CH
CHASSIS– U660E AUTOMATIC TRANSAXLE
CH-87
JELECTRONIC CONTROL SYSTEM
1.General
The electronic control system of the U660E automatic transaxle consists of the control listed below.
System
Outline
Shift Timing Control
The ECT ECU supplies current to 6 solenoid valves (SL1, SL2, SL3, SL4,
SL and/or SLU) based on signals from each sensor to shift the gear.
Clutch to Clutch
Pressure Control
(See page CH-94)
Controls the pressure that is applied directly to the C
1
, C
2
clutches and B
1
,
B
3
brakes by actuating the shift solenoid valves (SL1, SL2, SL3 and SL4)
in accordance with ECT ECU signals.
Line Pressure
Optimal Control
(See page CH-95)
Actuates solenoid valve SLT to control the line pressure in accordance with
information from the ECT ECU and the operating conditions of the
transaxle.
Powertrain
Cooperative Control
(See page CH-96)
Controls both the shift control and engine output control in an integrated
way, achieving excellent shift characteristics and drivability.
Lock-up Timing
Control
(See page CH-97)
The ECT ECU supplies current to shift solenoid valves SL and SLU based
on signals from each sensor and engages or disengages the lock-up clutch.
Flex Lock-up
Clutch Control
(See page CH-98)
Controls solenoid valves SLU and SL, provides an intermediate mode
between the ON/OFF operation of the lock-up clutch, and increases the
operating range of the lock-up clutch to improve fuel economy.
Coast Downshift Control
(See page CH-99)
The ECT ECU performs downshift control so that fuel cut control can
continue for as long as possible during deceleration.
AI (Artificial Intelligence)
-SHIFT
(See page CH-100)
Based on the signals from various sensors, the ECT ECU determines the
road condition and the intention of the driver. Thus, the shift pattern is
automatically regulated to an optimal level, improving drivability.
Multi-mode Automatic
Transmission
(See page CH-102)
The ECT ECU appropriately controls the automatic transaxle in accordance
with the range position selected while the shift lever is in the S mode
position.
Diagnosis
(See page CH-104)
When the ECT ECU detects a malfunction, the ECT ECU makes a diagnosis
and memorizes the malfunctioning part.
Fail-safe
(See page CH-104)
Even if a malfunction is detected in the sensors or solenoids, the ECT ECU
activates fail-safe control to prevent the vehicle’s drivability from being
significantly affected.
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH23Y
INPUT TURBINE
SPEED SENSOR
COUNTER GEAR
SPEED SENSOR
ATF PRESSURE SWITCHES
ATF TEMP. SENSOR
STOP LIGHT SWITCH
COMBINATION METER
STARTER RELAY
(Starter Signal)
NEUTRAL START
SWITCH
TRANSMISSION
CONTROL SWITCH
AIR FLOW METER
WATER TEMP.
SENSOR
CRANKSHAFT
POSITION SENSOR
THROTTLE
POSITION SENSOR
ACCELERATOR PEDAL
POSITION SENSOR
NTB
NTO
NCB
NCO
TPS1,2,3
THO1
STP
SPD
STA
NSW
R,D
NSW
P,R,N,D
S,SFTU
SFTD
VG
THW
NE
VTA1
VTA2
VPA
VPA2
CAN+
CAN+
ECT ECU
ENGINE
ECU
SL1
SL2
SL3
SL4
SLU
SLT
SL
CANH
CANL
CAN–
Local CAN
CAN–
W
#10X#60
IGT1X6
IGF
M
SOLENOID VALVE SL1
SOLENOID VALVE SL2
SOLENOID VALVE SL3
SOLENOID VALVE SL4
SOLENOID VALVE SLU
SOLENOID VALVE SLT
SOLENOID VALVE SL
DLC3
CAN (CAN No.1 Bus)
COMBINATION METER
Shift Range Indicator Light
Shift Position Indicator Light
S Mode Indicator Light
Buzzer
Check Engine Warning Light
FUEL INJECTORS
IGNITION COILS
THROTTLE CONTROL
MOTOR
CH-88
2. Construction
The configuration of the electronic control system in the U660E automatic transaxle is as shown in the
following chart.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
02KCH24TE
Shift Position
Indicator Light
S mode
Indicator Light
Stop Light Switch
Shift Range
Indicator Light
Check Engine
Warning Light
Transmission
Control Switch
Engine ECU
ECT ECU
DLC3
ATF Pressure Switch
Input Turbine
Speed Sensor
ATF Temp.
