U340 Manual PDF

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CHASSIS – U340E AND U441E AUTOMATIC TRANSAXLES CH-41
U340E AND U441E AUTOMATIC TRANSAXLES

JDESCRIPTION
D The new model uses 2 types (U340E, U441E) of automatic transaxle.
D A U340E automatic transaxle is provided on the 1NZ-FE engine model, and a U441E automatic transaxle
is provided on the 2NZ-FE engine model.
D A low-viscosity type automatic transmission fluid (Toyota Genuine ATF WS) is used for the U340E
automatic transaxle.
D Shift control in uphill/downhill traveling is used for the automatic transaxles.
D The basic construction of the automatic transaxles is the same as on the previous model.
CH
171CH03 165CH23
U340E Automatic Transaxle U441E Automatic Transaxle
" Specification A
Transaxle Type U340E U441E

Engine Type 1NZ-FE 2NZ-FE
1st 2.847 2.875
2nd 1.552 1.568
Gear Ratio 3rd 1.000 z
4th 0.700 0.696
Reverse 2.343 2.300
Differential Gear Ratio*1 4.237 4.375
Fluid Capacity*2 Liters (US qts, Imp.qts) 6.4 (6.78, 5.63) 5.6 (5.96, 4.96)
Toyota Genuine
Fluid Type Toyota Genuine ATF WS
ATF Type T-IV
Weight (Reference)*3 kg (lb) 68.5 (150.7) 56.7 (124.7)
*1: Counter Gear Ratio Included
*2: Differential Included
*3: Weight shows the figure with the fluid fully filled.
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CH-42 CHASSIS – U340E AND U441E AUTOMATIC TRANSAXLES
JTORQUE CONVERTER
D This torque converter has optimally designed Turbine Runner
fluid passages and impeller configuration Pump Impeller Lock-up
resulting in substantially enhanced transmission Clutch
efficiency to ensure good starting, acceleration
and fuel economy.
Stator
D Furthermore, a hydraulically operated lock-up
mechanism which cuts power transmission Input Shaft
losses due to slippage at medium and high
speeds is used.
One-way
Clutch
216CH06
" Specifications A
Automatic Transaxle Type U340E U441E

3-Element, 1-Step, 2-Phase
Torque Converter Type z
(With Lock-up Mechanism)
Stall Torque Ratio 1.95 2.00
JOIL PUMP
The oil pump is combined with torque converter, lubricates the planetary gear units and supplies operating
pressure to the hydraulic control.
Driven Gear
Drive Gear
Pump Body Stator Shaft
247CH20
JATF (AUTOMATIC TRANSMISSION FLUID) WS

D ATF WS is used in the U340E automatic transaxle.
D The ATF WS is used to reduce the resistance of the ATF and ensure fuel economy by reducing its viscosity
in the practical operation range. At the high-temperature end, its viscosity is the same as that of the ATF
Type T-IV, which ensures the durability of the automatic transaxle.
D There is no interchangeability between the ATF WS and other types of ATFs (ATF Type T-IV, D-II).
: ATF Type T-IV

Viscosity : ATF WS
Reduced Viscosity
High
CH
High Temperature
259LSK03
Service Tip
D The color of the ATF level gauge used in the ATF WS has been changed to black. (Orange was used
in the ATF Type T-IV on the previous model.)
D If a vehicle with a transaxle filled with ATF WS is replenished with another type of ATF, the vehicle
might not start off at extremely low temperatures.
JPLANETARY GEAR UNIT
1. U340E Automatic Transaxle
General
D A CR-CR type planetary gear is used in the planetary gear unit which is located on the input shaft. This
planetary gear is a type of the planetary gear unit that joins the front and rear planetary carriers to the front
and rear ring gears. As result, the unit has been made significantly simple and compact.
D A centrifugal fluid pressure canceling mechanism is used in the C1 clutch which is applied when shifting
from 3rd to 4th.
B1 B2 B3 Counter Drive Gear

