR C11
revolution C10 RTBN
sensor C20 ETBN Switch solenoid

SOLR C12
Output C7 VBOP
revolution C8 ROPT
sensor O/D OFF switch
C18 EOPT O/D1 B22

B24 E1
B6 E01
STR B16 To starter relay magnetic
B5 E02
Fluid temperature
sensor To EFI ECU
LCN1 B19
C14 OTMP To meter
HCN1 B9 (CAN comunication)
C13 ETMP
IG switch REG1 B8 EFI ECU
IG1 IG2 ECU IG2
B3 +B1 ABS equipped vehicles
CANH B10
To ABS ECU
(CAN comunication)
CANL B20
AM2

ECU B SIO1 B17 DLC

B2 BAT1
B1 BAT2
F/L

Battery

T11K5524ES44
F5–3
Transmission control computer terminal name

10 9 8 7 6 5 4 3 2 1 6 5 4 3 2 1 6 5 4 3 2 1
22 21 20 19 18 17 16 15 14 13 12 11 16 15 14 13 12 11 10 9 8 7 17 16 15 14 13 12 11 10 9 8 7
30 29 28 27 26 25 24 23 24 23 22 21 20 19 18 17 26 25 24 23 22 21 20 19 18

A B C

T11K5006S10

1.Connectors A
This connector is not used.
2.Connectors B
Ter Ter-
mi- mi-
Terminal code Terminal name Terminal code Terminal name
nal nal
No. No.
1 BAT2 Backup power supply 13 ( (
2 BAT1 Backup power supply 14 ( (
3 'B1 ECU power supply 15 ( (
4 ( ( 16 STR Starter relay output circuit
5 E02 A/T power system earth 17 SIO1 Diagnostic tester communication
6 E01 A/T power system earth 18 ( (
7 R Neutral start switch (R) 19 LCN1 CAN communication LO (1)
8 REG1 Engine revolution speed 20 CANL CAN communication LO (2)
9 HCN1 CAN communication HI (1) 21 ( (
10 CANH CAN communication HI (2) 22 O/D1 O/D OFF switch
11 ( ( 23 ( (
12 ( ( 24 E1 Sensor earth

3.Connectors C
Ter Ter-
mi- mi-
Terminal code Terminal name Terminal code Terminal name
nal nal
No. No.
1 C3B2( Solenoid No.3 (() 14 OTMP Fluid temperature sensor
2 C3B2' Solenoid No.3 (') 15 P Neutral start switch (P)
3 C2( Solenoid No.2 (() 16 2 Neutral start switch (2)
4 C2' Solenoid No.2 (') 17 D Neutral start switch (D)
5 B1( Solenoid No.1 (() 18 EOPT Output revolution sensor earth
6 B1' Solenoid No.1 (') 19 ( (
7 VBOP Output revolution sensor power supply 20 ETBN Turbine revolution sensor earth
8 ROPT Output revolution sensor 21 ( (
9 VBTB Turbine revolution sensor power supply 22 ( (
10 RTBN Turbine revolution sensor 23 LUCC Duty solenoid
11 LUCR LUC solenoid 24 N Neutral start switch (N)
12 SOLR Switch solenoid 25 L Neutral start switch (L)
13 ETMP Fluid temperature sensor 26 ( (
 F5–4
1-4 LOCATION OF COMPONENTS

Combination meter

O/D OFF switch

DLC

ABS ECU

Transmission control
computer

Turbine revolution
sensor
Neutral start switch
Switch solenoid
Engine control computer
LUC solenoid
Output revolution sensor
Duty solenoid
Solenoid No.2 Fluid temperature sensor
Solenoid No.1 Solenoid No.3

