2003 SSANGYONG MUSSO Service Manual

5A-22 AUTOMATIC TRANSMISSIONCONTROL SYSTEMS
GENERAL
There are two control systems associated with the transmission. The electronic control system monitors vehicle
parameters and adjusts the transmission performance. The hydraulic control system implements the electronic controlsystem commands. ELECTRONIC CONTROL SYSTEM
The electronic control system is comprised of sensors, a TCU and seven solenoids. The TCU reads the inputs, and
under software control activates the outputs according to values stored in read only memory (ROM).
The TCU controls the hydraulic control system. This control is via the hydraulic valve body, which contains seven
electro-magnetic solenoids. Six of the seven solenoids are used to control the line pressure, operate the shift valves
and the torque converter lock-up clutch, and to turn on and off the two regulator valves (The two regulator valvescontrol the shift feel.).
The seventh solenoid is the proportional or variable pressure solenoid (VPS) which works with the two regulator
valves to control shift feel.
Figure 3.1 details a typical TCU control system schematic.
The individual component locations, operation and specifications which make up the electronic control subsystem are covered in this section.
Figure 3.1 - Typical TCU Control System Schematic

AUTOMATIC TRANSMISSION 5A-23
Temperature (°°
°°
° C)
-20 020100 135 (Overheat Mode Threshold)
Maximum
17,287 6,616 2,72319685Minimum
13,638 5,1772,278177 75 Resistance (Ohms)
Table 3.1 - Temperature / Resistance Characteristics
Figure 3.2 - Temperature / Resistance Characteristics

5A-24 AUTOMATIC TRANSMISSION
Transmission Control Unit(TCU)
The TCU is an in-vehicle micro-processor based transmission management system. It is usually mounted in the
vehicle cabin, under the instrument panel, under the seat, behind the side kick panels or under the floor in the
footwell on the passenger side. Different control units are supplied for different vehicle applications.The TCU contains:
Processing logic circuits which include a central microcontroller and a back-up memory system.
Input circuits.
Output circuits which control external devices such as the variable pressure solenoid (VPS), on/off solenoid
drivers, a diagnostics output and the driving mode indicator light.
The various items which make up the TCU are discussed below.
Processing Logic
Shift schedule and calibration information is stored in an erasable programmable read only memory (EEPROM).
Throttle input calibration constants and the diagnostics information are stored in electrically erasable programmable
read only memory (EEPROM) that retains the memory even when power to the TCU is disconnected. In operation the software continuously monitors the input values and uses these, via the shift schedule, to determine the required gear state, At the same time it monitors, via the solenoid outputs, the current gear state. Whenever the
input conditions change such that the required gear state is different to the current gear state, the TCU initiates a
gear shift to bring the two states back into line.
Once the TCU has determined the type of gear shift required the software accesses the shift logic, estimates the
engine torque output, adjusts the variable pressure solenoid ramp pressure then executes the shift.
The TCU continuously monitors every input and output circuit for short or open circuits and operating range. When
a failure or abnormal operation is detected the TCU records the condition code in the diagnostics memory and
implements a limp mode, The actual limp mode used depends upon the failure detected with the object to maintain
maximum driveability without damaging the transmission. In general input failures are handled by providing a default
value. Output failures, which are capable of damaging the transmission, result in full limp mode giving only third or
fourth gear and reverse. For further details of limp modes and memory retention refer to the Diagnostic Section.
The TCU is designed to operate at ambient temperatures between -40 and 85°C . It is also protected against
electrical noise and voltage spikes, however all the usual precautions should be observed, for example when arc welding or jump starting. TCU Inputs
To function correctly, the TCU requires engine speed, road speed, transmission sump temperature, throttle position
and gear position inputs to determine the variable pressure solenoid current ramp and on/off solenoid states. This
ensures the correct gear selection and shift feel for all driving conditions. The inputs required by the TCU are as follows: Engine Speed
The engine speed signal is derived from the tachometer signal line, a dedicated sensor or a Controlled Area Network (CAN).
Road Speed
4WD (Diesel) - The shaft speed signal is derived from the speedo sensor located on the transfer case. This signal is transmitted directly to the TCU.
4WD (Gasoline) - The speedo sensor sends the shaft speed signal to the engine control module (ECM). The
information is then transferred to the TCU via the CAN.
Transmission Sump Temperature
The transmission sump temperature sensor is a thermistor located in the solenoid wiring loom within the transmission.
This sensor is a typical NTC resistor with low temperatures producing a high resistance and high temperatures