F2 C1
C2
Input Shaft
F1
C3
Rear Planetary
Gear
Front Planetary
Gear Counter Driven Gear
216CH05
" Specification A
C1 Forward Clutch 4
C2 Direct Clutch 3
C3 Reverse Clutch 2
The No.
No of Discs
B1 OD & 2nd Brake 2
B2 2nd Brake 3
B3 1st & Reverse Brake 4
F1 No. 1 One-Way Clutch The No. of Sprags 16
F2 No. 2 One-Way Clutch The No. of Rollers 15
The No. of Sun Gear Teeth 46
Front Planetary Gear The No. of Pinion Gear Teeth 21
The No. of Ring Gear Teeth 85
The No. of Sun Gear Teeth 32
Rear Planetary Gear The No. of Pinion Gear Teeth 21
The No. of Drive Gear Teeth 52
Counter Gear
The No. of Driven Gear Teeth 53
Function of Components
Component Function
C1 Forward Clutch Connects input shaft and front planetary sun gear.
C2 Direct Clutch Connects intermediate shaft and rear planetary carrier.
C3 Reverse Clutch Connects intermediate shaft and rear planetary sun gear.
B1 OD & 2nd Brake Locks the rear planetary sun gear.
B2 2nd Brake Prevents rear planetary sun gear from turning counterclockwise.
B3 1st & Reverse Brake Locks the front planetary ring gear and rear planetary carrier.
F1 No. 1 One-Way Clutch Prevents rear planetary sun gear from turning counterclockwise.
Prevents front planetary ring gear and rear planetary carrier from
F2 No. 2 One-Way Clutch
turning counterclockwise.
These gears change the route through which driving force is
Planetary Gears transmitted, in accordance with the operation of each clutch and
brake, in order to increase or reduce the input and output speed. CH
Motive Power Transaxle
Shift Solenoid One-Way

Clutch Brake
Lever Gear Valve Clutch
Position S1 S2 C1 C2 C3 B1 B2 B3 F1 F2
P Park ON ON
R Reverse ON ON f f
N Neutral ON ON
1st ON ON f f
2nd ON OFF f f f
D
3rd OFF OFF f f f
4th OFF ON f f f
1st ON ON f f
3 2nd ON OFF f f f
3rd OFF OFF f f f
1st ON ON f f
2
2nd ON OFF f f f f
L 1st ON ON f f f
1st Gear (D, 3 or 2 Position)
Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Drive Gear
C1
C2
C3 F1
Input Shaft
(Intermediate Shaft)
B1 B2
Counter Driven Gear

248CH39
2nd Gear (D or 3 Position)
Rear Planetary Gear Front Planetary Gear

F2 B3
Counter Drive Gear
C1
C2
C3 F1 Input Shaft
B1 B2
Counter Driven Gear

171CH06
3rd Gear (D or 3 Position)

Counter Drive Gear
C1
C2
C3 F1
Input Shaft
B1 B2
Counter Driven Gear

248CH40
4th Gear (D Position)

Counter Drive Gear
C1
C2
C3 F1 Input Shaft
B1 B2
Counter Driven Gear

248CH41
CH
2nd Gear (2 Position)

Counter Drive Gear
C1
C2
C3 F1 Input Shaft
B1 B2
Counter Driven Gear

171CH09
1st Gear (L Position)
Rear Planetary Gear F2

B3 Front Planetary Gear
Counter Drive Gear
C1
C2
C3
F1 Input Shaft
B1 B2
Counter Driven Gear

248CH42
Reverse Gear (R Position)

Counter Drive Gear
C1
C2
C3 F1 Input Shaft
B1 B2
Counter Driven Gear

248CH43
2. U441E Automatic Transaxle
General
D A ravigneaux type planetary gear is used in the planetary gear unit which is located on the input shaft.
This planetary gear combines a set of sun gears with two different diameters and a short pinion gear and
long pinion gear.
D A centrifugal fluid pressure canceling mechanism is used in the C1 clutch, which is applied when shifting
from the 4th to 3rd and from the 4th to 2nd.
C3 B2 B3 Counter Drive Gear

