ota Camry -- Electronics (May, 1997; Page 44) By Craig Nangle, Motor Age Diagnosing electronic automatic transaxles

is not always simple. Join us as we t ake the 'diagnostic fear' out of getting a third generation Camry into gear. The first electronic transmission (electrically driven with no gear shift) was d eveloped by E.M. Frazer in 1927. The first vehicle to feature electronic shiftin g (via a remote control gearshift, nick-named 'the electric hand') was a 1935 Hu dson. Electronic transaxles/ transmissions, as we know them today, have been wit h us for almost three decades. However, manufacturers didn't bring them into pro duction until the early '80s. One of the first manufacturers to equip its transm issions with electronic controls was Toyota, in 1983. Although Toyota's use of e lectronic controls has evolved in the past 15 years, their transaxle is still a simple mechanical machine. A machine, by definition, is any device that allows you to do work (transmit ene rgy). We know that a conventional automatic transaxle's operation is based on hy draulics. A hydraulic machine is something that is operated by a liquid under pr essure. In this case, the liquid is automatic transaxle fluid (ATF). The ATF fil ls many roles inside a transaxle. It cools, lubricates, moves valves and pistons , and transmits torque from the engine to the transaxle via the torque converter . The transaxles covered in this article all use Dexron II ATF. The third generation (1992-'96) Camry can be equipped with one of three differen t 4-spd. automatic transaxles. Camry models equipped with 4-cyl. engines use the A140E transaxle and those equipped with the 6-cyl. engine use the A540E (1992-' 93) or A541E (1994-'96) transaxles. The 1992-'93 models are equipped with the 3V Z-FE V6 engine and the 1994-'96 models are equipped with the 1MZ-FE V6 engine. T he A541E transaxle is an enhanced version of the A540E model and it includes an enhanced electronic control system. The electronic control system on the A541E e volved from OBD I to OBD II. The hydraulic control systems, including the gear t rain and torque converter clutch, were also revised in order to be compatible wi th the new electronic system. Transaxle basics In an electronic transaxle, the shift and torque converter lockup timing are con trolled by a computer in order to maximize driving comfort and performance as we ll as fuel economy. In addition to providing self-diagnostics and reducing gear shift shock, the electronic control also reduces vehicle 'squat,' which occurs w hen the vehicle starts out. All of this is achieved through the use of various s ensors, switches, and actuators. In addition, a fail-safe mode is built into the control module programming so the transaxle will still operate when a malfuncti on occurs. The third generation Camry's transaxle and engine are both controlled by the powertrain control module (PCM). Although this sounds complicated, the only difference between a conventional and an electronic transaxle is the way the hydraulics are controlled. For example, a governor was used to control shift timing in a conventional transaxle. The gov ernor was used to sense road speed by being mounted on or driven by the transaxl e output shaft. It used weights and springs to control an opening in the body of the governor. As the output shaft rotated, centrifugal force would carry the we ights outward. As the weights spun outward, a pressure port in the governor shaf t would allow fluid (line pressure) to reach the shift valves. The pressure (now called governor pressure) would build against the shift valve until it was grea t enough to overcome the combined throttle and spring pressure on the other side of the valve and the transaxle would upshift. Consequently, as pressure decreas