AUTOMATIC TRANSMISSION 5A-25
producing a low resistance.
Temperature/Resistance characteristics and location within the solenoid wiring loom are given in tables 3-1 and 3- 2, and figures 3.2 and 3.3.
If the transmission sump temperature exceeds 135°C, the TCU will impose converter lock-up at lower vehicle
speeds and in some vehicles flashes the mode indicator lamp. This results in maximum oil flow through the
external oil cooler and eliminates slippage in the torque converter. Both these actions combine to reduce the oil
temperature in the transmission.
Connects To
Solenoid 1 Solenoid 2Solenoid 3Solenoid 4Solenoid 5 Solenoid 6 Solenoid 7Solenoid 5
Temp Sensor
Temp SensorWire Color Red
Blue
Yellow
Orange GreenViolet
Brown
Green White WhitePin No.
1 2345 6 789
10
Table 3.2 - Pin No. Codes for Temperature Sensor Location In Solenoid Loom
Figure 3.3 - Temperature Sensor Location in Solenoid Loom

5A-26 AUTOMATIC TRANSMISSIONInhibitor Switch
Throttle Position SensorThe throttle position sensor(TPS) is a resistance potentiometer mounted on the throttle body of the engine.
It transmits a signal to the TCU proportional to the throttle plate opening. The potentiometer is connected to the TCU by three wires:
5 volts positive supply, earth and variable wiper voltage.Throttle voltage adjustments are as follows:
Closed throttle voltage is 0.2V to 1.0V.
Wide open throttle voltage is 3V -4.7V.
These measurements are taken between pins 29 and 27 of the TCU.
Maintaining good shift feel through the transmission life span is dependant on having an accurate measure of
the engine throttle position. To achieve this the TCU
continuously monitors the maximum and minimum throttle
potentiometer voltages and, if a change occurs, stores the new voltage values.
However these limits will be lost and will require relearning
should a new TCU be installed, or the throttle calibration data
is cleared by the execution of a particular sequence, This last
instance depends on the installation, and reference should be
made to the Diagnostics Section of this manual. The relearningwill happen automatically Notice
Above figure of T.P.S. is for the diesel enginewhich is installed on the injection pump.
Gear Position Sensor
The gear position sensor is incorporated in the inhibitor switch mounted on the side of the transmission case.
(Refer to figure 3.5.) The gear position sensor is a multi-function switch providing three functions: Inhibit starting of the vehicle when the shift lever is in aposition other than Park or Neutral
Illuminate the reversing lamps when Reverse is
selected indicate to the TCU which lever position has been selected by way of a varying resistance (Refer to
table 3.3.)
Figure 3.5 - Inhibitor Switch