B1
C1 C2
CH
Input Shaft
F1
F2
Planetary Gear
Counter Driven Gear

00SCH33Y
" Specification A
C1 Forward Clutch 4
C2 Direct Clutch 2
C3 Reverse Clutch 2
The No.
No of Discs
B1 OD & 2nd Brake 2
B2 2nd Brake 2
B3 1st & Reverse Brake 4
F1 No. 1 One-Way Clutch The No. of Sprags 12
F2 No. 2 One-Way Clutch The No. of Rollers 15
The No. of No. 1 Sun Gear Teeth 24
The No. of No. 2 Sun Gear Teeth 30
Planetary Gear The No. of Long Pinion Gear Teeth 20
The No. of Short Pinion Gear Teeth 19
The No. of Drive Gear Teeth 44
Counter Gear
The No. of Driven Gear Teeth 45
Function of Components
Component Function
C1 Forward Clutch Connects input shaft and planetary sun gear No. 1.
C2 Direct Clutch Connects input shaft and planetary carrier.
C3 Reverse Clutch Connects input shaft and planetary sun gear No. 2.
B1 OD & 2nd Brake Locks the planetary sun gear No. 2.
B2 2nd Brake Prevents planetary sun gear No. 2 from turning counterclockwise.
B3 1st & Reverse Brake Locks the planetary carrier.
F1 No. 1 One-Way Clutch Prevents planetary sun gear No. 2 from turning counterclockwise.
F2 No. 2 One-Way Clutch Prevents planetary carrier from turning counterclockwise.
These gears change the route through which driving force is
Planetary Gears transmitted, in accordance with the operation of each clutch and
brake, in order to increase or reduce the input and output speed.
Motive Power Transaxle
Shift Solenoid One-Way

Clutch Brake
Lever Gear Valve Clutch
Position S1 S2 C1 C2 C3 B1 B2 B3 F1 F2
P Park ON ON
R Reverse ON ON f f
N Neutral ON ON
1st ON ON f f
2nd ON OFF f f f
D
3rd OFF OFF f f f
4th OFF ON f f f
1st ON ON f f
3 2nd ON OFF f f f
3rd OFF OFF f f f
1st ON ON f f
2
2nd ON OFF f f f f
L 1st ON ON f f f
1st Gear (D, 3 or 2 Position)
F2
Long Pinion
B3
Gear Short Pinion Gear
Sun Gear No. 2 Counter Drive Gear
C2
Sun Gear No. 1
Input Shaft
C1
F1
C3
B1 B2
Ring Gear Counter Driven Gear
165CH35
CH
2nd Gear (D or 3 Position)
Long Pinion Short Pinion Gear

F2 B3
Sun Gear No. 2 Gear
Counter Drive Gear
Sun Gear No. 1 C2
Input Shaft
C1
C3 F1
B1 B2 Ring Gear Counter Driven Gear
165CH36
3rd Gear (D or 3 Position)
F2 B3
Sun Gear No. 2 Gear
Counter Drive Gear
C2
Sun Gear No. 1
Input Shaft
C1
C3 F1
B1 B2 Counter Driven Gear

Ring Gear
165CH37
4th Gear (D Position)
Long Pinion
F2 B3 Short Pinion Gear
Gear
C2
Sun Gear No. 1
Input Shaft
C1
C3 F1
165CH38
2nd Gear (2 Position)
F2 B3 Long Pinion Short Pinion Gear

Sun Gear No. 2 Gear
Counter Drive Gear
Sun Gear No. 1 C2
Input Shaft
C1
C3 F1
165CH39
1st Gear (L Position)
F2 B3 Long Pinion Short Pinion Gear

Gear
C2
Sun Gear No. 1
Input Shaft
C1
F1
C3
165CH40
Reverse Gear (R Position)

F2
B3 Gear
C2
Sun Gear No. 1
Input Shaft
C1
C3 F1
165CH41
CH
3. Centrifugal Fluid Pressure Canceling Mechanism

