sensor SSANGYONG NEW ACTYON SPORTS 2013 Service Manual

09-6
2. ALARM INTERVAL
While reversing, if obstacles are within stage 1, the warning beep sounds with long intervals. If within
stage 2, the warning beep sounds with short intervals and if within stage 3, the warning beep sounds
continuously.
1) Sensing Distance and Range
Sensor detection range
Within 20 cm from the ground (Intrinsically, supersonic wave sensors may not detect obstacles
within 20 cm from the ground)(Area 1)
Obstacles may not be detected within 80 cm from the sensor(Area 2)
Sensor may not detect zone within 30 cm from the rear bumper (Area 3) -
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When the ignition switch is in IGN1 position (shift
lever is in "R" position), the sensor will be
diagnosed once. If any malfunction due to an
open circuit in sensor or an error in
sending/receiving signals, the system warns the
driver with audible buzzer sound. If it is normal,
the warning buzzer sounds for 65 ms.
2) Troubleshooting
※ When the sensor failed in self-diagnostics
PAS buzzer
STICS

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1. GENERAL INFORMATION
Six forward speeds
One reverse gear
A toruqe 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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- Automatic transaxle (DSI M78) ▶
TCU ▶
TCU is located under the driver's seat and controls the operations of transmission.
TCU receives the ignition voltage and has three connectors (16-pin, 12-pin, 20-pin).
TCU receives input signals from certain transmission-related sensors, gear select lever and inhibitor
switch. TCU also uses these signals when determining transmission operating strategy. TCU uses
PCAN to communicate with other units. And, TCU communicates with engine ECU, ESP unit, TCCU
and instrument cluster through CAN lines to control the gear shifting and to recognize the current gear
position.
TCU

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2. FEATURES AND SPECIFICATIONS
1) Specifications
Description DSI M78 (6-speed) Remarks
Gear ratio1st 3.53:1
2nd 2.14:1
3rd 1.48:1
4th 1.16:1
5th 0.87:1
6th 0.68:1
Reverse 3.09:1
Transmission
fluidFluid Fuchs ATF 3292
Capacity Approx. 9.5 L
Change interval Check the fluid at every
30,000 km or 1 year, and
change it if necessary.Under the severe driving
conditions, change the fluid a
t
every 60,000 km.
Resistance of oil
temperature
sensor-20 430.7 ~ 533.9 kΩ
0 146.8 ~ 175.7 kΩ
20 56.74 ~ 65.86 kΩ
100 3.201 ~ 3.399 kΩ
Gear position
sensor1 -
2 -
3 -
D 2.686 kΩ ± 8%
N 5.036 kΩ ± 8%
R 8.953 kΩ ± 8%
P 16.786 kΩ ± 8%
Severe driving conditions? *
Towing a trailer or off-road driving (Inspect the
leak of fl uid at any time, occasionlly)
Taxi, patrol service or delivery service (extended
idling and excessive driving with low speed)
Frequent stop-and-go traffi c, extended idling,
short driving distance -
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-Driving in a hilly or mountainous terrain,
sandy, or dusty area
Driving frequently at high speed over 170
km/hour
Driving frequently in area where heavy traffi c
under the ambient tem
perature above 32°C
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3. TIGHTENING TORQUE
Description Size x Numbers Tightening torque
Transfer case housing M12 x 32 54 ~ 68
Etension housing M12 x 32 54 ~ 68
Oil pan M6 x 16 4 ~ 6
Valve body to transmission housing M6 x 26 8 ~ 13
Valve body to transmission housing M6 x 45 8 ~ 13
Center support to transmission housing M10 x 34 20 ~ 27
Output shaft locking nut M24 x 15 100 ~ 110
Pump cover to oil pump M8 x 55 24 ~ 27
Pump cover to transmission housing M8 x 40 24 ~ 34
Pump cover to transmission housing M8 x 58 24 ~ 34
Upper valve body to lower valve body M6 x 30 15 ~ 17
Detent spring M8 x 16 20 ~ 25
Variable bleed solenoid and speed sensor
M4 x 12 2.8 ~ 3.2
Transmission oil level plug 30 ~ 35
Front cooling lines to transmission cooler
25 ~ 35
Rear cooling lines to transmission cooler
25 ~ 35
Drive plate to torque converter
40 ~ 42
Gear select lever to shaft rod
14 ~ 20

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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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01-12
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 -

03-73170-01
2) Function of N Switch
(1) Aids a smooth start of the vehicle by raising the RPM during the gear
shifting when the engine is cold.
When the vehicle is trying to start from the stopped state (vehicle speed below 3 km/h), the N switch
determines the shifting timing by using the clutch switch and the N switch. It raises the engine RPM (100
~ 200 rpm). Operation conditions are as follows.
The vehicle speed is at the stopped state (Vehicle speed below 3km/h detection).
While depressing the clutch (Clutch switch detection).
The gear lever is at a position other than neutral (N switch detection).
Start the vehicle while depressing the clutch pedal (Clutch switch detection).
The RPM increases in accordance with the temperature of the engine coolant
(Engine coolant temperature sensor detection). -
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appx. 100 rpm increase
appx. 100 ~ 170 rpm increase
<008800970097009f00550047005f005700b6006a0047004f0095009600990094008800930047009b008c00940097008c00990088009b009c0099008c00470096008d0047009b008f008c0047008c0095008e00900095008c0047008a009600960093008800
95009b005000610047008800990096009c0095008b00470059>00 rpm ·
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When the gear has been smoothly shifted and the vehicle speed exceeds 3km/h, it returns to the
previous operation interval of the engine RPM. -
In case of Actyon, the N switch signal is transmitted to the instrument panel, and then the instrument
panel transmits it to the engine ECU through the CAN communication.
Vehicle Made After 04.09.15 Actyon