Sensor
Neutral Start
Switch
Solenoid Valve SL
Solenoid Valve SLT
Solenoid Valve SLU
Solenoid Valve SL2
Solenoid Valve SL1
Solenoid Valve SL3
Solenoid Valve
SL4
LHD Models
Counter Gear
Speed Sensor
CH-89
3. Layout of Main Components
CHASSIS – U660E AUTOMATIC TRANSAXLE
025CH28TE
ECT ECU
Transaxle Connector
QR Code
Automatic Transaxle
Compensation Value
Transaxle Front View
CH-90
4. Construction and Operation of Main Components
ECT ECU
D The ECT ECU has been isolated from the engine ECU and directly fitted to the transaxle. Thus, the wiring
harness has been shortened allowing the weight to be reduced. All the solenoid valves and sensors used
for automatic transaxle control are directly connected to the ECT ECU through the connector located in
front of the automatic transaxle.
D The ECT ECU maintains communication with the engine ECU through the CAN (Controller Area
Network). Thus, engine control is effected in coordination with ECT control.
D A label, on which the automatic transaxle compensation values and QR (Quick Response) code are
printed, is attached on the top of the automatic transaxle. The label contains encoded automatic transaxle
property information. When the automatic transaxle is replaced, allow the ECT ECU to learn the
automatic transaxle property information by inputting the automatic transaxle compensation values into
the ECT ECU using an intelligent tester II. In this way, the shift control performance immediately after
replacement of the automatic transaxle is improved. For details, see the Camry Repair Manual.
D The QR code, which requires a special scan tool, is used at the vehicle assembly plant.
— REFERENCE —
What are QR (Quick Response) Codes?
D QR code, a matrix symbology consisting of an array of nominally square cells, allows omni-directional,
high-speed reading of large amounts of data.
D QR codes encode many types of data such as numeric, alphanumeric, kanji, kana and binary codes. A
maximum of 7,089 characters (numeric) can be encoded.
D QR codes (2D code) contain information in the vertical and horizontal directions, whereas bar codes
only contain data in one direction. QR codes (2D code) hold considerably greater volumes of information
than bar codes.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH44TE
ATF Temperature
Sensor
Lower Valve Body
01YCH45TE
ATF Pressure Switch
ATF Pressure
Switch
Lower Valve Body
ATF Pressure Switch
Cross-Section
CH-91
ATF Temperature Sensor
D The ATF temperature sensor is installed in the valve body for direct detection of the fluid temperature.
D The ATF temperature sensor is used for the revision of clutch and brake pressures to maintain a smooth
shift quality every time.
ATF Pressure Switch
D The ATF pressure switches are located in the output fluid passages of SL1, SL2 and SLU, and turn
ON/OFF in accordance with the solenoid valve output fluid pressure.
D The ECT ECU detects malfunctions in solenoid valves SLU and SL used in lock-up control in accordance
with the ON/OFF signals from ATF pressure switch 3 located in the SLU output fluid passage.
D When any of SL1 to SL4 malfunctions, the ECT ECU determines the appropriate fail-safe operation to
be actuated in accordance with the ON/OFF signals from ATF pressure switches 1 and 2 located in the
SL1 and SL2 output fluid passages.
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH24TE
Lower Valve Body
No.2 Upper Valve Body
Input Turbine
Speed Sensor
Counter Gear
Speed Sensor
No.1 Upper Valve Body
Engine Side
CH-92
Speed Sensors
D The U660E automatic transaxle uses an input turbine speed sensor (for the NT signal) and a counter gear
speed sensor (for the NC signal). Thus, the ECT ECU can detect the timing of the shifting of the gears
and appropriately control the engine torque and hydraulic pressure in response to the various conditions.
These speed sensors are the Hall type.
D The input turbine speed sensor detects the input speed of the transaxle. The No.2 clutch piston is used
as the timing rotor for this sensor.
D The counter gear speed sensor detects the speed of the counter gear. The counter drive gear is used as
the timing rotor for this sensor.
D The Hall type speed sensor consists of a magnet and Hall IC. The Hall IC converts the changes in the
magnetic flux density that occur through the rotation of the timing rotor into electric signal, and outputs
the signal to the ECT ECU.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH25Y
From
Starter Cut Relay*
1
Ignition Switch*
2
IG1 Relay
Neutral Start
Switch
NSW
B
RB
STA
IG1 Relay
L
DL
NL
RL
PL
To Starter Relay
Transmission
Control Switch
IG
S
SFTU
SFTD
PRND
Engine ECU
RD
ECT ECU
Shift Position
Signal
CAN
(CAN No.1 Bus)
Shift Position
Signal
Local
CAN
Combination Meter
S Mode Indicator Light
Shift Position Indicator Light
Shift Range Indicator Light
CH-93
Transmission Control Switch and Neutral Start Switch
The ECT ECU and engine ECU use these switches to detect the shift lever position.