There are two reasons for improving the conventional clutch mechanism:
D To prevent the generation of pressure by the centrifugal force that applied to the fluid in piston fluid
pressure chamber (hereafter referred to as “chamber A”) when the clutch is released, a check ball is
provided to discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time for
the fluid to fill the chamber A.
D During shifting, in addition to the original clutch pressure that is controlled by the valve body, the pressure
that acts on the fluid in the chamber A also exerts influence, which is dependent upon revolution
fluctuations.
To address these two needs for improvement, a canceling fluid pressure chamber (hereafter referred to as
“chamber B”) has been provided opposite chamber A.
C1 Clutch
Chamber B
Chamber A
Piston
247CH21
U340E Automatic Transaxle
By utilizing the lubrication fluid such as that of the shaft, the same amount of centrifugal force is applied,
thus canceling the centrifugal force that is applied to the piston itself. Accordingly, it is not necessary to
discharge the fluid through the use of a check ball, and a highly responsive and smooth shifting characteristic
has been achieved.
Centrifugal Fluid Pressure
applied to the Chamber A
Clutch
Piston
Centrifugal Fluid Pressure

Target Fluid Pressure applied to Chamber B
Chamber B
Chamber A (Canceling Fluid Pressure)
(Piston Fluid Pressure)
Fluid Pressure Shaft Side

applied to Piston 157CH17
Fluid pressure Centrifugal fluid pressure Target fluid pressure

– =
applied to piston applied to chamber B (original clutch pressure)
JVALVE BODY UNIT
1. General
The valve body consists of the upper and lower valve bodies and 5 solenoid valves.
The 5 solenoid valves are installed in the lower valve body for serviceability.
" U340E Valve Body A
Solenoid Valve SL
Upper Valve Body
CH
Lower Valve Body Solenoid Valve SLT

Solenoid Valve S2
Solenoid Valve S1 Solenoid Valve ST
00SCH98Y
" U441E Valve Body A

Solenoid Valve ST
Solenoid Valve SL
Upper Valve Body
Solenoid Valve S1
Lower Valve Body

Solenoid Valve S2
Solenoid Valve SLT
00SCH34Y
2. Function of Solenoid Valve
Solenoid Valve Action Function

For 2-3 shift valve Shifts gears by switching the 2-3 shift valve and controlling
S1
control the C2 clutch.
For 1-2 and 3-4 shift Shifts gears by switching the 1-2 and 3-4 shift valves and
S2
valve control controlling 2 clutches (C1 and C2) and 2 brakes (B1 and B2).
For clutch to clutch
ST Switches 3-4 and 4-3 shift valves.
pressure control
For clutch engagement
SL Controls the lock-up clutch.
pressure control
For line pressure Controls the line pressure, secondary pressure, and
SLT
control accumulator back pressure.
JELECTRONIC CONTROL SYSTEM
1. General
The electronic control system of the U340E and U441E automatic transaxles consists of the controls listed
below.
System Function
D Controls the pressure that is applied directly to B1 brake and C1 clutch by
Clutch to Clutch
actuating the solenoid valves (ST, SLT) in accordance with engine ECU signals.
Pressure Control
D The solenoid valves minutely control the clutch pressure in accordance with the
(See page CH-60)
engine output and driving conditions.
Clutch Pressure
The solenoid valve SLT minutely controls the clutch pressure in accordance with
Optimal Control
the engine output and driving conditions.
(See page CH-60)
Line Pressure
Actuates the solenoid valve SLT to control the line pressure in accordance with
Control
information from the engine ECU and the operating conditions of the transaxle.
(See page CH-61)
Shift Control in
Controls to restrict the 4th upshift or to provide appropriate engine braking by
Uphill/Downhill
using the engine ECU to determine whether the vehicle is traveling uphill or
Traveling
downhill.
(See page CH-62)
High Response
The shift time lag has been reduced to half by the centrifugal fluid pressure
Shift Control
canceling mechanism and clutch pressure optimal control.
(See page CH-61)
Shift Timing The engine ECU sends current to the solenoid valve S1 and/or S2 based on the
Control signals from each sensor and shifts the gear.
Lock-up Timing The engine ECU sends current to the solenoid valve SL based on signals from each
Control sensor and engages or disengages the lock-up clutch.
Engine Torque Temporarily retards the engine ignition timing to restrict the output torque, thus
Control ensuring the shift feel during up or down shifting.
“N” to “D” Squat When the shift lever is shifted from the “N” to “D” position, the gear is temporarily
Control shifted to the 3rd and then to the 1st to reduce vehicle squat.
Diagnosis When the engine ECU detects a malfunction, the engine ECU makes a diagnosis
(See page CH-63) and memorizes the failed section.
Even if a malfunction is detected in the sensors or solenoids, the engine ECU
Fail-Safe
effects fail-safe control to prevent the vehicle’s drivability from being affected
(See Page CH-63)
significantly.
2. Construction
The configuration of the electronic control system in the U340E and U441E automatic transaxles is as shown
in the following chart.
SENSORS ACTUATORS
VG S1
AIR FLOW METER SOLENOID VALVE S1
NE
CRANKSHAFT POSITION SENSOR
S2
SOLENOID VALVE S2
VTA1
THROTTLE POSITION SENSOR
VTA2
ACCELERATOR PEDAL VPA SLT

