u341e transmission

8/3/2019 U341E Transmission

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CHASSIS U240E AND U341E AUTOMATIC TRANSAXLES

169CH13169CH12

U240E Automatic Transaxle U341E Automatic Transaxle

U240E AND U341E AUTOMATIC TRANSAXLES

J DESCRIPTION

D The U240E and the U341E are compact, lightweight, and high-capacity 4-speed automatic transaxles equippedwith the [Super ECT (Electronically Controlled Transaxle)]. The U240E automatic transaxle has been newly

adopted on the 2ZZ-GE engine models, and the U341E automatic transaxle on the 1ZZ-FE engine models.D Both the U240E and U341E automatic transaxles have adopted a planetary gear unit with a new gear layout.

D The U240E automatic transaxle has adopted the E-Shift system, which has transmission shift switches lo-cated on the steering wheel to enable the driver to manually shift the gears without taking the hands off the steering wheel, provided that the floor shift lever is engaged in the M position.

D A shift lock mechanism is incorporated to minimize the possibility of incorrect operation of the automatictransaxle.

D The overdrive switch has been changed from the previous ON/OFF lock type to the momentary type switch.

D Automatic transaxle fluid is used T-IV.

" Specifications A

Transaxle Type U240E U341E

Engine Type 2ZZ-GE 1ZZ-FE

1st 3.944 2.847

2nd 2.197 1.552

Gear Ratio 3rd 1.413 1.000

4th 1.020 0.700

Reverse 3.145 2.343

Counter Gear Ratio 1.020 1.019

Differential Gear Ratio 3.120 3.924Fluid Capacity Liters (US qts, Imp. qts) 7.6 (8.0, 6.7) 6.88 (7.3, 6.1)

Fluid Type ATF Type T-IV z


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CHASSIS U240E AND 7341E AUTOMATIC TRANSAXLES

169CH14

Front Planetary Gear Counter Drive Gear

Input Shaft

Differential Drive PinionCounter Driven Gear

Under Drive (U/ D)Planetary Gear

Rear Planetary GearF1

C2

B1 B2C1

C3

F2

B3

J PLANETARY GEAR UNIT

1. General

U240E Automatic Transaxle

The U240E automatic transaxle has adopted a new gear layout. In the new gear layout, the counter driveand driven gears are placed in front of the front planetary gear and the under drive (U/D) planetary gearunit is placed above the counter shaft. Furthermore, the force transmission method has been changed byeliminating the brake and the one-way clutch. As a result, torque capacity that accommodates the high out-put engine has been attained, while realizing a compact gear unit.

" Specifications A

C1 Forward Clutch 4

C2 Direct Clutch 4C3 U/D Direct Clutch 3B1 2nd Brake

The No. of Discs4

B2 1st & Reverse Brake 5B3 U/D Brake 3F1 No.1 One-Way Clutch 28F2 U/D One-Way Clutch

The No. of Sprags15

The No. of Sun Gear Teeth 43

Front Planetary Gear The No. of Pinion Gear Teeth 17 The No. of Ring Gear Teeth 77The No. of Sun Gear Teeth 31

Rear Planetary Gear The No. of Pinion Gear Teeth 19 The No. of Ring Gear Teeth 69The No. of Sun Gear Teeth 32

U/ D Planetary Gear The No. of Pinion Gear Teeth 26 The No. of Ring Gear Teeth 83The No. of Drive Gear Teeth 50

Counter GearThe No. of Driven Gear Teeth 51


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169CH15


The U341E automatic transaxle has adopted a new gear layout. This automatic transaxle effects the shiftingof all speeds using 2 sets of planetary gear unit.Also, through the adoption of the clutch-to-clutch pressure control, the number of brakes have been reducedfrom 4 to 3, and the number of one-way clutches from 3 to 2 in comparison to the A140E automatic trans-axle.

