2011 FORD KUGA can

The TCM detects uphill driving by comparing the
engine load transmitted by the PCM with the engine
speed. If the engine load increases and the engine
speed falls, then the TCM causes the transaxle to
shift to a lower transmission range in order to
increase the traction force.
Downhill driving
The TCM detects downhill driving by comparing
the engine load and engine speed values
transmitted by the PCM with the OSS sensor
signal. In order to prevent overloading of the
vehicle brakes, the TCM causes the transaxle to
shift to a lower transmission range.
Hill-hold function
If the vehicle is stopped on an uphill incline, the
TCM detects this through the faster drop in engine
speed compared with the drop in engine speed
when stopping on the flat. In this situation, the
hydraulics are actuated by the TCM in such a way
that the vehicle is prevented from rolling back. This
function is not used on steep inclines.
If the vehicle is parked on an uphill incline (ignition
switched off), the hill-hold function is not active
when pulling away.
Altitude correction
Lower air density results in reduced engine
performance. In order to compensate for this
operating situation, the TCM changes the shift
points.
Selector lever lock
To prevent the selector lever being accidentally
moved from the P or N position, the vehicle also
has an electrically operated selector lever lock.
This blocks the locking pin in the locking segment
and thus locks the selector lever in the P or N
position.
Shifting from P into another transmission
range
To be able to move the selector lever from P into
another transmission range, the ignition must be
switched on and the brake pedal must be
depressed (stop light switch on). The TCM detects
the position of the brake pedal via the CAN data
bus and the engaged transmission range from the
TR sensor.
The signal is then transferred from the TCM to the
select-shift switch module in order to activate the
solenoid valve in the selector mechanism
assembly.
In position P, the solenoid valve is activated and
the locking pin is pulled in so that the lock button
on the selector lever can be pressed as usual to
engage another transmission range.
In the selector mechanism assembly there is a Hall
sensor which is affected by a permanent magnet
on the gate of the selector mechanism assembly.
If the selector lever is moved from the P position,
both the Hall sensor and the selector lever lock
solenoid are simultaneously deactivated, to prevent
the selector from being kept in the N position.
If the ignition is set to "I" or "0" the solenoid valve
is deactivated. When the selector lever is in the P
position, it is mechanically locked because it has
no voltage.
Shifting from N into another transmission
range
The conditions are the same as for shifting from P
into another transmission range.
However, the lock button on the selector lever must
be pressed to be able to select R or P.
Power flow through the transmission
Clutches and brakes
G1163605en2008.50 Kuga8/2011
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 31
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E127361
1
2
3
4
5
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (5) joins the
transaxle input shaft and the ring gear. The ring
gear rotates in clockwise direction. The rear
planetary gear set rotates in the clockwise
direction.
The front larger planet gear rotates clockwise with
the rear planet gear as a single unit. Brake B2 (1),
one-way clutch F1 (3) and brake B1 (2) prevent
rotation of the sun gear.
The front and rear planetary gear carriers are
turned clockwise because of the reactive forces
from the front larger gear. The primary idler gear
rotates clockwise with the front and rear planetary
gear carriers as one unit.
Output shaft:The secondary idler gear rotates clockwise. The
front annular gear rotates counterclockwise with
the secondary idler gear as a single unit. Clutch
C3 (4) connects the sun gear with the front
planetary gear carrier.
The front planetary gear set cannot rotate and the
output shaft rotates counterclockwise as a single
unit. The final drive rotates counterclockwise with
the output shaft as a single unit. The final drive
rotates in the clockwise direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position D, 5th gear
G1163605en2008.50 Kuga8/2011
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Automatic Transmission/Transaxle
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E125594
12
4
3
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (2) joins the
transaxle input shaft and the ring gear. Clutch C2
(1) connects the transmission input shaft with the
sun gear.
The brake B2 (3) locks the rotational movement of
the sun gear in a counterclockwise direction.
The rear planetary gear set cannot rotate and the
rear planet gear unit rotates clockwise as a single
unit. The front planetary gear set cannot rotate with
the rear planetary gear set as a single unit. The
front planetary gear unit rotates clockwise as one
unit. The primary idler gear rotates clockwise with
the front planetary gear unit as a single unit.
Output shaft:The secondary idler gear rotates counterclockwise.
The front annular gear rotates counterclockwise
with the secondary idler gear as a single unit.