SOLENOID VALVE SLT
POSITION SENSOR VPA2
CH
WATER TEMPERATURE THW
ST
SENSOR SOLENOID VALVE ST
P, R, N
NEUTRAL START SWITCH
D, 2, L SL
SOLENOID VALVE SL
3
SHIFT LOCK ECU Engine
ECU
NT
SPEED SENSOR NT
THO1 IGT1X ESA

ATF TEMPERATURE SENSOR IGT4
IGNITON COIL
STP with IGNATER
STOP LIGHT SWITCH IGF
SPD SPARK PLUGS

COMBINATION METER
D Vehicle Speed Signal
CANH,
CANL
SKID CONTROL ECU
COMBINATION METER
SPEED SENSOR W CHECK ENGINE
WARNING LIGHT
DLC3
TC
00SCH78Y
3. Layout of Main Components
Check Engine Warning Light
Ignition Switch
D Key Interlock Solenoid
Engine ECU
DLC3
Stop Light Switch
Shift Lock ECU

D P Detection Switch
D 3 Range Position Switch
Solenoid Valve SL
Solenoid Valve Speed Sensor NT

SLT
Neutral Start Switch
ATF Temperature Sensor
Solenoid Valve ST
Solenoid Valve S2 Solenoid Valve S1

00SCH79Y
4. Construction and Operation of Main Components

D The ATF temperature sensor is installed in the lower valve body for direct detection of the fluid
temperature.
D The ATF temperature sensor is used for correction of clutch and brake pressures to keep smooth shift
quality every time.
CH
Lower Valve Body
247CH24
Speed Sensor NT
The speed sensor NT detects the input speed of the transaxle. The forward clutch (C1) drum is used as the
timing rotor for this sensor.
Thus, the engine ECU can detect shift timing of the gears and appropriately control the engine torque and
hydraulic pressure in response to the various conditions.
Speed Sensor NT
216CH12
U340E Automatic Transaxle Speed Sensor NT

5. Clutch Pressure Control
Clutch to Clutch Pressure Control

This control is used for shifting from the 3rd to 4th gear, and from the 4th to 3rd gear. It actuates solenoid
valves ST and SLT in accordance with the signals from the engine ECU, and guides this output pressure
directly to 4-3 shift timing valve and 3-4 shift timing valve in order to regulate the line pressure that acts
on the B1 brake and C1 clutch.
As a result, compact B1 and C1 accumulators without a back pressure chamber have been realized.
Solenoid Valve SLT
Accumulator Control Valve

3-4 Shift Valve
3-4 Shift
Timing Valve C1
4-3 Shift
Timing Valve
Solenoid Valve ST
B1
247CH25
Clutch Pressure Optimal Control

The engine ECU monitors the signals from various types of sensors such as the speed sensor NT, allowing
solenoid valve SLT to minutely control the clutch pressure in accordance with engine output and driving
conditions. As a result, smooth shift characteristics have been realized.
Target rpm
Change Ratio
Input Shaft Speed
Signals from Various Sensors

