2013 SSANGYONG NEW ACTYON SPORTS clutch

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1. OVERVIEW
The six speed automatic (M78) transmission is
available in two variants: four wheel drive and
two wheel drive.
The transmission has the following features:
Six Forward Speeds
One reverse gear
A torque converter with an integral converter lock-up clutch
Electronic shift and pressure controls
A single planetary gear-set
A double planetary gear-set
Two hydraulically controlled brake bands
Three multi-plate clutches
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 ·
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The transmission contains fully synthetic automatic transmission fluid (ATF) and is filled for life; therefore
it does not require periodic servicing.
Engine power reaches the transmission via a torque converter with integral converter lock-up clutch.
The six forward gears and one reverse gear are obtained from a single planetary set, followed by a
double planetary set. This type of gear-set arrangement is commonly known as Lepelletier type gear-set.
The automatic transmission is electronically controlled. The control system is comprised of the following
elements:
External transmission control unit (TCU)
Internal embedded memory module (EMM)
Input and output speed sensors
Valve body unit comprised of four on/off solenoid valves and six variable bleed solenoids
Torque converter -
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2. FEATURES
Early Downshifts with Hard Braking and Skip Shifts ▶
When heavy braking is detected, the transmission downshifts early and skips gears to provide increased
engine braking to provide gear selection for tip-in.
Gear Hold on Uphill/Downhill ▶
If the accelerator pedal is released when travelling uphill, upshifts are prevented to reduce busyness on
grades. If the accelerator pedal is released when travelling downhill, upshifts are prevented to enhance
engine braking.
Soft Engagement when Shifting to “D” and “R” Position ▶
A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is
achieved by limiting engine speed and engine torque which results in a rapid, but progressive
engagement of either Drive or Reverse when moving from the Park or Neutral positions. There is no
drive engagement prevention strategy implemented on the transmission system as there is sufficient
engine strategy to protect the system. However, reverse gear engagement is prevented until engine
speed is less than 1400 rpm and the accelerator pedal position is less than 12% and vehicle speed is
less than 10 km/h.
Converter Clutch Lock-Up In All Gears ▶
The transmission features converter clutch lock-up in all gears. This feature provides improved fuel
economy and vehicle performance. It also improves transmission cooling efficiency when towing heavy
loads at low speeds, e.g. in city driving or hill terrain.
Embeded Memory Module (EMM) ▶
The embedded memory module (EMM) is
matched to the transmission's valve bodies
during transmission assembly to ensure refined
shift quality. The EMM is integrated into the input
speed sensor which is mounted on the valve
body in the transmission. The EMM is used to
store data such as valve body calibration data
and valve body serial number. Upon installation,
the TCU will download the data from the EMM
and utilise this data in the operation of the
transmission.
1) Features

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2) Cooling System
The transmission 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 cooling and lubrication to
the transmission drivetrain in the event of a blockage in the transmission cooler.
Gear Shift ▶
Coastdown ▶
Torque Demand ▶ Transmission 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
Coastdown downshifts occur at 0% accelerator pedal when the vehicle is coasting down to a stop. To
reduce the shift shock and to improve the shift feeling during downshift, TCU electronically controls the
transmission.
Torque demand downshifts occur (automatically) when the driver demand for torque is greater than the
engine can provide at that gear ratio. If applied, the transmission will disengage the TCC to provide
added acceleration.
3) Shift Strategy

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5. ELECTRONIC CONTROL SYSTEM
1) Overview
The transmission control unit (TCU) and its input/output networks control the operations of transmission:
Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch -
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In addition, the TCU receives input signals from certain transmission-related sensors and switches. The
TCU also uses these signals when determining transmission 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 the operations of transmission.
2) Transmission Control Unit (TCU)
The transmission control unit (TCU) is mounted under the driver's seat and controls the operation of the
transmission.
TCU processes the analog information from the internal sensors and the digital information through CAN
communication lines. TCU monitors all the input and output signals. If there is any failure, TCU changes
the system to “Limp Home Mode” and alerts to the driver through the warning lamp on the
instrument cluster.
(1) Hard-wired (Analog) Input/Output
Input/Output Data between TGS Lever and TCU ▶
Position and conditions of gear select lever
Driving moded (Winter or Standard) -
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Position of inhibitor switch - Input/Output Data between Inhibitor and TCU ▶
6 control signals for variable bleed solenoid
4 control signals for ON/OFF solenoid
Transmission input speed
Transmission output speed
Transmission oil temperature
EMM (Embeded Memory Module) -
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- Input/Output Data between Automatic Transmission and TCU ▶
Input/Output Data between Self Diagnostic Connector and TCU ▶
Various DTC codes and TCU information -