" Specifications A

C1 Forward Clutch 4

C2 Direct Clutch 3

C3 Reverse Clutch 3

B1 OD & 2nd Brake The No. of Discs 2

B2 2nd Brake 4

B3 1st & Reverse Brake 4

F1 No.1 One-Way Clutch The No. of Sprags 16

F2 No.2 One-Way Clutch The No. of Rollers 15


Front Planetary Gear The No. of Pinion Gear Teeth 21

The No. of Ring Gear Teeth 85


Rear Planetary Gear The No. of Pinion Gear Teeth 21

The No. of Ring Gear Teeth 75The No. of Drive Gear Teeth 52

Counter GearThe No. of Driven Gear Teeth 53


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3. Motive Power Transaxle


" Operating Conditions A

ShiftLever

PositionGear

SolenoidValveSL1

SolenoidValveSL2

SolenoidValve

S4

SolenoidValveDSL

C1 C2 C3 B1 B2 B3 F1 F2

P Park ON ON OFF OFF f

R Reverse ON OFF OFF OFF f f f

N Neutral ON ON OFF OFF f

1st ON ON OFF OFF f f f f

2nd OFF ON OFF OFF f f f fD

3rd *OFF/ON* OFF OFF OFF f f f f

4th *OFF/ON* OFF ON OFF f f f

1st ON ON OFF OFF f f f f22nd OFF ON OFF OFF f f f f

L 1st ON ON OFF ON f f f f f

*: Lock-up ON


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161ES09

B1 F1 B2

C2

C1Front Planetary Gear

Counter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft

C3 DifferentialDrive Pinion

F2 B3 U/ D Planetary Gear

Sun Gear

Counter Driven Gear

Ring Gear

B1 F1 B2

C2

C1Front Planetary GearCounter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft


F2 B3U/ D Planetary Gear

Sun Gear

Counter Driven Gear

Ring Gear

B1F1 B2

C2


Counter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft

C3Differential

Drive Pinion


Sun Gear

Counter Driven Gear

Ring Gear

161ES10

161ES11

1) 1st Gear (D or 2 Position)

2) 2nd Gear (D or 2 Position)

3) 3rd Gear (D Position)


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161ES12

161ES13

161ES14

B1 F1 B2

C2


Counter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft



Sun Gear

Counter Driven Gear

Ring Gear

B1 F1 B2

C2


Counter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft



Sun Gear

Counter Driven Gear

Ring Gear

B1 F1 B2

C2

C1Front Planetary GearCounter Drive Gear

Input Shaft

Rear Planetary Gear

Sun Gear

Intermediate Shaft



Sun Gear

Counter Driven Gear

Ring Gear

4) 4th Gear (D Position)

5) 1st Gear (L Position)

6) Revers Gear (R Position)


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171CH05

Rear Planetary GearF2 B3

C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear

Intermediate Shaft

Counter Drive Gear

Counter Driven Gear

U341E Automatic Transaxles

" Operating Conditions A

Shift LeverPosition Gear

Solenoid

ValveNo.1

Solenoid

ValveNo.2 C1 C2 C3 B1 B2 B3 F1 F2

P Park ON ON

R Reverse ON ON f f

N Neutral ON ON

1st ON ON f f

2nd ON OFF f f fD

3rd OFF OFF f f f

4th OFF ON f f f

1st ON ON f f2

2nd ON OFF f f f f

L 1st ON ON f f f

1) 1st Gear (D or 2 Position)


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171CH06

171CH07

171CH08


C2

C3

B1

F1

B2

C1

FrontPlanetaryGear

SunGear

Intermediate Shaft

Counter Drive Gear

Counter Driven Gear


C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear

Intermediate ShaftCounter Drive Gear

Counter Driven Gear


C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear

Intermediate Shaft

Counter Drive Gear

Counter Driven Gear

2) 2nd Gear (D Position)

3) 3rd Gear (D Position)

4) 4th Gear (D Position)