Engine Speed
Engine Torque Information
ATF Temp.
Practical rpm Change Ratio
Time Speed
Engine Sensor NT
Clutch/Brake Pressure
SLT
Solenoid Drive Signal

Output Shaft Torque
Time
247CH26
6. Line Pressure Control

Through the use of the 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 controlled minutely in accordance with the engine output, traveling
condition, and the ATF temperature, thus realizing smooth shift characteristics and optimizing the workload
in the oil pump.
Engine ECU
Line Pressure Engine

Throttle Valve Opening
CPU Intake Air Mass
Water Temp.
Engine rpm
Primary Regulator
Transmission
Speed Sensor NT
CPU ATF Temp. CH
Shift Position
Fluid
Solenoid Drive Signal
Pressure
Current
Pump Throttle Pressure
Solenoid Valve SLT 232CH150
7. High Response Shift Control

Due to the use of the previously mentioned centrifugal fluid pressure canceling mechanism and the clutch
pressure optimal control, not only smooth shifting has been achieved, but the shift time lag has been halved
to realize excellent response.
8. Shift Control in Uphill/Downhill Traveling
General
This control helps minimize the gear shifting when the driver operates the accelerator pedal while driving
on a winding uphill or downhill road in order to ensure a smooth drive.
Shift Control in Uphill Traveling

When the engine ECU detects uphill travel, it prohibits upshifting to the 4th after downshifting to the 3rd.
Shift Control in Downhill Traveling

If a signal indicating that the driver has operated the brake pedal is input while the engine ECU detects
downhill travel, it downshifts from the 4th to 3rd.
Uphill Corner
Without Control 4th 3rd 4th 3rd 4th
4th 3rd 4th 3rd 4th

With Control
264CH06
Brake Operation
Uphill/Downhill Judgment
The actual acceleration calculated from the speed sensor signal is compared with the reference acceleration
(based on level road travel) stored in the engine ECU to determine uphill or downhill travel.
Actual Acceleration < Reference Acceleration Actual Acceleration > Reference Acceleration
Reference acceleration
Actual acceleration
Smaller
Greater
Uphill Downhill
162CH10
9. Diagnosis
D When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the failed
section. Furthermore, the check engine warning light in the combination meter illuminates or blinks to
inform the driver.
D At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read by
connecting an intelligent tester II. For details, see the Yaris Repair Manual (Pub. No. RM00S0E).
10. Fail-Safe
This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.
" Fail-Safe Control List A
Malfunction Part Function

Vehicle Speed Signal During a vehicle speed signal malfunction, the 4th upshift is prohibited.
During a speed sensor NT signal malfunction, the 4th upshift is CH
Speed Sensor NT
prohibited.
During a ATF temperature sensor malfunction, the 4th upshift is
prohibited.
During a solenoid valves SLT or SL malfunction, the 4th upshift is
Solenoid Valve SLT or SL
prohibited.
Water Temperature Sensor,
During a water temperature sensor, knock sensor, or throttle position
Knock Sensor, or
sensor malfunction, the 4th upshift is prohibited.
Throttle Position Sensor
During a malfunction in the solenoid valve S1 or S2, the current to the
faulty solenoid valve is cut off and control is effected by operating the
Solenoid Valve S1 or S2 normal solenoid valves.
Shift control is effected as described in the table below, depending on the
failed solenoid valve.
When all solenoid vale When solenoid valve When solenoid valve When solenoid valves
are normal S1 is abnormal S2 is abnormal S1 and S2 are abnormal
Solenoid valve Solenoid valve Solenoid valve Solenoid valve
Gear Gear Gear Gear
S1 S2 S1 S2 S1 S2 S1 S2
ON
ON ON 1st x # 3rd ON x 2nd x x 3rd
OFF
ON OFF 2nd x OFF 3rd ON x 2nd x x 3rd
OFF OFF 3rd x OFF 3rd OFF x 3rd x x 3rd
OFF ON 4th x ON 4th OFF x 3rd x x 3rd
JSHIFT CONTROL MECHANISM
1. General
D A gate type shift lever that uses a shift control cable is used. For the gate type, the shift lever button and
the overdrive switch of the straight type shift lever have been discontinued. Similar functions are achieved
through a single-shift operation (fore-aft and side-to-side).
D A shift lock system that consisting of the key interlock device and shift lock mechanism is used.
2. Shift Lock System
General
D The key interlock device prevents the key from being pulled out after the ignition switch is turned OFF,
unless the shift lever is moved to the P position. Thus, the driver is urged to park the vehicle in the P
position.
D The shift lock mechanism prevents the shift lever from being shifted to a position other than the P
position, unless the ignition switch is ON and the brake pedal is depressed. It prevents the vehicle from
starting off suddenly.
Layout of Main Components
Ignition Switch
D Key Interlock Solenoid
Shift Lock Override

