2013 SSANGYONG KORANDO sensor

5. TRANSAXLE ELECTRONIC CONTROL SYSTEM
1) General Information
The transmission control unit (TCU) and its input/output network control the following transmission
operations:
Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch -
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also uses these signals when determining transaxle operating strategy. Using all of these input signals,
the TCU can determine when the time and conditions are right for a shift, or when to apply or release the
torque converter clutch. It will also determine the pressure needed to optimise shift feel. To accomplish
this, the TCU operates six variable bleed control solenoids and four on/off solenoids to control transaxle
operation.
2) TCU (Transmission Control Unit)
The transaxle control unit (TCU) is mounted
under the driver's seat and controls the operation
of the transaxle.
The TCU is activated and deactivated by the
ignition power supply and is connected to the
transaxle link harness by a 26 pin connector. The
TCU processes information received from internal
sensors and signals received across the CAN
bus in analogue and digital forms such as:
Transaxle input speed
Transaxle output speed
Accelerator pedal position
Gear selector position
Engine torque
Engine speed
Transaxle fluid temperature
Brake pedal status
Engine oil temperature
Engine coolant temperature
Ambient air temperature
Barometric pressure -
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3660-01
1. ABBREVIATION
No Abbreviation Name
1 DTC Diagnostic trouble code
2 TCU Transmission control unit
3 ATF Automatic transmission fluid
4 DC Damper clutch
5 PCSV Pressure control solenoid valve
6 UD Under drive
7OD Over drive
8 LR Low reverse
9 LP Line pressure
10 SOL Solenoid
11 VFS Variable force solenoid
12 PG-A Input speed sensor
13 PG-B Output speed sensor

2. GENERAL INFORMATION
Automatic transaxle (6F24)
The Model 6F24 six speed automatic transaxle is
available in two variants: four wheel drive and two
wheel drive.
Six forward speeds
One reverse gear
A toruqe converter with an integral converter lock-
up clutch with slip control capabilities
Planetary gear-set (3EA)
Clutches (2EA)
Brake (3EA)
O.W.C (1EA)
All hydraulic functions are directed by electronic
solenoids to control: -
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Engagement feel
Shift feel
Shift scheduling
Modulated torque converter clutch
applications 1)
2)
3)
4) Inhibitor switch
Oil pan
Torque converter
TCU (located under driver's seat)
TCU is located under the driver's seat and controls
the transaxle operations.
TCU receives and uses the signals from sensors
and switches through CAN bus with analog and
digital types.
E-coupling unit
TCU

3. SPECIFICATIONS
1) Specifications
Type/Weight 6F24 6-speed automatic transaxle /
approx. 86 kg (including ATF)
TORQUE 230 Nm
Overall length / Center length 373.1 mm / 204 mm
Descriptions Specification
Gear ratio 1st gear 4.212
2nd gear 2.637
3rd gear 1.800
4th gear 1.386
5th gear 1.000
6th gear 0.772
Reverse gear 3.385
Shift pattern Variable
Shift range 4 Range (P-R-N-D) + Manual mode
Shift range valve VFS : 6EA
Planetary gear 3EA (Front, Middle, Rear)
Clutch 2EA
Brake 3EA
O.W.C 1EA
Oil Type ATF SP-IV M
Capacity approx. 7.1 L
Change interval Maintenance free. However, under the severe
conditions or commercially used, change the oil at
every 100,000 km (EU: 90,000 km).
Resistance of oil
temperature sensor-20
0
20
100
Weight 2WD 87.5kg
4WD 88.5kg