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171CH09

171CH10

171CH11


C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear


Counter Driven Gear

Rear Planetary Gear F2 B3

C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear


Counter Driven Gear


C2

C3

B1

F1

B2

C1

FrontPlanetary Gear

SunGear


Counter Driven Gear

5) 2nd Gear (2 Position)

6) 1st Gear (L Position)

7) Reverse Gear (R Position)


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165CH56

OIL PUMP

HYDRAULIC CONTROL SYSTEM

VALVE BODY

Hydr.pressurecontrol

Fluid passageswitching & Hydr.pressure control

ACCUMULATORS

CLUTCH & BRAKE Planetary gear units

Torque converter clutch

ECM SOLENOID VALVES

165CH10

Cresent

U341E Conventional Model

J HYDRAULIC CONTROL SYSTEM

1. GeneralThe hydraulic control system is composed of the oil pump, the valve body, the solenoid valves, the accumula-tors, the clutches and brakes as well as the fluid passages which connected all of these components.

Based on the hydraulic pressure acting on the torque converter clutch, clutches and brakes in accordance withthe vehicle driving conditions.

2. Oil Pump (U341E Automatic Transaxle)An oil pump, in which the shape of the teeth has been changed and the crescent has been discontinued, hasbeen adopted.As a result, the oil pump has been made more compact, and the driving torque has been reduced, thus realizingexcellent volumetric efficiency during low-speed operation.

3. Valve BodyThe valve body has a two-stage construction. Also, a compact, lightweight, and highly rigid valve body hasbeen realized. All the solenoid valves are installed in the lower valve body.


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SENSORS ACTUATORS

ECM

CRANKSHAFT POSITIONSENSOR

VEHICLE SPEED SENSOR

SOLENOID VALVE SL1* 1NESL1

OVER DRIVE SWITCHODMS

COMBINATION METERSPD

TRANSMISSION SHIFT SWITCH* 1SFTU

TRANSMISSION SHIFT SWITCH* 1SFTD

STOP LIGHT SWITCHSTP

*1: Only for the U240E Automatic Transaxle*2: Only for the U341E Automatic Transaxle

SOLENOID VALVE No.1* 2S1

SOLENOID VALVE SL2* 1SL2

SOLENOID VALVE No.2* 2S2

SOLENOID VALVE SLTSLT

SOLENOID VALVE ST* 2ST

SOLENOID VALVE S4* 1S4

SOLENOID VALVE SL* 2SL

SOLENOID VALVE DSL* 1DSL

O/D OFF INDICATORODLP

DATA LINK CONNECTOR 3SIL

MALFUNCTIONINDICATOR LAMP

W

ENGINE COOLANT TEMP.SENSOR

THW

THROTTLE POSITION SENSORVTA

PARK/NEUTRAL POSITIONSWITCH

P, N

FLUID TEMPERATURESENSOR

THO

INPUT TURBINE SPEEDSENSOR

NT

COUNTER GEAR SPEEDSENSOR* 1

NC

R, D, 2, L

TC

J ELECTRONIC CONTROL SYSTEM

1. ConstructionThe configuration of the electronic control system in the U240E and U341E automatic transaxles are asshown in the following chart.


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161ES22

Sleeve Solenoid Coil

Valve

HydraulicPressure

Current!

"

2. Solenoid Valves


1) Solenoid Valves SL1, SL2 and SLT

a. General

In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, thesolenoid valve SL1, SL2 and SLT linearly controls the line pressure based on the signals it receives fromthe ECM.The solenoid valves SL1, SL2 and SLT have the same basic structure.

b. Functions of Solenoid Valve SL1, SL2 and SLT

Solenoid Valve Action Function

SL1 For clutch engagement pressureD B1 brake pressure controlD Lock-up clutch pressure control

SL2 control C2 clutch pressure control

SLT For line pressure controlD Line pressure controlD Secondary pressure control


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161ES64161ES65

Control Pressure

LinePressure

Solenoid Valve ON

Drain

Solenoid Valve OFF

161ES23

Solenoid Valve S4B3 Accumulator

Line Pressure

S4 OFF

S4 ON

3-4 Shift Valve

Except 4th

B3 Brake ON

C3

4th

C3 Clutch ON

B3

C3 Accumulator

#

#

2) Solenoid Valves S4 and DSL

a. General

The solenoid valves S4 and DSL use a three-way solenoid valve.

b. 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 overthe fluid pressure applied to B 3 brake and C 3 clutch.


