2011 FORD KUGA engine

E127359
1
2
3
4
5
Input shaft:
The transmission input shaft rotates in the
clockwise direction. The clutch C1 (1) joins the
transaxle input shaft and the ring gear. The ring
gear rotates in clockwise direction. The planetary
gear set rotates in clockwise direction.
The front larger planet gear rotates clockwise with
the rear planet gear as a single unit. Brakes B2
(2), brake B1 (3) and the one-way clutch F1 (4)
prevent rotation of the sun gear.
The front and rear planetary gear carriers are
turned clockwise by 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 counterclockwise.
The front annular gear rotates counterclockwisewith the secondary idler gear as a single unit. The
front planetary gear set rotates in the clockwise
direction.
The sun gear rotates clockwise. The rear planetary
gear set rotates counterclockwise. Brake B5 (5)
prevents rotation of the rear planetary gear carrier.
The rear annular gear rotates counterclockwise.
The front planetary gear carrier and the shaft drive
pinion rotate in counterclockwise direction with the
rear ring gear as one 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, 3rd gear
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Automatic Transmission/Transaxle
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5-Speed Automatic Transaxle - AW55 AWD
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E127360
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. Brakes B2 (1)
and B1 (2) and also the one-way clutch F1 (3)
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 counterclockwise.
The front annular gear rotates counterclockwise
with the secondary idler gear as a single unit. The
front planetary gear set rotates in counterclockwise
direction. The brake band B4 (4) locks the
rotational movement of the sun gear.
The front planetary gear carrier rotates in
counterclockwise direction. The front planetary
gear carrier and the shaft drive pinion rotate in
counterclockwise direction with the rear ring gear
as one 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, 4th gear
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Automatic Transmission/Transaxle
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5-Speed Automatic Transaxle - AW55 AWD
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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
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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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E127362
12
3
Input shaft:
The transmission input shaft rotates clockwise.
Clutch C2 (1) connects the transmission input shaft
with the sun gear. The sun gear rotates clockwise.
The rear planetary gear set rotates
counterclockwise. The front larger planetary gear
set rotates counterclockwise with the rear planetary
gear set as a single unit. The front smaller
planetary gear set rotates clockwise.
Brake B3 (2) blocks the ring gear in
counterclockwise direction. The front and rear
planetary gear carriers are turned clockwise by the
front smaller gear. The primary idler gear rotates
counterclockwise with the front and rear planetary
gear carriers as one unit.
Output shaft:
The secondary idler gear rotates clockwise. The
front annular gear rotates clockwise with the
secondary idler gear as a single unit. The front
planetary gear set rotates clockwise. The sun gear
rotates in counterclockwise direction.
Brake B5 (3) prevents rotation of the rear planetary
gear carrier. The rear annular gear rotates
clockwise. The front planetary gear carrier and the
final drive pinion rotate clockwise with the rearannular gear as one unit. The final drive rotates
counterclockwise.
Engine braking:
The power is transferred directly to the
transmission input shaft without one-way clutch
involvement. Engine braking is thus applied.
NOTE:
The clutch C2 and the brake B3 are only
activated at a speed below 7 km/h (approx. 4.35
mph) when shifting from a forward gear to the
reverse gear.
Service instructions
Towing procedure
Towing is only permitted travelling forwards, at a
maximum speed of 80 km/h and for up 80 km. The
gear selector lever must be in Neutral.
CAUTION: The vehicle must never be
towed backwards under any
circumstances.
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Reset adaptation data
Adaptation values are stored in the software of the
TCM:
• Adaptation should be reset after an internalcomponent has been exchanged or the whole
transmission has been changed.
The adaptation of the transmission is reset via IDS.
Limp home mode
The TCM software contains functions which take
control of the transmission if serious faults occur.
The fault characteristic decides which strategies
are to be used.
The vehicle remains capable of restricted
operation.
The TCM strategy differentiates between four emergency modes adapted to the fault situation:
Gear
Position
Mode
4th
D, S+
Emergency 1
2nd
S-
Reverse
Reverse
3rd
D, S+
Emergency 2
2nd
S-
Reverse
Reverse
4th
D, S+
Emergency 3 (*)
2nd
S-
Reverse
Reverse
4th
D, S+, S-
Emergency 4
Reverse
Reverse
(*) As for Emergency 1 mode, the second gear will however be shifted using other solenoid valves.
Different measures are implemented, depending
on the current gear position and driving situation
when the fault occurs:
• When a fault occurs, the TCM makes it possible
for the vehicle to maintain restricted operation.
The distance travelled should be kept as short
as possible.
• Torque limitation is activated in order to protect the transaxle components.
• When the engine is restarted (ignition switched off for approx. 15 seconds), the transaxle is no
longer in limp home mode. There is no longer
a fault indication on the instrument cluster, and
the MIL (malfunction indicator lamp) is off.
However, the fault remains stored in the TCM.
If the fault is still present, limp home mode is
reactivated.
• If limp home mode is reactivated after the ignition is switched on, the option exists in select-shift mode to pull away in 2nd gear. This
is the case unless the transaxle is in emergency
mode 4. Only 4th gear and the reverse gear are
available in this mode.
Component Description
Tasks of the electronic components
The following overview summarizes the input and
output signals from the transmission control
module.
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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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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
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