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3) Transmission Control Monitoring System
TCU monitors all input and output signals to identify possible failures. If a fault is detected, TCU activates
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8c004700930090008d008c0047009a00970088009500470096>f transmission.
Monitoring the Supply Voltage ▶
Monitoring the Supply Voltage to Solenoid ▶
Monitoring the Gear Ratio ▶
Monitoring the Torque Converter ▶ If the battery voltage is too high or too low, the TCU sets the DTC.
TCU monitors the circuits for open or short to ground or supply. The monitoring function evaluates the
voltage characteristics while the switch is ON.
TCU monitors the gear is engaged properly in the allowed time.
TCU checks if the torque converter can be locked up properly. If it is failed, TCU releases the torque
converter clutch to activate the fail-safe operation.
4) Shift Energy Management
This function involves reducing or increasing the engine output torque during shifting. This reduces the
energy which is dissipated in the friction elements of the transmission during up-shift. This is done by
reducing the engine torque during the gear ratio change without interrupting the tractive drive.
This function is used for:
Increasing the life span of transmission by shortening the slipping time
Improving the shift comfort by reducing the step changes due to gearshift
Transferring a higher engine power -
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Real-time control of engine torque is required to maintain the proper shift operations and the durability of
transmission. TCU controls the engine torque during the gearshift by synchronizing the operation of
transmission clutches.

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Pressure Modulation ▶
To provide a higher level of shift comfort and durability, the hydraulic pressure in the shift related friction
elements of the transmission must be matched accurately to the input torque to transmission. This
hydraulic pressure is composed of a hydraulically pre-set basic pressure and a control pressure which is
set by one of the variable bleed solenoids.
The transmission input torque can be directly calculated from the following operating parameters:
engine torque signals
engine speed or any signal transmitted from ECU through CAN lines
converter slip -
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Separate pressure characteristics for each gear change make it possible to adapt precisely to the
particular shift operation.
5) Shift Mode Selection by TCU
The driver can select Standard (S) or Winter mode (W) with the mode switch. TCU automatically
changes the shift mode according to the transmission oil temperature, uphill or downhill gradient, and
altitude to keep the good driving conditions.
Standard Mode (S) ▶
Uphii and Downhill Mode ▶
Altitude Mode ▶ Standard Mode is selected when setting the mode switch in Standard (S) position with the gear select
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9000950047009500960099009400880093004700960097008c>rating range. Proper shift timing
provides the optimized fuel economy and good driving conditions.
In this mode, the operating points of torque converter lock-up clutch and the shifting points are adjusted
according to the vehicle weight.
In this mode, the shifting points are automatically adjusted according to the altitude to compensate the
engine torque changes due to barometric pressure and temperature.

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6. POWER FLOW
Power flows in gears:
Power flow - 1st gear (M)
Power flow - 1st gear (D)
Power flow - 2nd gear (D)
Power flow - 2nd gear (D) ? lockup (D)
Power flow - 3rd gear (D)
Power flow - 4th gear (D) - 4th gear (D) in Limp home mode
Power flow - 5th gear (D)
Power flow - 6th gear (D) -
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GearGear ratioEngaged element (clutch & band)
C1 C2 C3 B1 B2 1-2OWC
M1 3.53 ON ON
1st 3.53 ON ON
2nd 2.14 ON ON
3rd 1.48 ON ON
4th 1.16 ON ON
5th 0.87 ON ON
6th 0.68 ON ON
Reverse -3.09 ON ON
Gear
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
M1 ON 1 0 1
1st ON 1 0 0-1
2nd ON ON 1 0 1 0-1
3rd ON ON 1 0 1 0-1
4th 0 0 0-1
5th ON 0 1 1 0-1
6th ON ON 0 1 1 0-1
Reverse ON ON ON 1 1 1 0-1
Gear Selection and Engaged Element ▶
Variable bleed solenoid valve - VBS ON/OFF solenoid valve

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1) Power Flow - Manual (M Position)
Functioning elements ▶
Control ▶C2 applied, FSG (Forward Sun Gear)
driven
B2 applied to hold Rear Planet Carrier
stationary
Provides engine breake effect -
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S1 ON, C1 shift valve moved to the left end, C1 clutch not engaged
S1 ON, B2 shift valve moved to the left end, B2 band operated (S7 should be ON)
C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
Drive oil (for C2 clutch engagement) is regulated by VBS S6 -
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Connecting Components ▶
Gear
ratioON / OFF solenoids Variable pressure sol. valve-VBS
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
3.53 ON 1 0 1 0-1
Gear
ratioEngaged element
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
3.53 ON ON ON
Power Flow Diagram ▶
Manual 1st gear is not engaged even when
moving the manual valve to a certain position.
This gear state is obtained electronically by
solenoids S1 and S7.