D The neutral start switch sends the P, R, N and D position signals to both the engine ECU and ECT ECU.
The engine ECU transmits signals to the combination meter for the shift position indicator light (P, R,
N and D) in response to the signal it receives from the switch.
D The transmission control switch is installed inside the shift lever assembly. Switch terminal S is used to
detect whether the shift lever is in the D position or S mode position, and terminals SFTU and SFTD are
used to detect the operating conditions of the shift lever (front [+ position] or rear [– position]) if S mode
is selected. By transmitting signals to the engine ECU, the transmission control switch turns on both the
shift range indicator light and S mode indicator light when the shift lever is moved to the S mode position,
and indicates the selected range position through shift range indicator light.
"
Wiring Diagram
A
*
1
: Models with smart entry and start system
*
2
: Models without smart entry and start system
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH26TE
ATF Temp. Sensor
Input Turbine
Speed Sensor
Counter Gear
Speed Sensor
ECT ECU
Engine Torque
Information
Local CAN
Engine ECU
Air Flow Meter
Water Temp.
Sensor
Throttle Position Sensor
Line Pressure
B
3
B
1
C
2
C
1
SL4SL3SL2SL1
CH-94
5. Clutch to Clutch Pressure Control
D Clutch to clutch pressure control is used for shift control. As a result, shift control in the 2nd gear or above
is possible without using the one-way clutch, and the automatic transaxle has been made lightweight and
compact.
D Using the fluid pressure circuit, which enables the clutches and brakes (C
1
, C
2
, B
1
and B
3
) to be controlled
independently, and the high flow SL1, SL2, SL3 and SL4 linear solenoid valves, which directly control
the line pressure, the ECT ECU controls each clutch and brake accordingly with the optimum fluid
pressures and timings in accordance with the information transmitted by the sensors, and then shifts the
gears. As a result, highly responsive and excellent shift characteristics have been realized.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH27Y
Line Pressure
Pump
Primary Regulator
Fluid
Pressure
Current
Solenoid Valve SLT
Solenoid Drive Signal
ECT
ECU
Engine
ECU
Input Turbine Speed
ATF Temp.
Shift Position
Throttle Valve Opening
Intake Air Mass
Engine Coolant Temp.
Engine Speed
CH-95
6. Line Pressure Optimal Control
The line pressure is controlled by using solenoid valve SLT. Through the use of solenoid valve SLT, the line
pressure is optimally controlled in accordance with the engine torque information, as well as with the internal
operating conditions of the torque converter and the transaxle. Accordingly, the line pressure can be
accurately controlled in accordance with the engine output, traveling condition, and the ATF temperature,
thus realizing smooth shift characteristics and optimizing the workload of the oil pump.
*: This diagram illustrates the fundamentals of line pressure control. The valve shapes differ from the actual
ones.
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH28Y
Accelerator
Pedal Opening
Throttle
Valve Opening
Drive
Force
: Conventional
: U660E
Linear Output Increase
Tire Slippage Suppression
Time
01YCH29Y
Variation in
Accelerator
Pedal Operation
Gear Position
Drive Force
3rd
4th
5th
6th
: Slow Accelerator Pedal Operation
: Sudden Accelerator Pedal Operation
Drive Force is
changed by driver’s
input
Time
CH-96
7. Powertrain Cooperative Control
Throttle Control at Launch
By controlling the engine output in cooperative control with ETCS-i (Electronic Throttle Control
System-intelligent) when the vehicle is launched, excellent launch performance (improved response and
suppression of tire slippage) is ensured.
Deceleration Force Control
The ECT ECU determines the gear position when the accelerator pedal is OFF (released completely) in
accordance with the operation of the accelerator pedal (released suddenly or slowly) during deceleration.
In this way, preventing unnecessary upshifts and downshifts when the accelerator pedal is OFF and ensuring
smooth acceleration when the vehicle needs to accelerate again.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH30Y
Driver’s desired
drive force
Accelerator Pedal
Operation
ETCS-i Control
ESA Control
Engine ECU
Optimal clutch
engagement hydraulic
pressure and timing
Drives
Solenoid
Valve
Solenoid Valve
(SL1, SL2, SL3, SL4)
Optimal
engine output
ECT ECU
Driver’s desired drive
force is achieved
01YCH31Y
Large
Throttle
Opening
Angle
Lock-up
Operating Range
2nd
3rd
4th 5th
Vehicle Speed
6th Lock-up
Operating Range
High
Lock-up Timing
CH-97
Transient Shifting Control
Through cooperative control with ETCS-i (Electronic Throttle Control System-intelligent) and ESA
(Electronic Spark Advance), and electronic control of the engagement and release speed of the clutch and
brake hydraulic pressures, excellent response and shift shock reduction have been achieved.