ed, a spring, located on the throttle pressure side, would push the valve back a nd cause the transaxle to downshift. The electronic transaxles use a vehicle speed sensor (VSS) in place of a governo r. The VSS senses road speed and sends an electronic signal in the form of on an d off pulses (the number of pulses per revolution varies according to the sensor 's role) to the PCM. The PCM then sends a signal to a shift solenoid which contr ols the fluid pressure on the shift valves. There are three solenoid valves and a few speed sensors in these transaxles. The No. 1 & No. 2 solenoid valves are located in the valve body and control the shi fting functions. The third solenoid or SL solenoid is located in the valve body and controls the operation of the lockup torque converter. The A541E transaxle u ses a fourth solenoid called the SLN solenoid. The SLN solenoid, also located in the valve body, is used to control the hydraulic pressure acting on the accumul ator control valve when gears are shifted, thus providing smooth gear shifting a nd less shift shock when the transaxle is shifted into gear from park or neutral . The A140E used two vehicle speed sensors until 1994. The No. 2 VSS is a reed swi tch located on the differential drive pinion and it replaces the governor valve. This is the primary input to the PCM for vehicle road speed. The No. 1 VSS is l ocated in the transaxle case (post-1991) and is gear-driven off the differential ring gear. The pre-'92 or speedometer cable-equipped Camrys used a reed switch type No. 1 VSS which was located in the speedometer. Both No. 1 sensors served a s a backup VSS for transaxle control. Additionally, the transaxle mounted sensor was also used to provide a signal to the speedometer in the instrument cluster since speedometer cables were not used after 1991. The A540E also used two speed sensors. These sensors mirrored the 1992-'93 A140E in both operation and locati on. The A140E transaxles from 1994-'96 dropped the No. 2 VSS and used the No. 1 VSS for speedometer operation and the primary road speed input for transaxle con trol. The A541E transaxle still continued to use two vehicle speed sensors, but in a d ifferent manner. The No. 1 VSS was still located on the transaxle case and was g ear-driven by the differential ring gear. It also continued to function as both, a speedometer signal and a primary road speed input for transaxle control. Tt terminal voltage Gear position Below 0.5 1st 1.5 ~ 2.6 2nd 2.5 ~ 3.6 2nd lockup 3.5 ~ 4.6 3rd 4.5 ~ 5.6 3rd lockup 5.5 ~ 6.6 O/D 6.5 ~ 7.6 O/D lockup

STALL SPEED SPECIFICATIONS

A140E:2450 -+ 150 RPM A540E:2400 -+ 150 RPM A541E:2600 -+ 150 RPM TEST EVALUATION: Possible causes of low stall speed in the D and R range:

The engine output may be insufficient. The stator one-way clutch is not operating properly. If stall speed is more than 600 rpm below the specification, the torque converte r may be faulty. Possible causes of high stall speed in the D range: The line pressure is too low. The forward clutch is slipping. The No. 2 one-way clutch is not operating properly. The O/D one-way clutch is not operating properly. Possible causes of high stall speed in the R range: The line pressure is too low. The direct clutch is slipping. The first and reverse brake is slipping. The O/D one-way clutch is not operating properly. Possible causes of high stall speed in the D and R range: The line pressure is too low. The ATF level is not correct. The O/D one-way clutch is not operating properly. The No. 2 VSS was renamed the direct clutch speed sensor. It was changed from a reed switch to a permanent magnet type sensor, similar to an ABS wheel speed sen sor, and is mounted in the transaxle case. The direct clutch speed sensor was us ed to detect the input shaft speed, via the direct clutch drum, from first to th ird gear. By comparing the input shaft speed and the No. 1 VSS signal, the PCM d etects the shift timing of the gears and appropriately controls engine torque an d hydraulic pressure in response to various conditions via the torque converter lockup (SL) solenoid. The line pressure on these transaxles is not electronically controlled. Therefor e, it is supplied via the pump and mechanically controlled via the pressure reli ef valve (PRV). Line pressure is used to control clutch apply pistons and servos in the transaxle. The line pressure must also vary proportionately with engine speed in order to provide adequate clamping or holding forces for bands and clut ches. Line pressure is coordinated with engine load via a throttle valve (TV). After t he line pressure passes the TV, it is known as throttle or TV pressure. The TV p ressure on a conventional transaxle is regulated mechanically either by a thrott le cable or engine vacuum via the vacuum modulator. The throttle cable is mechan ically connected to the TV and moves it proportionately to throttle position. Wh ereas the engine vacuum method moves the TV proportionately to engine load via a vacuum diaphragm in the vacuum modulator. The TV pressure in a conventional tra nsaxle performs two functions: it moves shift valves in the valve body and it he lps adjust line pressure by backing up the spring on the PRV. These electronic transaxles still use a throttle cable to actuate the TV, but th e TV is only used to help boost line pressure. The TV pressure is determined ele ctronically via the throttle position sensor (TPS). The TPS operates in the same manner as with fuel delivery, except that the PCM also uses the information for transaxle control. It does this by measuring the amount of the throttle opening and combining it with the VSS signal to determine the proper shift timing. Other important inputs to the computer regarding transaxle control are the engin e coolant temperature (ECT) sensor, brake switch, and the pattern select switch. The ECT sensor has direct control over the transaxle operation by limiting over drive on a cold engine (allows engine to warm up quicker to minimize emissions)