T11K5540ES44
F5–5
2 CONTROL
2-1 RESTRICTIONS ON GEARSHIFTS
2-1-1 DESCRIPTION
1.The transmission control computer determines the optimum gear position and lockup ON/OFF accord-
ing to the driving condition based on the signals from each sensor and drives each solenoid valve so
as to perform gear shifting and lockup control.
2.The gear shifting pattern for each shift range and mode is as follows.
Gear shift and lockup pattern
Gear shift mode Automatic gear shifting mode
O/D ON 1#2#[3]#[4]
D
O/D OFF 1#2#[3]"(4)
L 1#2"(3)"(4)
F 1"(2)"(3)"(4)
;The brackets [ ] indicates that the lockup operation is possible. However, no operation takes place with the transmission fluid
temperature is low.
; The parentheses ( ) indicates the low gear inhibitor control during a high-speed running.
2-1-2 DETERMINATION OF GEAR POSITION AND LOCKUP ON/OFF
(1) Automatic gear shifting mode
1.When the shift lever is at the D, L or F range, the transmission control computer judges that the mode
is the automatic shifting mode and determines the gear position and lock up ON/OFF according to the
vehicle speed and throttle opening degree signal, based on the selected gear shift diagram.
2.
(2) Control of prohibition of low speed gear during high speed running
If a request of downshift is received due to the change in the shift range when running at a high speed,
the current gear position is retained until the vehicle speed reaches below the set vehicle speed in order
to prevent the engine from rotating at an excessively high speed.
(3) Rereverse inhibitor control
In order to avoid danger if the shifting is mistakenly made to I range while running forward, the gear posi-
tion is kept in the neutral position until the speed becomes below the set vehicle speed.
(4) Restrictions on gear shifting during low temperature
When the transmission oil temperature is still low immediately after the vehicle starts running at the time
when the temperature is very low, the following restriction is provided for the gear shifting.
Restrictions on gear shifting during low temperature
Transmission oil temperature Restrictions on gearshifts
Below (10 Shift to 3rd is prohibited.
Below 10 Shift to 4th is prohibited.
 F5–6
2-1-3 RESTRICTIONS ON GEARSHIFTS
(1) Description
Based on the current gear shift range and the target gear shift range that has been determined, the trans-
mission control computer controls each solenoid valve of such solenoids as the solenoid No.1, solenoid
No.2, solenoid No.3, duty solenoid, LUC solenoid and switch solenoid.
The operating condition of each solenoid valve at each gearshift range is as follows.
Solenoid operating table
Duty LUC Switch
Solenoid No.1 Solenoid No.2 Solenoid No.3
Solenoid solenoid solenoid
Hrange
) < < < ) <
neutral
Neutral ) < < ) ) <
Reverse ) < )~ 2 ) ) <~ 3
4th < < )~ 2 )~ 1 )~ 1 )
3rd ) ) )~ 2 )~ 1 )~ 1 )
2nd < ) < ) ) <
1st(D;L) ) )~ 6 < )~ 4 ) <~ 5
1st(F) ) ) )~ 6 < ) <
Remarks <6Energized condition, )6Not-energized condition
~1: Lockup control condition after engagement<
~2: Line pressure-regulating condition after engagement<
~3: Line pressure-regulating condition after engagement)
~4: During line pressure control when vehicle is parked with shift lever placed in D range<
~5: During line pressure control when vehicle is parked with shift lever placed in D range)
~6: The control state when the vehicle is stopped is <.