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161ES24

Solenoid Valve DSL

Lock-up Relay Valve

R

Lock-up ON ChamberSecondary Pressure

Lock-up OFF Chamber

R

L

Secondary PressureC2 Lock Valve

B2 Control Valve

B2

c. Function of Solenoid Valve DSL

The solenoid valve DSL controls the B 2 control valve when the transaxle is shifted in the R or L position.During lock-up, the lock-up relay valve is controlled via the C 2 lock valve.


D In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, thesolenoid valves SLT linearly controls the line pressure based on the signals it receives from the ECM.

D The solenoid valves No.1 and No.2 control the hydraulic pressure during shifting, and the solenoid valveST operates only when shifting from the 3rd gear to the 4th gear, and from the 4th gear to the 3rd gear.

3. Fluid Temperature SensorA fluid temperature sensor is installed inside the valve body for direct detection of the fluid temperature.

4. Speed SensorsThe U240E and U341E automatic transaxles have adopted an input turbine speed sensor (for the NT signal),and the U240E automatic transaxle has adopted a counter gear speed sensor (for the NC signal). Thus, theECM can detect the timing of the shifting of the gears and appropriately control the engine torque and hydrau-

lic pressure in response to the various conditions.


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J AUTOMATIC TRANSAXLE CONTROL SYSTEM

1. GeneralThe automatic transaxle control system of the U240E and U341E automatic transaxles are compared below.

System Function U240E U341E

D Controls the pressure that is applied directly to B 1brake and C 2 clutch by actuating the shift solenoidvalve in accordance with the ECM signals.

D The solenoid valves SL1 and SL2 minutely con-trols the clutch pressure in accordance with the en-gine output and driving conditions.

f

Clutch Pressure Control D Controls the pressure that is applied directly to B 1brake and C 1 clutch by actuating the shift solenoidvalves ST and SLT in accordance with the ECMsignals.

D The solenoid valve SLT minutely controls theclutch pressure in accordance with the engine out-put and driving conditions.

f

Apply Orifice ControlThe apply orifice control valve varies the applyorifice to control the flow volume supplied to the B 3brake.

f

Centrifugal Fluid PressureCancelling Mechanism

Applies an equal pressure from the opposite side tocancel the influence of the pressure that is created bycentrifugal force.

f f

Line Pressure OptimalControl

Actuates the solenoid valve SLT to control the linepressure in accordance with information from theECM and the operating conditions of the transaxle.

f f

Engine Torque Control Retards the engine ignition timing temporarily toimprove shift feeling during up or down shifting.

f f

Shifting Control inUphill Traveling

Controls to restrict the 4th upshift by using the ECMto determine whether the vehicle is traveling uphill. f f

High Response ShiftControl

The shift time lag has been reduced to half by thecentrifugal fluid pressure cancelling mechanism andclutch pressure optimal control.

f f

The ECM sends current to the solenoid valve No.1and/or No.2 based on signals from each sensor andshifts the gear.

f

Shift Timing ControlThe ECM sends current to the solenoid valve SL1and/or SL2 based on signals from each sensor andshifts the gear.

f

Lock-Up Timing ControlThe ECM sends current to the shift solenoid valvebased on signals from each sensor and engages or

disengages the lock-up clutch.

f f

N to D Squat ControlWhen the shift lever is shifted from N to D range,the gear is temporarily shifted to 3rd and then to 1stto reduce vehicle squat.