8. Lock-up Timing Control
The ECT ECU operates the lock-up timing control in order to improve the fuel consumption while in the 2nd
gear or above with the shift lever in the D, S6, S5, and S4 range.
"
Lock-up Operation
A
Position or Range
D or
S5 S4
Gear
S6
S5 S4
1st X X X
2nd f f f
3rd f f f
4th f f f
5th f f —
6th f — —
f: Operates X: Does not operate —: Not applicable
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH32Y
Engine
Speed
Engine Speed
Signal
Input Turbine
Speed Signal
Vehicle Speed
Engine ECU ECT ECU
Throttle Position Sensor
Engine
Speed
Signal
Current
Time
Linear
Solenoid
Signal
Input Turbine
Speed Sensor
Water Temp.
Sensor
Lock-up
Control Valve
ATF Temperature Sensor
Solenoid Valve SLU
01YCH33Y
Large
Throttle
Opening
Angle
Flex Lock-up Operating
Range (Acceleration)
Lock-up
Operating Range
Vehicle
Speed
High
Flex Lock-up Operating
Range (Deceleration)
Flex Lock-Up Timing in 6th Gear
CH-98
9. Flex Lock-up Clutch Control
D In addition to the conventional lock-up timing control, flex lock-up clutch control is used.
D This flex lock-up clutch control regulates solenoid valve SLU as an intermediate mode between the ON
and OFF operations of the lock-up clutch.
D During acceleration, flex lock-up clutch control operates when the gear position is the 2nd or higher and
the shift lever is in the D, S6, S5 or S4 range position. During deceleration, it operates when the gear
position is the 4th or higher and the shift lever is in the D, S6, S5 or S4 range position.
D During acceleration, the partition control of the power transmission between the lock-up clutch and torque
converter greatly boosts the transmission efficiency in accordance with the driving conditions, improving
the fuel economy.
D During deceleration, the lock-up clutch is made to operate. Therefore the fuel-cut area is expanded and
fuel economy is improved.
D By allowing flex lock-up clutch control to continue operating during gearshift, the smooth torque
transmission has been obtained. As a result, the fuel economy and drivability have been improved.
"
Flex Lock-up Operation
A
Position or Range
DS6 S5 S4
Gear
D, S6 S5 S4
1st X X X
2nd f f f
3rd f f f
4th f* f* f*
5th f* f* —
6th f* — —
f: Operates X: Does not operate —: Not applicable
*: Flex Lock-up Clutch Control also operates when the
vehicle is decelerated.
CH
CHASSIS – U660E AUTOMATIC TRANSAXLE
01YCH34Y
Fuel Cut Control ON
Fuel Cut Control OFF
Engine
Speed
Continuous Fuel Cut
Control Operation
: without Downshift Control (5AT)
: with Downshift Control (6AT)
6th
5th
to 5th
to 4th
to 4th
to 3rd
Time
Fuel Cut Control ON
Fuel Cut Control OFF
CH-99
10. Coast Downshift Control
D The ECT ECU performs downshift control to restrain the engine speed from decreasing, and keeps fuel
cut control operating for as long as possible. In this way, the fuel economy is improved.
D In this control, the transaxle downshifts from 6th to 5th and then 5th to 4th before fuel cut control ends
when the vehicle is decelerated in the 6th gear, so that fuel cut control continues operating.
CHASSIS – U660E AUTOMATIC TRANSAXLE
00MCH14Y
Input Signal
Sensor Signal
Calculation by ECU
S Throttle Opening
Angle
S Vehicle Speed
S Engine Speed
S Brake Signal
Vehicle
Acceleration
AI-SHIFT
Road Condition
Uphill/Downhill Driving
Smaller
Estimating the Grade
Greater
: Criterion Acceleration
: Actual Acceleration
Driver’s Intention
S Acceleration
Pedal Operation
S Vehicle Condition
Estimating the
Driver’s Intention
Basic Shift
Pattern Control
Road Condition
Support Control
Driver’s Intention
Support Control
CH-100
11. AI (Artificial Intelligence)- Shift Control
General
AI- SHIFT control enables the ECT ECU to estimate the road conditions and the driver’s intention in order
to automatically control the shift pattern in the optimal manner. As a result, a comfortable ride has been
achieved.
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