(2) Clutch-to-clutch control

For smooth and good responding gearshift, the hydraulic pressures at the disengaging side clutch
(brake) and the engaging side clutch (brake) are finely controlled at the same time during the gear shift-
ing transient period, thus preventing the engine from racing and the planetary gear from being interlocked
during the gear shifting transient period.
The transmission control computer performs the feedback control for the solenoid valve of the clutches
(brakes) at the engaging side and disengaging side based on the engine torque information from the
engine control computer and the transmission oil temperature so that the change in the turbine rotation
speed may become the target change rate. In this way, the torque fluctuation of the output shaft can be
made ideal.
By learning the hydraulic pressure at time of engagement according to the changes of the engine and
transmission that occur as the time elapses, the control is automatically compensated, thus preventing
changes in shift feeling that take place as the time elapses.
Refer to Page F3-13.
F5–7
2-2 LOCKUP CONTROL
2-2-1 DESCRIPTION
By directly connecting the lockup clutch completely at the high speed vehicle zone, slipping of the torque
converter is eliminated, thus increasing the transmission efficiency.
The ON/OFF of the lockup clutch is performed by controlling the LUC solenoid and duty solenoid.
When the lockup clutch is turned ON, the LUC solenoid is turned ON first. Then, the duty solenoid is con-
trolled, and the hydraulic pressure at the disengagement side is controlled. In this way, the transmission
torque capacity of the lockup clutch is controlled at the specified time gradient, thus preventing shocks
at the time of actuation.
When the lockup clutch is turned OFF, the hydraulic pressure is applied gradually to the disengagement
side by controlling the duty solenoid. When the lockup clutch is turned OFF, the LUC solenoid is turned
OFF.
Refer to Page F3-3.

Lockup operation gearshift range

1st 2nd 3rd 4th
Drange Direct connecting control ) ) < <
<6Operative, )6Inoperative
Solenoid operating condition
Lock up clutch LUC solenoid Duty solenoid
At time of OFF ) )
At time of OFF#ON (Transient period) < -
At time of ON (Direct connection control) < <
<6Completely-energized condition, -6During duty control, )6Not-energized condition
2-3 UPHILL GEAR SHIFT CONTROL
1.The uphill gear shift control performs control over the upshift to the 4th gear and switching of the lock-
up zone when driving on the uphill road which has up and down gradients. Thus, comfort driving can
be possible during uphill driving without sacrificing fuel economy during running at a flat area.
2.The uphill driving is detected by comparing the vehicle acceleration on the flat road, which is obtained
from the throttle opening degree, vehicle speed and gear range, with the actual acceleration obtained
from the vehicle speed. If the uphill driving is detected, a gearshift to the 4th gear is prohibited and
the lockup zone is switched. This removes frequent gear shifting between the 3rd gear and 4th gear,
thus realizing smooth and comfort driving.
3.In order to give priority to the driver's will, the uphill gear
shift control is performed only when the shift range is at
the D range and the O/D is turned ON.

Conventional
method 4th 3rd 4th 3rd 4th
Gear shift point
control during 4th 3rd 4th
grade climbing T11K1020ET10
 F5–8
2-4 ELECTRONIC LINE PRESSURE CONTROL
1.For improved fuel consumption, the load of the oil pump is reduced by regulating the line pressure at
the time of the 3rd, 4th and reverse gears (after completion of gear shifting) and when the vehicle
stops with the shift lever placed in the D range.
2.At the time of the 3rd, 4th and reverse gears (after completion of gear shifting), the line pressure is reg-
ulated according to the turbine torque. Moreover, the line pressure is regulated by the solenoid No. 3.
3.When the vehicle is parked with the shift lever placed in the D range, the line pressure drops.
Moreover, the drop in the line pressure will be achieved by turning ON the duty solenoid (duty ratio
100%) and turning OFF the switch solenoid.
2-5 TORQUE REDUCTION CONTROL
In order to reduce the fluctuation of the output shaft torque Retard

Ignition timing
during gearshifts and reduce gear shifting shocks, the engine
output torque is temporarily reduced by retarding the engine
ignition timing during the gear shifting transient period, thus
allowing the gearshift control elements (clutches and brakes) Time

in the transmission to engage smoothly. With torque reduction control

The engine timing is retarded when the transmission control Without torque reduction control
Reduction of
computer outputs the torque reduction request signal to the torque fluctuation

(driving force)
Output shaft torque
engine control computer.

During the transient of gear shifting

Time

2-6 SQUIRT CONTROL T04K1046ET16

When starting off, if the shift lever is switched from G range to D (L, F) range with the accelerator fully
closed and brake applied, a gearshift to the 2nd gear (N!2nd!1st) is temporarily made, thus avoiding
sudden torque change and preventing the vehicle body from moving downward.
F5–9
2-7 COMMUNICATION WITH ENGINE CONTROL COMPUTER
1.The transmission control computer performs communication with the engine control computer by
means of two CAN communication lines and one serial communication line.
2.With regard to the input/output information by the CAN communication, refer to the section under "CAN
communication."
Refer to Page F5-9.