f f


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161ES15

SignalsfromIndividualSensors

ECM

SL1 SL2

B1 Accumulator

Solenoid Valve SL1 OFF

B1 Brake ON

B1

B1 Control Valve

C2 Accumulator

Solenoid Valve SL2 OFF

C2 Clutch ON

C2

C2 Control Valve

##

171CH12

3-4 Shift Valve

4-3 Timing Valve

LinearSolenoid SLT

3-4 TimingValve

Solenoid Valve ST

C1

B1

AccumulatorControl Valve

2. Clutch Pressure Control

Clutch to Clutch Pressure Control

1) U240E Automatic Transaxle

A direct clutch pressure control has been adopted for shifting from the 1st to 2nd gear, and from the 2ndto 3rd gear. Actuates solenoid valves SL1 and SL2 in accordance with the signals from the ECM, and guidesthis output pressure directly to control valves B 1 and C 2 in order to regulate the line pressure that acts onthe B 1 brake and C 2 clutch. As a result, compact B 1 and C 2 accumulators without a back pressure chamberhave been realized.

2) U341E Automatic Transaxle

A clutch to clutch pressure control has been adopted for shifting from the 3rd to 4th gear, and from the 4thto 3rd gear. Actuates solenoid valves ST and SLT in accordance with the signals from the ECM, and guidesthis output pressure directly to 4-3 timing valve and 3-4 timing valve in order to regulate the line pressurethat acts on the B 1 brake and C 1 clutch. As a result, compact B 1 and C 1 accumulators without a back pressurechamber have been realized.By enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve and the 3-4 timing valve,a smooth shifting has been realized.


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169CH16

I n p u

t S h a f t r p m

TimePractical rpm Change Ratio

Torqueted rpmChange Ratio

Input TurbineSpeed Sensor

Engine

ECM

C l u t c h / B r a

k e P r e s s u r e

O u

t p u t

S h a f t T o r q u e

Time

Solenoid Drive Signal

SL2

Signals from Various SensorsEngine rpm

Engine Torque InformationFluid Temperature

SL1

165CH14

I n p u

t S h a f t S p e e d

TimePractical rpm Change Ratio

Torqueted rpmChange Ratio

Input TurbineSpeed Sensor

Engine

ECM

C l u t c h / B r a

k e P r e s s u r e

O u t p u

t S h a f t T o r q u e

Time


SLT

Signals from Various SensorsEngine Speed

Engine Torque InformationFluid Temperature

Clutch Pressure Optimal Control

Solenoid valves SL1, SL2 (U240E) and SLT (U341E) are used for optimal control of clutch pressure. TheECM monitors the signals from various types of sensors such as the input turbine speed sensor, allowingshift solenoid valves SL1, SL2 (U240E) and SLT (U341E) to minutely control the clutch pressure in accor-dance with engine output and driving conditions. As a result, smooth shift characteristics have been real-ized.

" U240E Automatic Transaxle A

" U341E Automatic Transaxle A


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157CH19

Throttle Pressure

Except 4th

B3 Brake ON

B3

B3 OrificeControl Valve

B3 Apply Fluid Pressure

B3 Accumulator

#

3. Apply Orifice Control (U240E Automatic Transaxle)The B 3 orifice control valve has been provided for the B 3 brake, which is applied when shifting from 4th to3rd. The B 3 orifice control valve is controlled by the amount of the throttle pressure in accordance with shift-ing conditions, and the flow volume of the fluid that is supplied to the B 3 brake is controlled by varying thesize of the control valves apply orifice.


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CHASSIS U240E AND U341E AUTOMATIC TRANSAXLE

169CH47

157CH17157CH16

Piston FluidPressure Chamber

Piston

C2 Clutch

Canceling FluidPressure Chamber

C2 Clutch

Clutch FluidPressure

Centrifugal Fluid Pressure C3 Clutch


Shaft Side

Target Fluid Pressure

Centrifugal Fluid PressureApplied to the Piston FluidPressure Chamber

Fluid pressureapplied to piston

Centrifugal fluid pressureapplied to canceling fluidpressure chamber

= Target fluid pressure(original clutch pressure)