Button
Stop Light Switch
Shift Lock Solenoid
Shift Lock ECU

D P Detection Switch
00SCH45Y
Key Interlock Solenoid

The activation of the key interlock solenoid that Key Interlock Solenoid
is mounted on the upper column bracket moves
the lock pin to restrict the movement of the key
cylinder. Therefore, if the shift lever is shifted to
any position other than “P”, the ignition key
cannot be moved from the “ACC” to the
“LOCK” position.
00SCH62Y
System Operation
CH
D The shift lock ECU uses the P detection switch to detect the shift lever position, and receives input signals
from the stop light switch and ignition switch. Upon receiving these signals, the shift lock ECU turns ON
the key interlock solenoid and the shift lock solenoid in order to release the key interlock and shift lock.
D A shift lock override button, which manually overrides the shift lock mechanism, is used.
" System Diagram A
Shift Lock ECU

Key Interlock
Stop Light Switch Solenoid
Shift Lock
Circuit
Ignition Switch
Shift Lock
Solenoid
P Detection
Switch
232CH94

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What are the main components of the automatic transaxles discussed in the document?

What are the main components of the automatic transaxles discussed in the document?

What type of automatic transmission fluid is used in each transaxle?

What type of automatic transmission fluid is used in each transaxle?

AKPPHELP.

RU Руководство по ремонту АКПП

U340E AND U441E AUTOMATIC TRANSAXLES

U340E Automatic Transaxle U441E Automatic Transaxle

Transaxle Type U340E U441E

Automatic Transaxle Type U340E U441E

JATF (AUTOMATIC TRANSMISSION FLUID) WS

: ATF Type T-IV

JPLANETARY GEAR UNIT

1. U340E Automatic Transaxle

B1 B2 B3 Counter Drive Gear

Motive Power Transaxle

Shift Solenoid One-Way

1st Gear (D, 3 or 2 Position)

Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Driven Gear

2nd Gear (D or 3 Position)

Rear Planetary Gear Front Planetary Gear

Counter Driven Gear

3rd Gear (D or 3 Position)

Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Driven Gear

4th Gear (D Position)

Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Driven Gear

Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Driven Gear

1st Gear (L Position)

Rear Planetary Gear F2

Counter Driven Gear

Reverse Gear (R Position)

Rear Planetary Gear F2 B3 Front Planetary Gear

Counter Driven Gear

2. U441E Automatic Transaxle

C3 B2 B3 Counter Drive Gear

Counter Driven Gear

Motive Power Transaxle

Shift Solenoid One-Way

1st Gear (D, 3 or 2 Position)

Long Pinion Short Pinion Gear

B1 B2 Ring Gear Counter Driven Gear

3rd Gear (D or 3 Position)

B1 B2 Counter Driven Gear

4th Gear (D Position)

B1 B2 Ring Gear Counter Driven Gear

2nd Gear (2 Position)

F2 B3 Long Pinion Short Pinion Gear

B1 B2 Ring Gear Counter Driven Gear

1st Gear (L Position)

F2 B3 Long Pinion Short Pinion Gear

B1 B2 Ring Gear Counter Driven Gear

Reverse Gear (R Position)

Long Pinion Short Pinion Gear

B1 B2 Ring Gear Counter Driven Gear

3. Centrifugal Fluid Pressure Canceling Mechanism