3.The input information by the serial communication includes the engine revolution speed signal.

CAN communication
QShift range information
QTorque reduction request

QThrottle opening degree

Transmission QEngine torque Engine
control QWater temperature control
computer computer

Engine rpm

T11K1021ES16

2-8 CAN COMMUNICATION

1.The transmission control computer performs input/output of some signals by means of the CAN com-
munication for the engine control computer, ABS ECU and combination meter. The transmission con-
trol computer sends and receives the information and data for plural items by means of a pair of com-
munication line (twist pair line).
For the details of the CAN communication, refer to the section under "CAN communication system".
Refer to Page L2-1.

2.The input information by the CAN communication with the engine control computer includes the throt-
tle opening degree signal, engine torque signal, engine water temperature condition (warm up condi-
tion) signal, and stop lamp switch signal (only vehicles without ABS). The output information includes
the shift range information signal, torque reduction request signal, and vehicle speed signal (only vehi-
cles without ABS).
3.As regards the input information by the CAN communication with the ABS ECU, there is information,
such as the stop lamp switch signal.
4.The input information by the CAN communication with the combination meter includes the ECU(T ter-
minal signal, etc. The output information includes the shift range information signal, O/D OFF lamp
request signal, A/T warning request signal and A/T learning value deletion completion signal.
5.As for the list of principle CAN communication signals, refer to the section under "Communication data
of CAN communication system."
Refer to Page L2-10.
 F5–10
2-9 DIAGNOSIS (ONBOARD DIAGNOSIS FUNCTION)
2-9-1 DESCRIPTION
This trouble diagnosis function informs the inspector of abnormality items by means of a computer if
abnormality occurs in the input/output sections of the system. The diagnosis items have 25 items, includ-
ing six solenoid checking items that are done during the normal state. If abnormality takes place, the
computer memorizes abnormality items. This memorizing is done directly by the battery power.
Therefore, even if the IG switch is set to the ACC or LOCK position, the diagnosis result remains memo-
rized. If abnormality takes place in the important items during running, a warning function will inform the
driver of the abnormality.
CAUTION
• Certain items only are not memorized.
F5–11
2-10 FAIL-SAFE FUNCTION
This is the function which performs controlling to keep the best possible running ability even if abnormal-
ity takes place in the input/output signal system of the transmission control computer.
When the system has resumed the normal state after detecting abnormality once, the failsafe function is
released, but the diagnosis result remains. (except certain codes)
The warning lamp (O/D OFF lamp) is made to flash while the failsafe function is operating. (except cer-
tain functions)
Fail-safe specifications
Failsafe control
Contents of malfunctions Contents of fail-safe control
release condition
Battery system power supply ab- The gear is fixed to the 3rd gear after malfunction is After resuming the normal state, re-
normality detected. leased when the IG SW is set once
to ACC or LOCK position.
Sensor system power supply ab- The gear is fixed to the 3rd gear after malfunction is After resuming the normal state, re-
normality detected. leased when the IG SW is set once
to ACC or LOCK position.
Abnormal engine torque ; The engine torque is set to a constant value. After resuming the normal state, re-
; When a malfunction is detected, a gearshift to the leased at the vehicle speed of 0
3rd gear takes place. Then, gear shifting between km/h in P or N range.
the 1st ( 3rd gears take place according to the
vehicle speed and throttle opening angle.
No turbine rotation input The gear is fixed to the 3rd gear when malfunction After resuming the normal state, re-
is detected. Then, 1(3 gearshift is performed leased at the vehicle speed of 0
