2007 KIA CARNIVAL clutch

2007 > 2.7L V6 GASOLINE >
Electronic Control System
DESCRIPTION
The electronic control system used in the new generation auto transaxle is far superior to the previous systems. This
system is able to adopt a variable shift pattern for smooth and problem free shifting.
A solenoid valve is applied to each of the clutches and brakes and is independently controlled. Feedback control and
correction control is performed in all gears as well as utilization of mutual control system to increase shift feeling.
The torque converter damper clutch uses a partial lock up and full lock - up system. An additional control method called
the HIVEC system (neural network) is adopted to increase shift feeling.
Block Diagram (CAN)
ELECTRIC CONTROL LOCATION
The TCM(PCM) is located on the intake manifold in the engine room.

Input signals to TCM(PCM) through ‘CAN communication’
- Engine rpm, TPS signal
- A/CON signal, Engine coolant temperature
- Quantity of intake airflow, Vehicle speed
- Shift holding signal (FTCS ON)
Output signals from TCM(PCM) through ‘CAN communication’
- Request signal for torque reduction
- ATF temperature, TCM(PCM) type, TCM(PCM) error or not
- Damper clutch ON, OFF / Gear position
TCM PIN DESCRIPITION
PIN
No.Check item
Condition Input/Output value
Measurement
Value Remarks
Type Level
A01 2nd CAN_HI -- - --
A02 2nd CAN_LO -- - --
A03 P Range
Selection P Position
OtherwiseDC
Voltage V_BAT
Max. 1.0V 12.9V
0V
A04 R Range
Selection R Position
Otherwise DC
Voltage V_BAT
Max. 1.0V 12.3V
0V
A05 N Range
Selection N Position
Otherwise DC
Voltage V_BAT
Max. 1.0V 13.2V
0V
A06 D Range
Selection D Position
Otherwise DC
Voltage V_BAT
Max. 1.0V 13.2V
0V
A07 Select Position -DC
Voltage V_BAT
Max. 1.0V 13.2V
0V
A08 Up Position -DC
Voltage V_BAT
Max. 1.0V 13.2V
0V
A09 Down Position -DC
Voltage V_BAT
Max. 1.0V 13.2V
0V
A12 N.A -- - -
A14 N.A -- - -
A19 N.A -- - -
A20 A/T Control Relay Relay On
Relay Off
DC
Voltage V_BAT
Max. 1.0V
Vpeak : Max. 70V
Resistance : 680Ω 13.8V
0V
- 0.7V
Resistance : 680Ω
W/H Open DTC Spec : P0890DTC : P0890
A27 Diagnosis "K" Communicated with
GST Pulse At transmitting
HI : V_BAT* 80%↑
LO : V_BATÎ20%↓ AT receiving
HI : V_BAT* 70%↑
LO : V_BAT*30%↓ 11.3V
0.14/ 0.32V V_BAT :
13.2V

fluctuated even though turns on or off the input signal. The electrical ‘time constant’ is much more fast than one of
mechanical so the frequency of VFS is extremely higher than the conventional PWM type.
Characteristics of Bosch VFS:
Supply pressure : 700~1600kPa
Control pressure: typically 600~0 kPa
Current range: typically 0~1,000 mA
Dither frequency: Up to 600 Hz
Dimension: 32 mm protrusion reach 42 mm
The reducing pressure will be supplied to the ‘Supply’ port of the VFS valve on the above illustration to control the line
pressure.
Reducing pressure
Function
As same as one of Alpha or Beta automatic transaxle system, this reducing valve length can be adjusted by rotating
the screw on the picture. As you rotate the screw toward clockwise by 90°, the reducing pressure will increase about
1.0bar. However, the reducing pressure is used just as a ‘supply pressure’ for the solenoid valves (except
Low&Reverse, Reduction and Damper Clutch control solen), so this may not be handled to rotate in the field service
shop. VFS is operated based on the ‘supply pressure’ and it outputs the ‘control pressure’ to control the regulator
valve indirectly. While developing the VFS system, the line pressure was used as a ‘supply pressure’ for VFS and
other solenoid valves but it has been changed into additional ‘reducing pressure’ because the line pressure is variably
changed by VFS so the control pressure becomes unstable and some hydraulic pressure oscillation occurred. That is