and controlling torque converter lockup. The brake switch also affects torque co nverter lockup by disconnecting it whenever the brake pedal is depressed. The fi nal influence over transaxle control is the pattern select switch. It is usually located near the shift lever on the console and allows the driver to select one of three programmed shift patterns (normal, power, and economy) which covers mo st of the anticipated types of driving that the vehicle will experience. Diagnosing transaxle problems Troubles with electronically controlled automatic transaxles can occur in one of three possible areas: the engine, the control module or its circuits, or the tr ansaxle itself. The key to a successful diagnosis is following a logical approac h. The first step is to determine which of the three possible areas is the sourc e of the problem and then start testing the simplest operation. When checking th e engine for signs of trouble, remember to check the cruise control system on ve hicles that are equipped with a separate cruise control electronic control unit (ECU). The cruise control ECU can interfere with transaxle control by taking pri ority under light load conditions, such as downshifting on hills. LINE PRESSURE SPECIFICATIONS Transaxle Speed Drive Reserve A140E idle 53-61 psi 90-115 psi stall 109-130 psi 199-233 psi A540E idle 53-61 psi 90-115 psi stall 134-154 psi 242-276 psi A541E idle 58-66 psi 117-128 psi stall 165-179 psi 249-269 psi TEST EVALUATION Possible causes of high line pressure in all positions: The throttle cable is mis-adjusted. The throttle valve is defective. The PRV is defective. Possible causes of low line pressure in all positions: The throttle cable is mis-adjusted. A clogged ATF filter. The throttle valve is defective. The PRV is defective. The oil pump is defective. The O/D direct clutch is defective. Possible causes of low line pressure in drive only: Fluid leakage in the D range hydraulic circuit. The forward clutch is defective. Possible causes of low line pressure in reverse only: Fluid leakage in the R range hydraulic circuit. The direct clutch is defective. The first and reverse brake is defective.

-------------------------------------------------------------------------------SHIFT POSITION = GEAR POSITION Drive = O/D 2 Range = O/D (3rd on A140E) L Range = 1st

R Range = Reverse P Range = Park Note: This chart also corresponds to how the vehicle would operate in fail-safe mode if both shift Once the problem has been isolated to a specific area, such as the transaxle, yo u must know whether the problem is electrical or mechanical. This can be done by performing the following steps. First, perform a preliminary inspection. This i nspection includes checking the transaxle and differential fluid level and condi tion. If the fluid is low, fill it to capacity and if the fluid is black or smel ls burnt, replace it. A preliminary inspection also includes verifying that the throttle cable, shift control cable, engine idle speed, and the park/neutral or inhibitor switch are adjusted properly. Next, check the vehicle for any trouble codes. Codes can be retrieved manually ( flashing) on OBD I systems via the O/D OFF lamp which is located in the instrume nt cluster or automatically by using a scan tool. If using the manual method, th e O/D lamp can be checked for proper operation by cycling the O/D switch, locate d on the shift lever, on and off. Codes on the A541E and 1996 A140E transaxles m ust be retrieved by a scan tool because these vehicles are equipped with OBD II systems. Any stored trouble codes should be diagnosed and repaired accordingly. If there are any engine trouble codes stored, they should be diagnosed and repai red first, since engine performance directly affects transaxle operation. If no codes are stored, the TPS signal, brake switch signal, and shift position signal circuits to the PCM on OBD I vehicles can be checked using the following procedure. Otherwise, proceed to the mechanical system checks. The aforementione d signal circuits can be checked with a digital volt/ohmmeter (DVOM). Connect th e positive probe of the DVOM to the Tt terminal and the negative probe to the E1 terminal of DLC 2 and turn the ignition on, but don't start the engine. Check the TPS signal by monitoring the DVOM while moving the throttle gradually from closed to wide open throttle (WOT). The voltage should increase smoothly (n o drops) in approximately one volt increments from 0V to 8V. The brake switch si gnal can be checked while holding the TPS at WOT and depressing the brake pedal. When the brake pedal is depressed, the DVOM should read 0V. When the pedal is r eleased, the DVOM should indicate 8V. The shift position signal can be checked by road testing the vehicle above six m ph with the O/D switch on and the engine coolant temperature above 80F. The volta ge should be as specified in figure 1 (pg. 38) for each gear range. The gear pos ition can be determined by a light shock or engine rpm change when shifting. If the voltage is not as specified for the TPS, brake, or shift position signals, i nspect the electronic shift control circuit. If everything tests as specified, c ontinue with the mechanical tests.

