Circuit Operation

Electronically Controlled Transmission and A/T Indicator (Taiwan)

SYSTEM OUTLINE
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure, governor hydraulic pressure and lock-up hydraulic pressure. The electronically controlled transmission, however, controls the line pressure and lock-up pressure etc. electrically, through the solenoid valve. The engine control module controls each solenoid valve based on the input signals from each sensor, which makes smooth driving possible by shift selection for each gear that is most appropriate to the driving conditions at that time.

1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions, based on input signals from the engine coolant temperature sensor to TERMINAL THW of the engine control module, and also the input signals to TERMINAL SPD of the engine control module from the vehicle speed sensor devoted to the electronically controlled transmission. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st speed, the current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the solenoid to GROUND, and continuity to the No.1 solenoid causes the shift.

For 2nd speed, the current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the solenoid to GROUND, and from TERMINAL S2 of the engine control module to TERMINAL 1 of the solenoid to GROUND, and continuity to solenoids No.1 and No.2 causes the shift.

For 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.

Shifting into 4th speed (Overdrive) takes place when there is no continuity to both No.1 and No.2 solenoid.

2. LOCK-UP OPERATION
When the engine control module judges from each signal that lock-up operation conditions have been met, the current flows from TERMINAL SL of the engine control module to TERMINAL 2 of the electronically controlled transmission solenoid to GROUND, causing continuity to the lock-up solenoid, thus causing lock-up operation.

3. STOP LIGHT SW CIRCUIT
If the brake pedal is depressed (Stop light SW on ) when driving in lock-up condition, a signal is input to TERMINAL STP of the engine control module, the engine control module operates and continuity to the lock-up solenoid is cut.

4. OVERDRIVE CIRCUIT
- O/D SW on
When the O/D SW is turned on (SW point is open), a signal is input into TERMINAL ODMS of the engine control module and engine control operation causes gear shift when the conditions for overdrive are met.

- O/D SW off
When the O/D SW is turned off (SW point is closed), a signal is input into TERMINAL ODMS of the engine control module, and turns on the O/D off indicator light. This activates the ECU, and the transmission system is controlled not to shift to overdrive.

Electronically Controlled Transmission and A/T Indicator (Except Taiwan)

SYSTEM OUTLINE
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure, governor hydraulic pressure and lock-up hydraulic pressure. The electronically controlled transmission, however, controls the line pressure and lock-up pressure etc. electrically, through the solenoid valve. The engine control module controls each solenoid valve based on the input signals from each sensor, which makes smooth driving possible by shift selection for each gear that is most appropriate to the driving conditions at that time.

1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions, based on input signals from the engine coolant temperature sensor to TERMINAL THW of the engine control module, and also the input signals to TERMINAL SPD of the engine control module from the vehicle speed sensor devoted to the electronic ally controlled transmission. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st speed, the current flows from TERMINAL Si of the engine control module to TERMINAL 3 of the solenoid to GROUND, and continuity to the No.1 solenoid causes the shift.

For 2nd speed, the current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the solenoid to GROUND, and from TERMINAL S2 of the engine control module to TERMINAL 1 of the solenoid to GROUND, and continuity to solenoids No.1 and No.2 causes the shift.

For 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.

Shifting into 4th speed (Overdrive) takes place when there is no continuity to both No.1 and No.2 solenoid.

2. LOCK-UP OPERATION
When the engine control module judges from each signal that lock-up operation conditions have been met, the current flows from TERMINAL SL of the engine control module to TERMINAL 2 of the electronically controlled transmission solenoid to GROUND, causing continuity to the lock-up solenoid, thus causing lock-up operation.

3. STOP LIGHT SW CIRCUIT
If the brake pedal is depressed (Stop light SW on ) when driving in lock-up condition, a signal is input to TERMINAL STP of the engine control module, the engine control module operates and continuity to the lock-up solenoid is cut.

4. OVERDRIVE CIRCUIT
- O/D SW on
When the O/D SW is turned on, a signal is input into TERMINAL ODMS of the engine control module and engine control operation causes gear shift when the conditions for overdrive are met.

- O/D SW off
When the O/D SW is turned off, a signal is input into TERMINAL ODMS of the engine control module, and turns on the O/D off indicator light. This activates the ECU, and the transmission system is controlled not to shift to overdrive.