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SsangYong Musso. Manual - part 471

AUTOMATIC TRANSMISSION 5A-61

Pin

No.

Identification

Mode Indicator Lamp -

‘Power’

Throttle Position Sensor

Output as Pulse Width

Modulation for TOD

Air Conditioner Input Signal

Kickdown Switch

Mode Switch

Transfer Case Input

(High) -4WD Lamp High

Ignition Switch

Do not use

Gear Position ‘1’ Lamp/

Gear Position Code 1

*Gear Position ‘2’ Lamp/

Gear Position Code 2*

Gear Position ‘3’ Lamp/

Gear Position Code 3*

Gear Position ‘Drive’

Lamp/

Gear Position Code 4*

CAN (-ve)

CAN (+ve)

K-line Communication Link

Engine Speed Input

Sensor (+ve)

Road Speed Pulses

Shaft Speed Sensor

Signal

Throttle Position Sensor -

Ground

Throttle Position Sensor -

Reference

Throttle Position Sensor -

Input Signal

Transfer(or Case Input

(Low) - 4WD Lamp Low

Type

I/O

GND

REF

Description

Indicates ‘POWER’ mode shift schedule is se-

lected.

Provides an analogue signal of the throttle po-

sition for the Torque on Demand (TOD) Con-

trol Module.

Input

Switch to indicate when a kickdown is required

at high throttle position.

Switch to select ‘NORMAL’, ‘POWER’ or ‘WIN-

TER’ shift schedule.

Voltage varies from OV to 12V.

Switch to indicate 4WD’HIGH RANGE’ is se-

lected.

Ignition power is used as the main power source

to drive the unit and the solenoids.

Drives jewel in the instrument cluster to indi-

cate

gear leverposition’1'. Drives jewel in the instru-

ment cluster to indicate

gear lever position’2'. Drives jewel in the instru-

ment cluster to indicate gear lever position’3'.

Drives jewel in the instrument cluster to indi-

cate

‘DRIVE’. gear lever position.

CAN low side bus communication (CANL).

CAN high side bus communication (CANH).

Diagnostic information and vehicle coding.

Flywheel/Ring gear pulses to indicate engine

speed.

Road speed signals derived from shaft speed

sensors.

This sensor transmit shaft speed signal to the

TCU.

Throttle position sensor ground.

This is the 5V reference voltage supply gener-

ated by the unit for the throttle position sensor.

This sensor is a resistance potentiometer indi-

cating throttle position.

Voltage varies 0V to 5V.

Switch to indicate 4WD’LOW RANGE’ is se-

lected.

4WD

(Diesel)

4WD

(Gas)

!
!

5A-62 AUTOMATIC TRANSMISSION

Identification

Gear Lever Position

Transmission Oil

Temperature

Solenoid 4

Solenoid 1

Do not use

Solenoid 5

Return (-ve)

Gear Lever Position -

Ground

Transmission Oil

Temperature - Ground

Solenoid 6

Solenoid 2

Solenoid 3

Solenoid 7

Do not use

Solenoid 5 (+ve)

Type

GND

Description

This switch has discreet values indicating the

positions selected by the gear shift lever

(PRNDL). Voltage varies 0V to 5V.

Resistive sensor indicates transmission tem-

perature .

High R = low temp

Low R = high temp

Voltage varies 0V to 5V.

On/Off solenoid normally open, combines with

other On/off solenoid 3 for shift quality and se-

quencing.

On/off solenoid normally open, combines with

other On/off solenoid to set the selected gear.

This ensures the earth path for the VPS and

the current in this line is monitored to give feed-

back control of the VPS.

PRNDL switch ground.

Ground reference for temperature sensor in-

put.

On/Off solenoid normally open, sets low/high

line pressure.

On/off solenoid normally open, combines with

other On/off solenoid to set the selected gear.

On/off solenoid normally open, combines with

On/off solenoid 4 for shift quality and sequenc-

ing.

On/off solenoid normally open, locks up the

torque converter to Increase cruising efficiency.

This is the variable force solenoid which ramps

the pressure during gear changes and solenoid

switching, to enhance transmission shift quality.

4WD

(Diesel)

4WD

(Gas)

Pin

No.

= circuit connected

= circuit not connected

= unique

OP = Output

= Input

I/O

= Input/output

GND = Ground

REF = Reference

Notice :

AUTOMATIC TRANSMISSION 5A-63

Ten Pin Plug Pin Numbers

Figure 6.1.1 - Wiring Loom Pins

5A-64 AUTOMATIC TRANSMISSION

Default Transmission Operating Modes

The TCU relies on accurate information from its inputs and complete control of its outputs to effectively control the
transmission. To ensure that it has both valid inputs and functioning outputs, the TCU carries out both hardware and
software fault detection routines. The TCU will respond to any faults detected by adopting the operating modes which
are detailed below.

The following symptoms of faults are the most obvious results of each fault under ‘normal’ conditions.

There is always the possibility that a fault may not be detected. If undetected fault conditions are present, the
operation of the transmission is difficult to predict.

1 Throttle Fault

All shifts will occur as if a nominal throttle (approx. 44%) were applied for shift scheduling.

All shifts will be firm as full throttle and hence high engine torque is assumed.

The torque converter will be unlocked at all times.

All downshifts initiated by the shift lever will occur as though they were ‘automatic’ shifts. That is the engine

braking effect will not occur until near the end of the shift.

Line pressure will always stay high (solenoid 6 OFF) to cope with assumed high throttle/torque.

If a fault is undetected, the percent throttle is most likely to be interpreted as higher than actual, resulting in late
upshifts, early downshifts, firm shifting and a harsh 3-1 shift when stopping.

2 Throttle Not Learnt Fault

The transmission operates from default throttle calibration values which results in the evaluation of the throttle being
higher (more open) than it is. There(ore at zero throttle settings, the transmission may calculate that sufficient throttle
opening is present to justify high line pressure and switch solenoid 6 to OFF.

Other symptoms are:

a. late upshifts and

b. lock-up maintained at zero throttle when the vehicle speed is sufficiently high.

3 Engine Speed Fault

All shifts will be firm because an engine speed corresponding to peak engine torques is assumed.

If a fault is undetected, the engine speed is likely to be interpreted as stalled resulting in soft shifting possibly with an
end of shift bump.

4 Vehicle Speed Sensor Fault

All shifts will be controlled by the shift lever with skip downshifts disabled and downshifts only allowed if the

engine speed is low. Fourth gear will be inhibited.

The torque converter will be unlocked at all times.

If a fault is undetected, the vehicle is likely to be interpreted as being stationary resulting in first gear operation at all
times. Note that speedometer transducer faults are likely to cause the vehicle’s speedometer to become inoperative.

5 Gear Lever Fault (Inhibitor/PRNDL Switch)

The gear lever is assumed to be in the Drive position.

The transmission is limited to 2nd,3rd, and R gears only.

The rear band will apply at all times when the lever is shifted to P, R or N. (B2 inhibition and reverse lockout

protection is disabled.)

The torque converter will be unlocked at all times.

Manually (gear lever) initiated downshifts will not be available.

If a fault is undetected, the gear lever position is likely to be interpreted as being higher than actual. Where Park is the
highest position and Manual 1 is the lowest, the result being the availability of higher gears than selected by the gear
lever.

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