Canceling FluidPressure Chamber

Centrifugal FluidPressure Appliedto Canceling FluidPressure Chamber

Piston Fluid Pressure Chamber

ClutchTarget FluidPressure

Centrifugal Fluid Pressure Applied tothe Piston Fluid Pressure Chamber

Centrifugal FluidPressure Appliedto Canceling FluidPressure Chamber

Fluied PressureApplied to piston

4. Centrifugal Fluid Pressure Cancelling MechanismA centrifugal fluid pressure canceling mechanism has been adopted in the clutches. On the U240E automatictransaxle, this mechanism is provided in the C 1, C 2 and C 3 clutches for 2nd/3rd and 3rd/4th gear shifting,and on the U341E automatic transaxle, this mechanism is provided in the C 1 clutch for 4th/3rd and 4th/2ndgear shifting.

In the conventional clutch mechanism, to prevent the generation of pressure by the centrifugal force that isapplied to the fluid in the piston fluid pressure chamber when the clutch is released, a check ball is providedto discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time for the fluid tofill the piston fluid pressure chamber. During shifting, in addition to the pressure that is controlled by the valvebody, the pressure that acts on the fluid in the piston fluid pressure chamber also exerts influence, which isdependent upon rpm fluctuations. In order to eliminate this influence, a canceling fluid pressure chamber isprovided opposite to the piston fluid pressure chamber. By utilizing the lubrication fluid such as that of theshaft, the same amount of centrifugal force is applied, thus canceling the centrifugal force that is applied tothe piston itself. Accordingly, it is not necessary to discharge the fluid through the use of a check ball, anda highly responsive and smooth shifting characteristic has been achieved.


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161ES26

Line Pressure

Primary Regulator

FluidPressure

Current

Throttle PressurePump

Solenoid Valve SLT


Input Turbine Speed Sensor

Fluid Temperature

Shift Position

Trans-axle

Engine

Throttle Valve OpeningIntake Air VolumeEngine Coolant TemperatureEngine rpm

ECM

5. Line Pressure Optimal ControlThe line pressure is controlled by using a solenoid valve SLT. Through the use of the solenoid valve SLT,the line pressure is optimally controlled in accordance with the engine torque information, as well as withthe internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure canbe controlled minutely in accordance with the engine output, traveling condition, and the ATF temperature,

thus realizing smooth shift characteristics and optimizing the workload on the oil pump.


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169CH18169CH17

Transmission Shift Switches (Down) Transmission Shift Switches (Up)

Top Side Back Side

J E-SHIFT (U240E Automatic Transaxle)

1. GeneralThe E-Shift system allows the driver to manually shift the gears by operating the transmission shift switcheslocated on the steering wheel.

This enables the driver to shift the gears by operating the transmission shift switches located on the steeringwheel without taking the hands off the steering wheel, thus minimizing the amount of time required to shiftgears, provided that the floor shift lever is engaged in the M position.The gear position that has been selected by operating the transmission shift switch is fixed, it enables a manualshift-like feel. However, when the vehicle is brought to a stop, it automatically down-shifts to the 1st gear.

2. Construction

Transmission Shift Switch

The transmission shift switches for down-shift are located on the top side of the steering wheel and the trans-mission shift switches for up-shift are located on the back side of the steering wheel.


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169CH20

169CH19

M Mode IndicatorGear PositionIndicator

Combination Meter

Shift Position and Gear Position Indicators

D The driver selects the M position by engaging the shift lever. At that time, the M mode indicator illumi-nates in the combination meter.

D The gear position indicator illuminates at the respective shift position (L, 2, D, and M).

Operation

The usable gears are shown in the chart below.

Shift Transmission Shift Indicator

Position Shift SwitchUsable Gear

Gear Position Indicator M Mode Indicator

L Inactive 1st ON OFF2 Inactive 1st, 2nd ON OFF

O/D ON 1st X 4thD Inactive

O/D OFF 1st X 3rdON OFF

O/D ON 1st X 4thM Active

O/D OFF 1st X 3rdON ON


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J FAIL SAFE FUNCTIONThis function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.Control is effected as follows if a malfunction occurs in the sensors and solenoids:

1. U240E Automatic Transaxle

D During a speed sensor malfunction, the vehicle speed is detected through the signals from the counter gearspeed sensor to effect normal control.