depending upon the vehicle speed and throttle km/h in P or N range.
opening degree.
Open circuit and short circuit of oil The gear is fixed to the 3rd gear when malfunction After resuming the normal state, re-
temperature sensor circuit is detected. Then, 1(3 gearshift is performed leased at the vehicle speed of 0
depending upon the vehicle speed and throttle km/h in P or N range.
opening degree.
Throttle sensor abnormality ; The throttle opening angle is set to a constant After resuming the normal state, re-
value. leased at the vehicle speed of 0
; When a malfunction is detected, a gearshift to the km/h in P or N range.
3rd gear takes place. Then, gear shifting between
the 1st ( 3rd gears take place according to the
vehicle speed.
No output rotation input ; When the sensor system is malfunctioning, the ; When the sensor system is mal-
gear is set to the one employed at the time of the functioning, after it returns to the
malfunction detection. normal condition,
Then, when the vehicle stops once, the gear is set the releasing will take place when
to the 1st gear. the vehicle speed drops to 0 km/h
; When the A/T main body is malfunctioning, the with the shift lever placed in the P or
gear is set to the 1st gear. N range.
; When the A/T main body is mal-
functioning, after it returns to the
normal condition, the releasing will
take place
when the IG SW is set to the "ACC"
or "LOCK" position once.
Neutral start switch The normal gear shift control is performed with the The fail-safe function is released
no input shift position set to D range. when the system returns to the nor-
mal condition.
Neutral start switch The normal gear shift control is performed with the The fail-safe function is released
multiplex input shift position set to D range. when the system returns to the nor-
mal condition.
 F5–12
Open wire and short circuit of so- ; The energizing to the solenoid judged to be mal- After resuming the normal state, re-
lenoid No.1 circuit functioning will be prohibited. leased when the IG SW is set once
Open wire and short circuit of so- ; At the time of short circuit, a gearshift to the 3rd to ACC or LOCK position.
lenoid No.2 circuit gear will take place. Then, gear shifting between
Open wire and short circuit of so- the 1st ( 3rd gears take place according to the
lenoid No.3 circuit vehicle speed and throttle opening angle, using the
Open wire and short circuit of duty normal solenoid.
solenoid circuit However, in the case of short circuit of the No. 3
Open wire and short circuit of LUC solenoid and switch solenoid, the gear will be set to
solenoid circuit the 3rd gear.
Open wire and short circuit of ; In the case of open wire and when plural sole-
switch solenoid circuit noids are malfunctioning, the gear will be set to the
3rd gear.
The lockup rotation speed does The lockup is prohibited. After resuming the normal state, re-
not match. leased at the vehicle speed of 0
km/h in P or N range.
Abnormal signal receiving of ; The throttle opening angle and engine torque are After resuming the normal state, re-
communication line with EFI set to constant values. leased at the vehicle speed of 0
; When a malfunction is detected, a gearshift to the km/h in P or N range.
3rd gear takes place. Then, gear shifting between
the 1st ( 3rd gears take place according to the
vehicle speed.
Abnormal signal sending of com- ; The throttle opening angle and engine torque are After resuming the normal state, re-
munication line with EFI set to constant values. leased at the vehicle speed of 0
; When a malfunction is detected, a gearshift to the km/h in P or N range.
3rd gear takes place. Then, gear shifting between
the 1st ( 3rd gears take place according to the
vehicle speed.
No engine rotation input The gear is fixed to the 3rd gear when malfunction After resuming the normal state, re-
is detected. Then, 1(3 gearshift is performed leased at the vehicle speed of 0
depending upon the vehicle speed and throttle km/h in P or N range.
opening degree.

3 COMPONENTS
3-1 TRANSMISSION CONTROL COMPUTER
The transmission control computer is located at the front pil-
lar lower inner panel at the front passenger seat side.