Clutch C3 (4) connects the sun gear with the front
planetary gear carrier.
The front planetary gear set cannot rotate and the
output shaft rotates counterclockwise as a single
unit. The final drive rotates counterclockwise with
the output shaft as a single unit. The final drive
rotates in the clockwise direction.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
Position R (reverse)
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Automatic Transmission/Transaxle
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Description
Item
ABS5
Cruise control
6
Select-shift switch module
7
PCM
8
Selector lever lock
9
PWM solenoid valve – shift pressure (SLS)
10
PWM solenoid valve for main line pressure
(SLT)
11
PWM- solenoid valve – TCC (SLU)
12Description
Item
Shift solenoid S1 (open when dormant)
13
Shift solenoid S2 (closed when dormant)
14
Shift solenoid S3 (closed when dormant)
15
Shift solenoid S4 (open when dormant)
16
Shift solenoid S5 (closed when dormant)
17
The TSS sensor
18
The OSS sensor
19
The TFT sensor
20
TR sensor in TCM
21
Input signals
Hard wired
• Item 18: ISS (input shaft speed) sensor
– Supplies information on the transmissioninput shaft speed. Used for calculations, for
instance the shift process, checking the
torque converter lockup and for diagnosis of
the hydraulic/mechanical operations in the
transmission.
• Item 19: OSS sensor – Supplies information on the transmissionoutput shaft speed. Used for calculations, for
instance the vehicle speed and for diagnosis
of the hydraulic/mechanical operations in the
transmission.
• Item 20: TFT sensor – Supplies information on the transmission fluidtemperature. This information is used to
adjust the shift times and the fluid pressure.
• Item 21: TR sensor – Supplies the TCM with the information on thechosen transmission range. Starting is only
possible when the selector lever is in the P
or N position. The sensor is a permanent
magnet which creates a magnetic field over
the different Hall sensors and in this way
creates a specific voltage for each shift
operation.
Via the LIN data bus
• Item 7: Selector lever module (select-shift module)
– Indicates that the selector lever is locked inposition P and supplies information on the
sport mode status. Also transmits a control
signal during select-shift gear changes and
supplies information on the fault status in the selector lever module, so that the fault codes
in the module can be stored as required.
Via the CAN data bus
• Item 4: PCM – Stop light switch ON/OFF, is used by theTCC.
– Coolant temperature, used for diagnosis of the transmission temperature sensor and for
activating the catalytic converter.
– Engine speed >400 rpm = engine running. Used for starting the transmission fluid
pressure and diagnosis functions.
– Engine rpm. Used for checking the torque converter slip and the pressure build-up,
which have an effect on the shift comfort.
– Kickdown. If the accelerator pedal is pressed down and the throttle plate is wide open, the
PCM transmits a kickdown signal to the TCM.
– Current engine speed, used to check the line pressure of the transmission.
– Throttle plate opening, used to calculate the gear changes. During sport mode and
kickdown.
– Accelerator pedal position, used to calculate the shift threshold timings.
• Item 5: ABS module – Supplies information on the vehicle speedand also on the difference in speed between
the left-hand and right-hand wheels. Prevents
changing up if the speed difference is greater
than 40 km/h, to protect the differential in the
transmission.
• Item 6: Vehicle speed control system – Is used to calculate the acceleration,depending on the position of the resume and
set buttons.
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
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Output signals
Hard wired
• Item 8: PCM– Start inhibitor. Supplies the PCM with a signalthat indicates whether the engine can be
started or not.
• Item 9: Selector lever module (select-shift module)
– Controls the solenoid switch in the selectorlever unit.
• Position 10: PWM solenoid valve – shift pressure (SLS)
– Matches the line pressure to a shift pressureand is activated for certain gears.
• Position 11: PWM solenoid valve – main line pressure (SLT)
– Adjusts the linear line pressure for gearchanges without jolts.
• Position 12: PWM- solenoid valve – TCC (SLU) – Matches the line pressure to a torqueconverter lock-up pressure. Is also used for
certain gearshifts.
• Items 13 - 17: Shift solenoids S1 – S5 – The TCM checks which gear is engaged asthe solenoids become active in different
patterns.