2007 > 2.7L V6 GASOLINE >
Description
The automatic transmission is a combination of 3 - element 2 - phase 1 - stage torque converter and double shaft
electrocally - controlled unit which provides 4 speeds forward and 1 reverse. To improve the efficiency of power
transmission, the line pressure control was changed applying “Variable Force Solenoid (VFS) valve” on this model.
However, adopting VFS on this model, the line pressure is variably changed according to TPS and the vehicle speed,
this will enable more improved efficiency of power transmission and fuel consumption.
Characteristics
Some of the characteristics include:
▶Different power transfer
▶Different component layout
▶New shift logic(HIVEC) to improve shift feeling
▶Position of Valve Body
▶Variable shift pattern
▶Communication protocol and method
▶Step gate type shift lever.
Item Details
Weight Reduction 1. Aluminum oil pump
a. 2.3kg Approx
2. Pressed parts a. Retainer and hub of brakes and clutches
b. Carrier of planetary gear set
Better shift quality 1. Independent control of clutches and brakes enabled better control of
hydraulic pressure and skiped shifts (4 to 2, 3 to 1)
2. During N to D or N to R shift, feedback control adopted.
3. When starting from Creep condition, reduction of shock.(Creep condition is
controlled with 1st gear)
4. Solenoid valve frequency is increased for more accurate control. 35Hz to
61.3Hz except DCCSV that is 35Hz and VFS that is 600Hz.
5. HIVEC adoption for better shift feeling.
6. Variable shift pattern.
Increase in Power train efficiency 1. Fully Variable Line Pressure
2. VFS(Variable Force Solenoid)
- Manual shifting possible
- Step gate type shift lever

MECHANICAL SYSTEM
OPERATION COMPONENTS AND FUNCTIONOperating Element Symbol Function
Under drive clutch UDConnect input shaft and under drive sun gear
Reverse clutch REVConnect input shaft and reverse sun gear
Overdrive clutch ODConnect input shaft and over drive carrier

Low&Reverse brakeLRHold LR annulus gear and OD carrier
Second brake 2NDHold reverse sun gear
One way clutch OWCRestrict the rotating direction of low & reverse annulus gear
Operating elements
UD/COD/CREV/C 2ND/B LR/BOWC
P ●
R ●●
N ●
D1 ● ●○
D2 ● ●
D3 ●●
D4 ●●
1) ○ : OWC is operated when shifts from 1st gear to 2nd gear.
2) L&R brake is released in 1st gear when the vehicle speed is more than 5KPH approximately.
Torque converter and shaft
The torque converter consists of an impeller(pump), turbine and stator assembly in a single unit. The pump is
connected to the engine crankshaft and turns as the engine turns. This drawing force is transmitted to the turbine
through the oil which is recycled by the stator.
The transmission has two parallel shafts ; the input shaft and the output shaft. Both shafts are in line with the engine
crankshaft. The input shaft includes the overdrive clutch, reverse clutch, underdrive clutch, one way clutch, 2ND brake,
low&reverse brake, overdrive planetary carrier, output planetary carrier and transfer drive gear. The output shaft
includes the transfer driven gear.
CLUTCHES
The gear changing mechanism utilizes three multi- disc clutches. The retainers of these clutches are fabricated from
high- precision sheet metal for lightness and ease of production. Also, more responsive gearshifts at high engine
speeds are achieved by a pressure- balanced piston mechanism that cancels out centrifugal hydraulic pressure. This
mechanism replaces the conventional ball check valve.
UNDERDRIVE CLUTCH
The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits driving force from the input shaft to the
underdrive sun gear(A).
The components comprising the under clutch are as illustrated below.

Hydraulic pressure acts in the piston pressure chamber(B) (between the piston(c) and retainer) and thus pushes the
piston(C). In turn, the piston depresses the clutch discs and thereby transmits driving force from the retainer(D) to the
hub(E) side.
At high speed, fluid remaining in the piston pressure chamber is subjected to centrifugal force and attempts to push
the piston.
However, fluid in the balance fluid chamber(A) (the space between the piston and return spring retainer(B)) is also
subjected to centrifugal force.
Thus, the hydraulic pressure on one side of the piston cancels out the hydraulic pressure on the other side, and the
piston does not move.
REVERSE CLUTCH AND OVERDRIVE CLUTCH
The reverse clutch(C) operates when the reverse gear is selected and transmits driving force from the input shaft to
the reverse sun gear.
The overdrive clutch(D) operates in 3rd and 4th gears and transmits driving force from the input shaft to the overdrive
planetary carrier and low- reverse annulus gear.

BRAKES
The gear changing mechanism utilizes two multi- disc brakes.
LOW&REVERSE BRAKE AND SECOND BRAKE
The low&reverse brake(A) operates in 1st and reverse gears, when the vehicle is parked, and during manual
operation. It locks the low&reverse annulus gear and overdrive planetary carrier to the case.
The second(C) brake(B) operates in 2nd and 4th gears and locks the reverse sun gear(D) to the case.
The components comprising the low&reverse brake and second brake are as illustrated below.
As shown, the discs and plates of the two brakes are arranged on either side of the rear cushion plate(E), which is
itself secured to the case(F) by a snap ring.
OWC
To improve the shift feeling from 1st to 2nd gear, OWC was adopted on the low&reverse brake annulus gear. Instead
of hydraulic fixing by Low&reverse brake at the 1st gear, this mechanical fixing device was used. This structure is not
a new concept, because this OWC already has been installed on the previous models.
ACCUMULATORS
NumberFunction Name Color
1 Low&Reverse Brake None
2 Underdrive Clutch Yellow
3 Second Brake Blue
4 Overdrive Clutch None