AUTOMATIC TRANSMISSION 5A-27
Shift Lever Position
Manual 1 Manual 2Manual 3Drive Netural ReverseParkResistance (OHMS) 1k - 1.4k
1.8k - 2.2k
3k - 3.4k
4.5k - 4.9k 6.8k - 7.2k
10.8k - 11.2k 18.6k - 19k
Table 3.3 - Readings for Resistance/Shift Lever Positions Diagnostics Inputs
The diagnostics control input or K-line is used to initiate the outputting of diagnostics data from the TCU to a diagnostic
test instrument. This input may also be used to clear the stored fault history data from the TCU’s
retentive memory. Connection to the diagnostics input of the TCU is via a connector included in the vehicle’s wiring
harness or computer interface. Refer to the vehicle manufacturer’ s manual for the location of the self test connectors.
Battery Voltage Monitoring Input
The battery voltage monitoring input connects to the positive side of the battery. The signal is taken from the main supply to the TCU.
If operating conditions are such that the battery voltage at the TCU falls below 11.3V the transmission will adopt a ‘low
voltage’ mode of operating in which shifts into first gear are inhibited. All other shifts are allowed but may not occur
because of the reduced voltage. This condition normally occurs only when the battery is in poor condition.
When system voltage recovers, the TCU will resume normal operation after a 3 second delay period. TCU Outputs
The outputs from the TCU are supplied to the components described below: Solenoids
The TCU controls seven solenoids. Solenoids 1 to 6 (S1 to S6) are mounted in the valve body, while Solenoid 7 (S7)
is mounted in the pump cover. The normal state (OPEN/CLOSED) and the functions associated with the solenoids
are detailed in table 3.4. Table 3.5 details the S1 and S2 logic for static gear states. The logic during gear changes for
S1 to S4 and S7 is detailed in table 3.6.

5A-28 AUTOMATIC TRANSMISSION
Table 3.4 - Solenoid States and Functions
Table 3.5 - Solenoid Logic for Static Gear States
Solenoids 1 and 2 Solenoids 3 and 4 Solenoid 5 Solenoid 6 Solenoid 7S1 and S2 are normally open On/off solenoids that set the selected gear.
These solenoids determine static gear position by operating the shift valves.
Refer to table 3.5. Note that S1 and S2 solenoids also send signal pres- sure to allow or prohibit rear band engagement.
S3 and S4 are normally open On/off solenoids that combine to control
shift quality and sequencing. S3 switches the clutch regulator valve off oron. S4 switches the front band regulator valve off or on. S5 is a variable force solenoid that ramps the pressure during gear changes. This solenoid provides the signal pressure to the clutch and
band regulator, thereby controlling the shift pressures.
S6 is a normally open On/off solenoid that sets the high/low level of linepressure, Solenoid off gives high pressure.
S7 is a normally open On/off solenoid that controls the application of the converter clutch. Solenoid on activates the clutch.
S2
ON ON
OFFOFFOFF OFF OFFS1
ON
OFF OFF ON
OFF OFF OFF
Gear
1st
2nd 3rd
4th
Reverse Neutral Park

AUTOMATIC TRANSMISSION 5A-29
Table 3.6- Solenoid Operation During Gearshifts
To Initiate Shift
S1 OFF S4 ONS1 OFF S2 OFF S3 ONS4 ONS2 OFF
S3 ON S4 ON S2 OFFS3 ONS4 ONS1 ON S4 ON S4 ON S3 ON S3 ON S4 ON S2 ON S4 ON S3 ON S4 ON S4 ON S7 ON To Complete Shift
S4 OFF S3 OFF S4 OFF S3 OFF S4 OFF S3 OFF S4 OFF S4 OFF S1 OFF S4 OFFS1 OFFS2 ON S3 OFF S2 ONS3 OFFS4 OFFS4 OFF S1 ON S2 ONS3 OFF S4 OFF S1 ONS4 OFF S7 OFFTypical S5 Current Ramp
750mA to 600mA 850mA to 750mA 850mA to 750mA 700mA to 500mA 750mA to 600mA 750mA to 900mA 750mA to 950mA 600mA to 1000mA 600mA to 450mA @ 20 kph. 550mA to 400mA @ 60 kph. 800mA to 650mA @ 100 kph. 700mA to 950mA 800mA to 950mA 700mA to 400mA 600mA to 100mA
Shift
1-2 1-3 1-4 2-3 3-4 4-3 4-2 4-1 3-2 3-1 2-1
Conv. Clutch ON OFF