Via the LIN data bus
• Item 7: Selector lever module (select-shift module)
– The TCM transmits a signal to the selectorlever module which activates the LED (light
emitting diode) in the selector mechanism
assembly according to the selector lever
position. Via the CAN data bus
• Item 2: GEM
– The selector lever module transmits a signalvia the TCM, which indicates that the selector
lever is locked in position P. The GEM uses
this information to control the ignition switch
key inhibit function.
– The TCM transmits a signal via the GEM to activate the back-up lamps.
• Item 3: Instrument Cluster – Current selector lever position. Used toindicate the selector lever position in the
instrument cluster.
– Check the warning lamps via the GEM. In the event of a fault, the general warning lamp
lights.
– Text messages in the instrument cluster via the GEM. The driver receives various
malfunction messages from the TCM.
– The TCM transmits signals on the CAN data bus to the PCM so that the MIL lights up in
the event of emissions-related faults.
• Item 4: PCM – Transmission fluid temperature, used tocompensate for increased loads at low fluid
temperatures.
– Gear selected, used by the engine so that it can compensate for different loads.
– Torque converter lockup, used by the engine so that it can compensate for different loads.
– Next gear planned by the TCM, used by the engine to compensate for different loads.
– Requirement for a reduced engine torque during gear shifts, the engine reduces the
engine torque during gear shifts.
– Torque limiting requirement, the engine limits the engine torque according to the gear
engaged.
• Item 5: ABS module – Current gear, used to transmit a signal, notfor shift control.
– Vehicle speed, used as reserve.
Control valve assembly
G1163605en2008.50 Kuga8/2011
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 45
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5252
E125820
12345
6
Description
Item
Shift solenoid S1
1
Shift solenoid S2
2
Shift solenoid S3
3
Shift solenoid S4
4
Shift solenoid S5
5
TCM connector 'C'
6
If a shift solenoid valve fails, the MIL is activated
and the vehicle can be driven in the appropriate
emergency mode.
Failure of the shift solenoids
Emergency function
MIL
Reason
Component
Emergency Mode 1
On
Short B+ / open circuit
Shift solenoid S1
No 1st gear / no N-D
control
Short B-
Emergency Mode 1
On
Short B+ / open circuit
Shift solenoid S2
No 1st or 5th gear
Short B-
Emergency Mode 2
On
Short B+ / open circuit
Shift solenoid S3
Emergency Mode 4
Short B-
Emergency Mode 1
On
Short B+ / open circuit
Shift solenoid S4
Short B- Emergency Mode 1
On
Short B+ / open circuit
Shift solenoid S5
Short B-
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
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E125966
97
2
1
Description
Item
PWM- solenoid valve – TCC (SLU)
1
TCM connector 'C'
2
If the PWM solenoid valve for the TCC (SLU) fails,
the MIL is activated and the vehicle can be driven
in emergency mode 1.
PWM solenoid valve – shift pressure (SLS)
E112326
Installation position
The PWM solenoid valve for shift pressure (SLS)
is located in the valve body on the front of the
transaxle.
Function
0 0.2 1.00.80.60.4
0
0.2 1.00.80.60.4
0
0.2 1.00.80.60.40
0.2 1.00.80.60.4
E125990
1
2
G1163605en2008.50 Kuga8/2011
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5-Speed Automatic Transaxle - AW55 AWD
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Description
Item
Hydraulic pressure
1
Average current (A)
2
The valve directly actuates the multi-plate brake
(B1) in 2nd - 4th gear as well as the clutch (C2) in
5th and reverse gear. The PWM control achieves
smooth engagement of the gears.
The hydraulic function of the valve is linear. The
hydraulic valve is controlled by means of the
varying current resulting from the current duty
cycle. The system pressure is low with a high duty
cycle, i.e. with high current intensity (approx. 1 A),
and vice versa.
Consequences of signal failure
E125991
2
1
Description
Item
PWM solenoid valve – shift pressure (SLS)
1
TCM connector 'C'
2
The shift pressure increases to the maximum value
in the event of interruptions, which leads to hard
gearshifts when shifting to another gear. The valve
is then fully open. If the PWM solenoid valve for shift pressure (SLS)
fails, the MIL is activated and the vehicle can be
driven in emergency mode 3.
PWM solenoid valve for main line pressure
(SLT)
E112327
Installation position
The PWM solenoid valve – main line pressure
(SLT) is located in the control valve assembly on
the front of the transmission.
Function
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Automatic Transmission/Transaxle
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