T11K1022T10
F5–13
3-2 TURBINE REVOLUTION SENSOR , OUTPUT REVOLUTION SENSOR
3-2-1 DESCRIPTION
The turbine revolution sensor and output revolution sensor are installed at the upper section of the
transaxle case.
The revolution sensor employs the magnetic type revolution sensor which utilizes the Hall element, thus
making it possible to detect the rotation speed accurately.
The turbine revolution sensor detects the rotation speed of the front clutch drum (number of sensor rotor
teeth: 30).
The output revolution sensor detects the rotation speed of the output shaft (number of sensor rotor teeth:
20).
Output revolution sensor

Turbine revolution sensor

Output shaft

Front clutch drum

T04K1030ES25
 F5–14
3-2-2 OPERATING PRINCIPLE
The revolution sensor consists of the Hall element and mag-
net and has a built-in processing circuit. Magnet
The Hall element has such characteristics that a voltage is
produced in a direction perpendicular to the current and
Magnetic
magnetic field (AB in the figure) when a magnetic field in the Semiconductor
A (Hole element)
vertical direction is applied with the current flowing. The pro-
duced voltage is proportional to the magnitude of the mag- B
netic field. Current

The revolution sensor uses this characteristics. Because of

the change in magnetic field 6 change in voltage that is
Voltage
caused by the rotation of the sensor rotor, the transistor in the
processing circuit is turned ON and OFF, thus outputting rota-
tion signals (square waves). Sensor roter

T04K1031ET16

3-3 ENGINE REVOLUTION SPEED SIGNAL

The engine rotation signal is inputted from the engine control computer to the transmission control com-
puter. The signal waveforms are square waves. Six pulses are emitted per engine rotation.
3-4 NEUTRAL START SWITCH
The neutral start switch, which is provided at the transaxle
case, detects the shift lever position (H;I;G;D;L;F).
Through the indication at the LCD (liquid crystal display) of
the combination meter, the current shift lever position is indi-
cated to the driver.

P D 2 R
L RB E N

3-5 O/D OFF SWITCH T04K1033T16

The O/D OFF switch is provided at the shift lever knob sec-
O/D'
tion.
This switch is a pushbutton switch which is turned ON only O/D OFF
when it is pressed. Every time it is turned ON, the state switch 2 4
1 3
changes between the O/D OFF and O/D ON.
O/D(

O/D' O/D(
FREE
PUSH

T11K1513ET16
F5–15
3-6 OIL TEMPERATURE SENSOR
The oil temperature sensor is provided at the lower section of the valve body. This sensor senses the
transmission oil temperature.
The hydraulic temperature sensor is integral with the solenoid wire.

Solenoid wire

Resistance

Oil temperature

Oil temperature sensor

T11K1016ES16

3-7 SOLENOID NO.1

The solenoid No.1 is a linear type solenoid valve in which the
solenoid section is integral with the pressure regulating valve.
The plunger at the solenoid section pushes the pressure reg-
ulating valve to provide a hydraulic pressure which is propor-
tional to the magnitude of the current.
The hydraulic pressure characteristics are the normal close
type (the output hydraulic pressure is zero when the current
is zero).
Output
hydraulic
pressure

Current
T04K1038ET16

3-8 SOLENOID NO.2 , SOLENOID NO.3

The solenoid No.2 and solenoid No.3 are linear type solenoid
valves in which the solenoid section is integral with the pres-
sure regulating valve. The plunger at the solenoid section
pushes the pressure regulating valve to provide a hydraulic
pressure which is proportional to the magnitude of the cur-
rent.
The hydraulic pressure characteristics are the normal open
type (the output hydraulic pressure is the maximum when the
Output
current is zero). hydraulic
pressure

Current
T04K1037ET16
 F5–16
3-9 DUTY SOLENOID
The duty solenoid is a duty type solenoid valve which
opens/closes the oil passage by means of the duty signal,
thus regulating the pressure.

T04K1039T10

3-10 LUC SOLENOID , SWITCH SOLENOID

Using the three-way ON/OFF switch solenoid valve, the LUC
solenoid and switch solenoid open the oil passage to apply
the hydraulic pressure when the voltage is turned ON. When
the voltage is turned OFF, they close the oil passage and
release the hydraulic pressure that has been applied.

T04K1040T10

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