Automatic transaxle Bolt (engine) 17 mm X 4
14 mm X 1 85.0 ~ 100.0Nm
Bolt (start motor) 14 mm X 2 48.0 ~ 58.8Nm
Bolt (oil pan) 14 mm X 4 56.0 ~ 62.0Nm
Bolt (torque converter) 17 mm X 6 45.0 ~ 52.0Nm
Eye bolt 22 mm X 1 3.0 ~ 5.0Nm
Drain plug 24 mm X 1 34.0 ~ 44.0Nm
Nut (range select lever) 14 mm X 1 17.6 ~ 24.5Nm
Bolt (inhibitor switch) 10 mm X 2 9.8 ~ 11.7Nm
Bolt (oil pan) 10 mm X 19 12.0 ~ 14.0Nm
Bolt (solenoid harness) 10 mm X 6 9.8 ~ 11.7Nm
Bolt (oil temperature sensor) 10 mm X 1 9.8 ~ 11.7Nm
Bolt (input & output sensor) 10 mm X 2 9.8 ~ 11.7Nm
Bolt (detent spring) 12 mm X 1 12.0 ~ 16.0Nm
Bolt (valve body) 10 mm X 8 9.8 ~ 11.7Nm
Bolt (V/B solenoid bracket) H5 mm X 9 9.8 ~ 11.7Nm
Bolt (torque converter housing) 12 mm X 20 28.0 ~ 35.0Nm
Bolt (oil guide A) 10 mm X 3 9.8 ~ 11.7Nm
Bolt (oil guide B) 10 mm X 1 5.0 ~ 7.0Nm
Bolt (oil filter) H5 mm X 2 9.8 ~ 11.7Nm
5. TIGHTENING TORQUE
DescriptionsSize x
NumbersTightening torque
(Nm)
TGS lever Nut 12 mm X 4 17.6 ~ 21.6Nm
Nut (manual control lever) 13 mm X 1 14.0 ~ 20.0Nm
Nut (floor) 12 mm X 1 17.6 ~ 21.6Nm
Nut (dash panel) 12 mm X 2 17.6 ~ 21.6Nm
A/T bracket Bolt (left bracket) 17 mm X 3 88.2 ~ 107.8Nm
Bolt (right bracket) 17 mm X 4 88.2 ~ 107.8Nm
Bolt (upper bracket) 17 mm X 4 88.2 ~ 107.8Nm
TGS lever
TGS cable

3660-01
1. OVERVIEW
2WD4WD
The Model 6F24 6 speed automatic transaxle is electronically controlled. The control system is
comprised of the following components:
External transaxle control unit (TCU)
Input and output speed sensors
Six variable force solenoids(VFS) and two on/off solenoids
Torque converter
ATF temperature sensor -
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TCU controls the oil pressure for various internal clutches and brakes to select the gear. It also controls
the electronic elements, shift pressure and torque converter slip. If the system is defective, TCU provides
FMEC (Failure Mode Effect Control) to maintain the functionality of transaxle. This keeps the basic
function of transaxle (gear selection) even when there are failure in controls and power supply.
There are selector shaft position sensor (inhibitor switch) and oil temperature sensor in transaxle. In
manual mode, TCU receives the information from TGS (Transmission Gear Selector) through PCB
(Printed Circuit Board) when driver selects the manual shift mode. TCU communicates with other electric
control modules through CAN. In order to ensure a safe driving state and to prevent damage to the
automatic transmission, TCU switches to Limp-Home mode in the event of critical faults.

3660-01
2) Transaxle Cooling
The transaxle cooling system ensures rapid warm-up and constant operating temperature resulting in
reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient lubrication to the transaxle
drivetrain in the event of a blockage in the transaxle cooler.
3) Shift Strategy
Gear Change
Transaxle gear change is controlled by the
TCU. The TCU receives inputs from various
engine and vehicle sensors to select shift
schedules and to control the shift feel and
torque converter clutch (TCC) operation at each
gear change.
Coast down
Coast down down shifts occur at 0% pedal
when the vehicle is coasting down to a stop.
Torque Demand
Torque demand down shifts occur
(automatically) when the driver demand for
torque is greater than the engine can provide at
that gear ratio. If applied, the transaxle will
disengage the TCC to provide added
acceleration.

4. LIMP HOME MODE
When the transaxle is defective
In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to maintain
maximum functional operation of the transaxle. (There are 3 FMEC modes, mechanical limp-home
mode, electrical limp-home mode, limp-home mode C.)
In the event of a total loss of control or electrical power, the basic transaxle functions (Park, Reverse,
Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque converter clutch in the
unlocked state are the retained gear states the hydraulic system supports without any electrical
assistance. (Mechanical limp-home)
If the speed sensor circuit is failed, the gear is fixed to 4th gear, but manual shifting
If the inhibitor switch signals are invalid, shifting to1st and 2nd gear is forbidden. (Limp-home C)
The TCU communicates with other vehicle electronic control modules by the controller area network
(CAN). If a major fault is developed, the transaxle may not accomplish the intelligent shift control. The
TCU controls the transaxle with preset values.
The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II regulation,
monitoring all components which may effect vehicle emissions. 1.
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6.
Towing the automatic transaxle equipped vehicle
Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages.
For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed equipment with
all the wheels off the ground.
For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground without
dollies and the front wheels off the ground. When being towed by a commercial towtruck and
wheel dollies are not available, the front of the vehicle should be lifted, not the rear. -
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