The meter reading on the left indicates the Tt terminal voltage with the TPS @ W OT. The meter reading on the right indicates the Tt terminal voltage when the br ake pedal is depressed while the TPS is at WOT. If this reading was taken on a l ab scope, it would appear as a miniature staircase ascending from zero to eight volts as the throttle is opened. Then it would drop straight to zero when the br ake pedal is depressed.

Mechanical tests

No special gauges are needed to measure transaxle line pressure when you use a F luke PV-500 digital pressure/vacuum module and a compatible DMM. The reading of 60.4 DC mV is equivalent to 60.4 psi, which is within the normal range for line pressure on our '92 Camry's A140E transaxle while idling in drive. The easiest and first test to start with is the stall speed test. It should be p erformed after the ATF has reached normal operating temperature (122-176F). Never run a stall speed test for longer than five seconds or transaxle overheating/da mage may occur. In order to perform the stall test, block all the wheels and verify that the are a is clear both in the front and in the rear of the vehicle. If the vehicle is n ot equipped with a tachometer, connect one for reference. This test can be facil itated by using another person who both reads the tachometer and watches the dri ve wheels for slipping. Also, make sure there is good traction. If the wheels ar e allowed to slip, the test will be invalid. Start the vehicle and apply the par king brake. Apply the brakes fully with your left foot, shift the gear selector into drive, and press the accelerator to the floor. Quickly check the rpm readin g on the tachometer. This reading is the stall speed for the vehicle. Repeat the test with the gear selector in reverse. The stall speeds can be evaluated as sh own in figure 2 (pg. 38). Perform any necessary repairs before proceeding. Next, perform an engagement or time lag test. This is performed with the ATF at normal operating temperature, the gear selector in neutral with the engine idlin g, and the parking brake fully applied. Engine idle speed is critical; if the id le speed is incorrect, the test results will be inaccurate. The time delay from neutral to drive should be less than 1.2 seconds and the delay from neutral to r everse should be less than 1.5 seconds. If lag times are excessive, the line pre ssure may be low. Other causes could be a worn forward clutch (drive) or direct clutch (reverse), an O/D one-way clutch that is not operating correctly, or a wo rn first and reverse brake (reverse). Make any necessary repairs before proceedi ng. The last mechanical test is to verify that line pressure is correct in both the drive and reverse ranges, both at idle and stall speed. The line pressures can b e evaluated as illustrated in figure 3 (pg. 40). Perform any of the necessary re pairs. If all of the mechanical and preliminary checks turn up nothing, isolate the transaxle problem by performing a manual shift test.

Craig Nangle, Technical Editor A manual shift test will isolate the problem in the transaxle and indicate wheth er it is an internal mechanical one or is located in the electrical circuit. The manual shift test can be performed by disconnecting the solenoid harness connec tor at the transaxle and going for a road test. The transaxle shift and gear pos itions should correspond with the readings in figure 4. After the test, reconnec t the solenoid harness to the transaxle and clear the related trouble codes. If any abnormalities occur during the manual shift test, the trouble is an internal mechanical problem. If the test reveals no problems, the malfunction is in the electronic control system.

This article is not intended to make you a diagnostic ace when it comes to elect ronic transaxles, but it should prevent you from shying away from the potential for some big money. Although we focused on Toyota Camry transaxles, much of the theory can be carried over to other manufacturers. The electronic transaxle may seem intimidating at first, but if you can diagnose fuel injection systems, you already possess the skills needed to solve some seemingly complex electronic A/T problems. So the next time a vehicle rolls into your bay with an A/T problem, t ake a stab at it before farming it out. You may be surprised at the result becau se more than one electronic A/T has caused some baffling driveability problems!