D During a counter gear speed sensor malfunction, 4th upshift is prohibited.

D During an ATF temperature sensor malfunction, 4th upshift is prohibited.

D During a malfunction in the solenoid valve SL1, SL2, or S4, the current to the faulty solenoid valve is cutoff and control is effected by operating the normal solenoid valves. Shift control is effected as describedin the table below, depending on the faulty solenoid.

When all solenoids are When shift solenoid SL1 is abnormal normal Travel ing 3 rd o r 4th Travel ing 1st or 2nd

When SL2 is abnormal When S4 is abnormal

Solenoid Solenoid Solenoid Solenoid Solenoid

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

ON ON OFF 1st xON#

OFFOFF 3rd x* 2 ON OFF 2nd

ON#

OFFx OFF 3rd ON ON x 1st

OFF ON OFF 2nd xON#

OFFOFF 3rd x* 2 ON OFF 2nd OFF x OFF 3rd OFF ON x 2nd

OFF /ON

*1OFF OFF 3rd x OFF OFF 3rd x* 2

OFF#

ON

OFF#

ON3rd

OFF /ON

*1x OFF 3rd

OFF /ON

*1OFF x 3rd

OFF /ON

*1OFF ON 4th x OFF ON 4th x* 2

OFF#

ONON 3rd

OFF /ON

*1x ON 4th

OFF /ON

*1OFF x 3rd

When SL1 and SL2 are When SL1 and SL4 are abnormal When SL2 and S4 are When SL1, SL2 and S4 abnormal Travel ing 3 rd o r 4th Travel ing 1st or 2nd

abnormal

,are abnormal

Solenoid Solenoid Solenoid Solenoid Solenoid

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

SL1 SL2 S4Gear

x x OFF 3rd xON#

OFFx 3rd x ON x 2nd

ON#

OFFx x 3rd x x x 3rd

x x OFF 3rd xON#

OFFx 3rd x ON x 2nd OFF x x 3rd x x x 3rd

x x OFF 3rd x OFF x 3rd xOFF

#ON

x 2ndOFF /ON

*1x x 3rd x x x 3rd

x x ON 4th x OFF x 3rd xOFF

#ON

x 2ndOFF /ON

*1x x 3rd x x x 3rd

*1: Lock-up ON*2: B1 is constantly operating.


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2. U341E Automatic Transaxle

D During a vehicle speed sensor malfunction, 4th upshift prohibited.

D During a input turbin speed sensor malfunction, 4th upshift prohibited.

D During on fluid temperature sensor malfunction, 4th upshift prohibited.

D During a solenoid valve SLT malfunction, 4th upshift prohibited.D During a solenoid valve ST malfunction, 4th upshift prohibited.

D During a water temp. sensor, knock sensor, or throttle position sensor malfunction, 4th upshift prohibited.

D During a malfunction in the solenoid valve S1 or S2 the current to the faulty solenoid valve is cut off andcontrol is effected by operating the normal solenoid valves.Shift control is effected as described in the table below, depending on the faulty solenoid.

When all solenoids arenormal

When shift solenoid S1is abnormal

When shift solenoid S2is abnormal

When shift solenoid S1and S2 are abnormal

Solenoid Solenoid Solenoid Solenoid

S1 S2Gear

S1 S2Gear

S1 S2Gear

S1 S2Gear

ON ON 1st xON#

OFF3rd ON x 2nd x x 3rd

ON OFF 2nd x OFF 3rd ON x 2nd x x 3rd

OFF OFF 3rd x OFF 3rd OFF x 3rd x x 3rd

OFF ON 4th x ON 4th OFF x 3rd x x 3rd

u341e transmission

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